diff --git "a/data/extracted_text/core_docs.json" "b/data/extracted_text/core_docs.json" new file mode 100644--- /dev/null +++ "b/data/extracted_text/core_docs.json" @@ -0,0 +1,42347 @@ +[ + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "CHAPTER IV \n \nWORKING OF TRAINS GENERALLY \n \n \nA. TIMING AND RUNNING OF TRAINS \n \n \n4.01 STANDARD TIME.—The workin g of trains between stations \nshall be regulated by the stan dard time prescribed by the \nGovernment of India, which shall be transmitted daily to all the \nprincipal stations of the railway at 16.00 hours in the manner \nprescribed. \n \n4.02 ADHERENCE TO ADVERTI SED TIME.—No passenger train \nor mixed train shall be despat ched from a station before the \nadvertised time. \n \n4.03 SETTING WATCH.—Before a trai n starts from a terminal or \ncrew-changing station, the Guard shall set his watch by the \nstation clock or the clock at the authorised place of reporting for \nduty and communicate the time to the Loco Pilot who shall set \nhis watch accordingly. \n \n4.04 TIME OF ATTENDANCE FOR TRAIN CREW.— Every \nGuard, Loco Pilot, Assistant Loco Pilot shall be in attendance \nfor duty at such place and at such time as may be prescribed by \nspecial instructions. \n \n4.05 PROPER RUNNING LINE. — Th e Loco Pilot shall take his \ntrain along the proper running line. \n \n4.06 DIRECTION OF RUNNING.— \n \n (1) On a double line, every tr ain shall run on the left hand line \nunless otherwise prescribed by special instructions. \n \n (2) If there are two or more pa rallel lines, the direction in which \ntrains are to run on each line shall be prescribed by special \ninstructions. \n \n4.07 SUPPLY OF WORKING TI ME TABLE AND SCHEDULE OF \nSTANDARD DIMENSIONS.-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 130 \n (1) A copy of the Working Time Table for the time being in force \nshall be supplied to each station, Guard, Loco Pilot, Inspector of \nWay or Works and any other railway servant requiring the use \nof the Working Time Table during the course of his duties. \n \n (2) A copy of the Working Time Ta ble shall, on issue, be supplied to \nthe Commissioner of Railway Safety. \n \n (3) A copy of the Schedule of Standard Dimensions for the time \nbeing in force shall be supplied to each Inspector of Way or \nWorks and Section Engineer (C&W). \n \n \nB. SPEED OF TRAINS \n \n4.08 LIMITS OF SPEED GENERALLY.— \n \n (1) (a) Every train shall be run on each section of the railway within \nthe limits of speed sanctioned for that section by approved \nspecial instructions. \n \n (b) The sectional speed sanctioned and permanent speed restrictions \nshall be shown in the Working Time Table. \n \n (c) The Loco Pilot shall observ e the sanctioned speed except when \neither one speedometer in case of electric loco or two \nspeedometer in case of other loco motives are defective. In such \ncases of defective speedometer both the maximum permissible \nspeed and booked speed of coachi ng trains shall be reduced by \nten percent from the speed otherwise permissible. \n \n (2) The Loco Pilot shall — \n \n (a) regulate and control the runni ng of the trains according to the \nWorking Time Table, so as to avoid either excessive speed or \nloss of time and \n \n (b) not make up between any two stations more time than is allowed \nin this behalf in the Working Time Table and shall also observe \nall speed restrictions. \n \n (3) When it is necessary to i ndicate to the Loco Pilot where trains \nare to run at a restricted speed or where trains have to come to a \nstop due to the line being under repairs or due to any other \nobstruction, action shall be taken as specified in Rule 15.09.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 131 \n \n4.09 CAUTION ORDER.— \n \n (1) Whenever, in consequence of the line being under repair or for \nany other reason, special precaut ions are necessary, a Caution \nOrder detailing the kilometres between which such precautions \nare necessary, the reason for taking such precautions and the \nspeed at which a train shall trave l, shall be handed to the Loco \nPilot at the stopping station immediately short of the place \nwhere such precautions are necessary, or at such other stations \nand in such manner, as prescribed under special instructions. \n \n (2) Sub-rule (1) does not apply in the case of long continued repairs \nwhen fixed signals are provided at an adequate distance short of \nsuch place and have been notified to the running staff \nconcerned. \n \n (3) The Caution Order referred to in sub-rule (1) shall be on white \npaper in blue or black font or typed or made out on computers \nwith the words “CAUTION ORDER” written on top of the form \nin bold letters of appropriate font size to draw attention \ndistinctly and signed in full. \n \n \n4.10 LIMITS OF SPEED OVER FACING POINTS.— \n \n (1) The speed of trains over non- interlocked facing points shall not \nexceed 15 kilometres an hour in any circumstances and the \nspeed over turn-outs and cross-overs shall not exceed 15 \nkilometres an hour unless ot herwise prescribed by approved \nspecial instructions, which may permit a higher speed. \n \n (2) Subject to the provisions of sub-rule (1), a train may run over \ninterlocked facing points at such speed as may be permitted by \nthe standard of interlocking. \n \n4.11 LIMITS OF SPEED WHILE RUNNING THROUGH \nSTATIONS.— \n \n (1) No train shall run through an interlocked station at a speed \nexceeding 50 Kilometres an hour, or such less speed as may be \nprescribed by approved special in structions, unless the line on \nwhich the train is to run has been isolated from all other lines by \nthe setting of points or other approved means and interlocking is", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 132 \nsuch as to maintain this condi tion during the passage of the \ntrain. \n \n (2) In every case in which trai ns are permitted to run through on \nnon-isolated line, all shunting sh all be stopped and no vehicle \nunattached to an engine or not properly secured in accordance \nwith Rule 5.23 may be kept sta nding on a connect ed line, which \nis not isolated from the through line. \n \n4.12 ENGINE PUSHING.— \n \n (1) No engine or self propelle d vehicle shall push any train outside \nstation limits except in accordance with special instructions and \nat a speed not exceeding 25 Kilometre an hour; \n \n Provided that this sub-rule shall not apply to a train the leading \nvehicle of which is equipped wi th driving apparatus and which \nmay be operated under approved special instructions; \n \n Provided further that this sub- rule shall not apply to an engine \nassisting in rear of a train, which may be permitted under \napproved special instruction to run without being coupled to the \ntrain. \n \n Provided also that no tr ain which is not equipped with \ncontinuous vacuum / air brake sh all be pushed outside station \nlimits except in case of emergency; \n \n Provided further that a ‘Patro l’ or ‘Search Light’ special with \none or more vehicles in front of the engine may be permitted to \nrun at a maximum speed of 40 kilometres an hour. \n \n (2) For movement of trains ou t side station limits with engine \npushing during night or in thic k, foggy or tempestuous weather \nimpairing visibility or where ot herwise prescribed by special \ninstructions, the leading vehicles of such trains shall be equipped \nwith the prescribed head light and marker light except in case of \nemergency. \n \n (3) When trains are worked as described in sub-rules (1) and (2), \nthe engine pushing the load when it is the rearmost, or the \nrearmost vehicle if any shall carry a tailboard or a tail lamp.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 133 \n \n \n4.13 LIMITS OF SPEED WITH ENGINE TENDER \nFOREMOST.— \n \n (1) (a) A Passenger train or a mixe d train shall not be drawn outside \nstation limits by a steam engi ne running tender foremost, \nexcept.— \n (i) Under a written order issu ed by the authorised officer or \n (ii) In a case of unavoidable necessity, to be established by the Loco \nPilot. \n \n (b) When any such train is so drawn, the speed shall not exceed 25 \nkilometres an hour, or such higher speed, not exceeding 40 \nkilometres an hour, as may be authorised by approved special \ninstructions. \n \n (2) In case of unavoidable necessity, goods trains may run with \nsteam engines tender foremost at a speed not exceeding 25 \nkilometres an hour or such hi gher speed, which shall, in no \ncircumstances, exceed 40 kilometres an hour, as may be laid \ndown by special instructions. \n \n (3) When trains have to be worked with steam engines tender \nforemost as a regular measure under sub-clause (i) of clause (a) \nof sub-rule (1) and sub-rule (2), the head light and marker lights \nas prescribed in Rule 4.14 shall be provided on the tender. \n \n \nC. EQUIPMENT OF TRAINS AND TRAIN CREW \n \n4.14 HEAD LIGHT, MARKER LIGHTS AND SPEESR.SR.DOM / \nDOM / SR.DOM / DOMETRE.— \n \n (1) A train shall not be worked at night or in thick, foggy or \ntempestuous weather im pairing visibility or in long tunnels, \nunless the engine carries an electric head light of an approved \ndesign and in addition, two oil or electric white marker lights. \n \n (2) An engine employed exclus ively on shunting at stations and \nyards shall, at night or durin g thick, foggy or tempestuous \nweather impairing visibility, di splay such head lights as are \nprescribed by the Railway Admini stration and exhibit two red \nmarker lights in front and in rear.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 134 \n (3) The electric head light on the engine shall be fitted with a switch \nto dim the light and shall be dimmed.— \n \n (a) when the train remains stationary at a station; \n \n (b) when the train is approaching another train which is running in \nopposite direction on double or multiple track of same or \ndifferent gauges; and \n \n (c) on such other occasions as may be prescribed by special \ninstructions. \n \n (4) In case the electric head lig ht fails or a train has to be worked \nwith the engine running tender foremost in an emergency, the \nengine shall display the two oil or electric white marker lights \nreferred to in sub-rule (1) pointing in the direction of movement \nand the train shall run at a speed prescribed by special \ninstructions. \n \n (5) In case of defective electric head light of locomotive running in a \nsection provided with reflective ty pe of engineering fixed signal, \nduring night or thick foggy weath er impairing visibility on BG \n& MG, the Loco Pilot shall work the train cautiously at a speed \nnot exceeding the severest temporary speed restriction imposed \nin the block section or 40 Kmph whichever is less. \n \n (6) Coaching locos should not be turned out from home shed if the \nspeedometer\n /recorders are in defective condition. In case of \nspeedometer /recorder becoming defective during the run, the \ntrain should run at a speed prescribed by special instructions. \n \n . \n4.15 TAIL AND SIDE LIGHTS.— \n \n (1) At night or in thick, f oggy or tempestuous weather impairing \nvisibility, no train shall be work ed outside station limits, unless \nit has — \n \n (a) in the case of an engine with vehicles attached, same as in a case \nto which sub-rule (2) applies, at least one red tail light and two \nside lights showing red towards the rear and white towards the \nengine; \n \n Provided that provision of sidelights on goods trains and \nElectric Multiple Unit trains may be dispensed with;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 135 \n \n (b) in the case of a single engi ne without vehicles attached at least \none red tail light; and \n \n (c) in the case of two or more engines coupled together without \nvehicles attached, at least one red tail light affixed to the rear \nengine. \n \n (2) A colliery pilot, i.e., a trai n used for collecting or distributing \nvehicles in colliery sidings, when working in a block section or in \nthe colliery sidings taking off fr om a block section, need carry a \nred tail light only as it enters or leaves the block station, at \neither end of such block sect ion, provided that special \ninstructions are issued to ensure that no other train is permitted \nto proceed into the block section until the Guard of the colliery \npilot has certified that he has left no vehicle obstructing the \nblock section in which he has been working. \n \n (3) When trains may run in the same direction on parallel lines, the \nside lights mentioned in clau se (a) of sub-rule(1) may be \narranged in accordance with special instructions. \n \n (4) When a train has been shunted for a following train to pass, the \ntail and side lights mentioned in clause (a) of sub-rule(1) shall be \ndealt with in accordance with special instructions. \n \n (5) Within station limits or in a siding, an engine employed in \nshunting shall have tail light s in accordance with special \ninstructions. \n \n4.16 TAIL BOARD OR TAIL LAMP.— \n \n (1) In order to indicate to the st aff that a train is complete, the last \nvehicle shall except as provided for in sub-rule (2) be \ndistinguished by affixing to the rear of it- \n \n (a) by day, a tail board of approved design or a red painted tail \nlamp of approved design which may be unlit, or \n \n (b) by night, as well as th ick, foggy or tempestuous weather \nimpairing visibility during d ay, a red tail lamp of approved \ndesign displaying a flashing red light to indicate last vehicle \ncheck device or, \n \n (c) such other device as may be authorised by special instructions .", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 136 \n \n (2) A colliery pilot, i.e. a trai n used for collecting or distributing \nvehicles in colliery siding, when working in block section or in \nthe colliery siding ‘taking off’ from a block section, need carry a \ntail board or tail lamp, or such other device as may be \nauthorised by special instructions only as it enters or leaves the \nblock section at either end of su ch block section, provided that \nspecial instructions ar e issued to ensure that no other train is \npermitted to proceed into the block section until the Guard of \ncolliery pilot certifies that he has left no vehicle obstructing the \nblock section in which he has been working. \n \n (3) In emergency only and under sp ecial instructions in each case, a \nred flag may be used in lieu of a tailboard or an unlit tail lamp. \n \n4.17 RESPONSIBILITY OF STATION MASTER REGARDING \nTAIL BOARD OR TAIL LAMP OF PASSING TRAINS. — \n \n (1) The Station Master shall s ee that the last vehicle of every train \npassing through his station is provided with a tail board or tail \nlamp or such other device in a ccordance with the provisions of \nRule 4.16 \n \n (2) If a train passes the station without such indication to show that \nit is complete, the Station Master shall - \n (a) immediately advise the station in advance to stop the train to see \nthat the defect is remedied and to advise whether or not the \ntrain is complete, \n (b) meanwhile with hold the closin g of the block section to \nensure that no train is allowed to enter the block section \nfrom the station in rear, and \n (c) unless the station in advance has advised that the train is \ncomplete, neither consider the block section in rear as clear nor \n close it. \n \n (3) Where in a section, a block proving axle counter or continuous \ntrack circuiting between block st ations and complete track \ncircuiting of station section ex cluding non-running lines of the \nreceiving station is installed and is functioning and there is a \nclear indication of clearance of block section as well as complete \narrival of the train as per indica tion given, if a train passes a \nstation without confirming to the provisions of sub-clause (1) \nabove, the Station Master shall still advise the station in advance \nto stop the train to see that the defect is remedied and he need", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 137 \nnot withhold closing of block section in rear as prescribed in \nclause (b) and (c) of sub-rule 2 in such cases. \n \n \n4.18 MEANS OF COMMUNICATION.— \n \n (1) No passenger train or mixed train shall be despatched from any \nstation, unless every passenger ca rriage is provided with means \nby which communication can be made with the Guard or the \nLoco Pilot. \n \n (2) Sub-rule (1) shall not apply to — \n \n (a) passenger or mixed trains in case of complete or partial failure \nof vacuum; and \n \n (b) such particular trains as may be exempted under approved \nspecial instructions. \n \n (3) If a Railway administration is satisfied that mischievous use of \nthe means of communications refer red to in sub-rule (1) is \nprevalent, it may, not with standing any thing contained in that \nsub-rule, direct the disconnection, for the time being, of the \nmeans of communication provided in all or any of the passenger \ncarriages in any such train. \n \n (4) A goods vehicles in whic h passengers are carried is not a \n‘Passenger carriage’ within the meaning of this rule. \n \n 4.19 Guard’s and Loco Pilot’s equipment.— \n \n (1) Each Guard and Loco Pilot shall have with him, while on duty \nwith his train, the following equipment.— \n \n (A) a copy of these rules or su ch portions thereof as have been \nsupplied to him under Rule 2.01. \n \n (B) a copy of the Working Time Table and all correction slips and \nappendices, if any, in force on that section of the railway over \nwhich the train is to run. \n \n (C) a hand signal lamp, \n \n (D) a whistle (for Guards only),", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 138 \n (E) a red flag and a green flag, \n \n (F) a stock of detonators suffici ent to comply with the relevant rules \nas may be prescribed by special instructions, \n \n (G) a first aid box (for Guards of passenger carrying trains only) \nand \n \n (H) such other articles as may be prescribed by the Railway \nAdministration in this behalf. \n \n (2) If any Guard or Loco Pilot is not in possession of any article \nmentioned or referred to in sub-ru le (1), he shall report the fact \nto his superior who shall make good the deficiency. \n \n (3) Each Guard and Loco Pilot shall have with him while on duty \nwith his train, two pairs of such spectacles as he is required to \nwear under medical advice. \n \n Note: - Each Guard and Loco Pilot should also be in possession of a \nwatch in addition to the equipment prescribed in sub-rule (1). \n \n \n4.20 MANNING OF ENGINE IN MOTION.— \n \n (1) Except when otherwise provi ded by special instructions, no \nengine shall be allowed to be in motion on any running line \nunless the Loco Pilot as also the Assistant Loco Pilot are upon it. \n \n (2) Subject to the provision of sub-rule (3), in no circumstances \nshall a person other than the Lo co Pilot or a railway servant \nduly qualified in all respects, dr ive an engine on any running \nline. \n \n (3) If a Loco Pilot becomes incapacitated while the engine is in \nmotion, the Assistant Loco Pilot, if duly qualified, may work the \ntrain to the next station cautiously and where the Assistant Loco \nPilot is not duly qualified, he shall bring the train to a stop and \nsend a message to the Station Ma ster of the nearest station to \nmake arrangements for a Loco P ilot to take over the train and \nfor so doing he may take the assistance of the Guard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 139 \n4.21 DRIVING AN ELECTRIC TRAIN.— \n \n (1) In the case of electric trains, the Loco Pilot shall be in the \nleading driving compartment when the train is in motion or \nwhen the train is standing on any running line except as \notherwise prescribed in these rules. \n \n (2) (a) In the case of a single or multiple unit train, if the driving \napparatus in the leading driving compartment becomes \ndefective, the trains shall be driven cautiously from the nearest \ndriving compartment which is serviceable; in this event, the \nGuard shall travel in the leading driving compartment and shall \nconvey the necessary signals to the Loco Pilot; the Guard shall \nalso sound the horn or whistle as necessary and apply the brake \nin case of emergency and shall be responsible for stopping the \ntrain correctly at signals, stations and obstructions. \n \n (b) In the case of an elect ric engine, if the leading driving \ncompartment becomes defective, the train shall be driven from \nthe trailing driving compartment by the Assistant Loco Pilot, if \nhe is duly qualified to drive; a nd the Loco Pilot shall remain in \nthe leading driving compartment and shall be responsible for \nthe correct operation of the train. \n4.22 RIDING ON ENGINE OR TENDER.— \n \n (1) No person other than the engi ne crew shall be authorised to ride \non the engine or tender of a steam locomotive, except in \naccordance with special instructions. \n (2) Except as may be permitted by special instructions, no person \nother than the engine crew sha ll be authorised to enter any \ndriving compartment of a single or multiple unit train or a train \npropelled by electric, diesel or petrol engine. \n (3) No unauthorized person shall manipulate any apparatus \ncontained therein. \n \nI. Applicable to Electric/Diesel Locomotive hauled train. \n \n \n \nII. For EMU/MEMU/DMU \n \n \n4.23 BRAKE VANS.— \n (1) No train shall be allowed to enter a block section, unless one or \nmore brake-vans or hand braked vehicles are attached to it,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 140 \nexcept in emergency or as provided for under special \ninstructions. \n (2) This rule does not apply to ra il cars, light engine or light engines \ncoupled together. \n \n \n4.24 POSITION OF BRAKE-VAN ON TRAIN.—Unless it be \notherwise directed by special in structions, one brake-van shall \nbe attached to the rear of the train, provided that reserved \ncarriages or other vehicles may, under special instructions, be \nplaced in rear of such brake-van. \n \n4.25 GUARDS.— \n \n (1) Except under special instructions or in an emergency, every \nrunning train shall be provided with one or more Guards. \n \n (2) The Guard of a running train shall travel in his brake-van, \nexcept- \n (a) in an emergency, or \n (b) under special instructions \n \n (3) When a train is worked without a Guard, such of his duties as \ncan be performed by the Loco Pilot, shall devolve on him as may \nbe specified by special instructions. \n \n4.26 COUPLINGS.—No vehicle that is not fitted with a coupling or \ncouplings of approved pattern shall be attached to any train. \n \nD. VEHICLES AND CRANES \n \n4.27 CRANES.— \n \n (1) No travelling crane shall be attached to a train until it has been \ncertified by a duly authorised person that it is in proper running \norder and with a dummy truck for the jib, if necessary. \n \n (2) When a crane is to work on any line provided with electric \ntraction or any line adjacent to it, the procedure and \nprecautions as laid down under speci al instructions shall also be \nfollowed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 141 \n \n \n4.28 LOADING OF VEHICLES.— \n \n (1) No wagon or truck shall be so loaded as to exceed the maximum \ngross load on the axle fixed under sub-section (1) of section 72 of \nthe Act, or such varied carrying capacity if any, as may have \nbeen prescribed by the Railway Administration under \nsubsection (4) of the said section. \n \n (2) Except under approved special instructions no vehicles shall be \nso loaded as to exceed the maximum moving dimension \nprescribed from time to time by the Railway Board. \n \n (3) When a load in a truck projects to an unsafe extent beyond the \nend of a truck, an additional truck shall be attached to act as a \ndummy. \n \n (4) The Guard shall, unless this duty is by special instructions \nimposed on some other railway servant, carefully examine the \nload of any open truck which may be attached to the train and if \nany such load has shifted or requires adjustment, shall have the \nload made secure or the truck removed from the train. \n \n \n4.29 DAMAGED OR DEFECTIVE VEHICLES.— \n \n (1) No vehicle which has been derailed shall run between stations, \nuntil it has been examined and passed by a competent Section \nEngineer (C&W): \n \n Provided that in case of a derailment between stations, the Loco \nPilot may, if the vehicle has been re-railed and if he considers it \nsafe to do so, take such vehicle to the next station at a slow \nspeed. \n \n (2) If a Guard or Station Master has reason to apprehend danger \nfrom the condition of any vehicl e on a train before it can be \ninspected by a Section Engineer (C &W), the Loco Pilot shall be \nconsulted and if he so requires, the vehicle shall be detached \nfrom the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 142 \n \nE. PRECAUTIONS BEFORE STARTING TRAIN \n \n4.30 LOCO PILOT AND G UARD TO EXAMINE NOTICES \nBEFORE STARTING.—Every Loco Pilot and Guard before \nstarting with a train shall examine the notices issued for their \nguidance and ascertain there from whether there is anything \nrequiring their special attention on that section of the railway \nover which they have to work. \n \n4.31 EXAMINATION OF TRAIN BEFORE STARTING.—\n When a \ntrain is examined by a Train Examiner at a station, the \nStation Master shall not give permission to start the train \nuntil he has received a report from such examiner to the \neffect that the train is fit to proceed and has the prescribed \nbrake power. In case a train is not examined by the train \nexaminer at a station and it is without a valid brake power \ncertificate, the station master shall not give permission to \nstart the train until he has received a Guard-Loco Pilot \nJoint Check Report that the trai n is fit to proceed and has \nthe prescribed brake power. \n \n4.32 EXAMINATION OF TRAIN BY LOCO PILOT.—The Loco \nPilot shall, before the commencem ent of the journey and after \nperforming any shunting en route, ensure.— \n \n (a) that his engine is in proper working order, \n \n (b) that the coupling between the engine and the train is properly \nsecured and \n \n (c) that the head light and ma rker lights as prescribed in sub-rule \n(1) of Rule 4.14 are in good order and these are kept burning \nbrightly, when required. \n \n \n4.33 EXAMINATION OF SING LE AND MULTIPLE UNITS BY \nLOCO PILOT.— \n \n When coupling single or mult iple units or coaches of any such \nunits together, the Loco Pilot sh all be responsible for observing \nthat all electrical couplings are properly made. After all \ncouplings have been made, the Loco Pilot while taking over the \ncomplete train shall satisfy himself that the control and power", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 143 \napparatus and brakes of the co mplete train are in proper and \nprescribed working order. \n \n \n4.34 DUTIES OF GUARD WHEN TAKING OVER CHARGE OF A \nTRAIN. - The Guard when taking over charge of a train shall \nsatisfy himself, before the train is despatched: - \n \n (a) that the train is properly coupled, \n \n (b) that the train is provided wi th the prescribed brake power, \n \n (c) that the train carries tail board or tail lamp and side lamps and \nthat such lamps are lighted and kept burning brightly, when \nrequired. \n \n (d) that the appliance, if any, for communication between the \nGuard and the Loco Pilot, is in proper working orders and \n \n (e) generally that, as far as he ca n ascertain, the train is in a state of \nefficiency for travelling. \n \n4.35 STARTING OF TRAINS: - \n \n (1) A Loco Pilot shall not start his train from a station without the \nauthority to proceed. Before starti ng the train, he shall satisfy \nhimself that all correct fixed si gnals and where necessary, hand \nsignals are given and the line before him is clear of visible \nobstructions and the Guard has given the signal to start. \n \n (2) The Guard shall not give the signal for starting the train unless \nhe has received the permission of the Station Master to start, in \nthe manner prescribed by special instructions. \n \n(3) The Guard shall not give the si gnal for starting unless he has \nsatisfied himself that, except in accordance with special \ninstructions, no person is travelling in any compartment or \nvehicle or roof of the vehicl e not intended for the use of \npassengers. Guard, Loco Pilot or Assistant Loco Pilot shall take \nhelp, if necessary from Government Railway Police, Railway \nProtection Force and Station Staff to remove the unauthorised \npersons from the compartment or vehicle or roof of the vehicle.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 144 \n (4) The Station Master shall see, before he gives the Guard \npermission to start a train, that all is right for the train to \nproceed. \n \n (5) The permission of the Statio n Master referred to in sub-rule (2) \nmay be dispensed with in case of suburban train on such \nsections of a railway as may be specified by special instructions. \n \n (6) When permission of the Station Master to start has been \ndispensed with under sub-rule (5) or at a station where no \nStation Master is posted, the Guar d shall see, before giving the \nstarting signal, that all is right for the train to proceed. \n \n \n4.36 GUARD TO BE IN CHARGE OF TRAIN: — After the engine \nhas been attached to a train and during the journey, the Guard \nor (if there be more than one Guard) the Head Guard shall be in \ncharge of the train in all ma tters affecting stopping or \nmovement of the train for traffic purpose. In the case of any \nself-propelled vehicle, such as a motor coach without a trailer \nand unaccompanied by a Guard, the duties of the Guard shall \ndevolve on the Loco Pilot. \n \n4.37 SUBORDINATION OF GUAR DS IN STATION LIMITS.— \nWhen a train is within station limits, the Guard shall be under \nthe orders of the Station Master. \n \n4.38 ASSISTANT LOCO PILOTS TO OBEY LOCO PILOTS.— \nAssistant Loco Pilots shall obey the lawful orders of their Loco \nPilots in all particulars. \n \n4.39 LOCO PILOT TO OBEY CERTAIN ORDERS.—After an \nengine has been attached to a train and during the journey, the \nLoco Pilot shall obey- \n (a) the orders of the Guard, in all matters affecting the starting, \nstopping or movement of the train for traffic purposes and \n (b) all orders given to him by the Station Master or any railway \nservant acting under special instru ctions, so far as the safe and \nproper working of his engine will admit. \n \nF. DUTIES OF STAFF WORKING TRAINS DURING JOURNEY \n \n4.40 LOCO PILOT AND ASSISTAN T LOCO PILOT TO KEEP A \nGOOD LOOK-OUT. -Every Loco P ilot shall keep a good look-\nout while the train is in motion and every Assistant Loco Pilot \nshall also do so when he is not necessarily otherwise engaged. \n \n 4.41 LOCO PILOT OR ASSI STANT LOCO PILOT TO LOOK-\nBACK: - The Loco Pilot or the Assistant Loco Pilot shall look", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 145 \nback frequently during the journey to see whether the train is \nfollowing in a safe and proper manner. \n \n4.42 EXCHANGE OF SIGNAL S BETWEEN LOCO PILOT, \nGUARD AND STATION STAFF: — \n \n (1) The Loco Pilot and the Guar d of a train shall exchange signals \nwith each other, at such times and in such manner as may be \nprescribed by special instructions. \n (2) The Loco Pilot and the Guard of a train shall, while running \nthrough a station, look out for and except under special \ninstructions, acknowledge the ‘all right’ signals which the \nStation Master and such other st aff at the station as may be \nspecified by special instructions shall give if the train is \nproceeding in a safe and proper manner. If the train is not \nproceeding in a safe and proper manner, the Station Master or \nthe other staff shall exhibit a Stop hand signal, on receipt of \nwhich the Guard and the Loco P ilot shall take immediate steps \nto stop the train. \n \n \n4.43 GUARD TO KEEP A GOOD LOOK OUT: During the journey \nincluding halts at stations, every Guard shall keep a good look-\nout and satisfy himself from time to time that the tail board and \nbrake-van lamps are in position and that all brake-van lamps, \nwhere required, are burning brightl y, that the train is complete \nin every respect and is proceeding in a safe and proper manner. \n \n Note: - The term ‘brake-van lamp’ includes ‘tail lamp’. \n \n4.44 TRAIN HELD UP AT FIRST STOP SIGNAL.— \n \n (1) When a train has, without an apparent cause, been kept \nstanding at the first Stop signal for five minutes, the Loco Pilot \nshall sound the prescribed code of whistle to warn the Guard \nand the Brakesman shall proceed to the cabin or station to warn \nthe Station Master. If there is no Brakesman, the Loco Pilot \nshall depute Assistant Loco Pilot to proceed to the cabin or \nstation to warn the Station Master. The Brakesman or Assistant \nLoco Pilot proceeding to the cabin or station shall show a Stop \nhand signal towards the station. \n \n The Guard shall, as soon as th e train is stopped at the first Stop \nsignal, check up that the tailboard or tail lamp is correctly \nexhibited and shall maintain a vig ilant attitude in rear of the \ntrain. After fifteen minutes or such less time as may be \nprescribed by special instructions , the Guard shall, irrespective \nof whether the cause is apparent or not, proceed to protect the \nrear of the train in accordance wi th instructions laid down in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 146 \nRule 6.03. If in the meantime the signal is taken ‘off’, or the \nLoco Pilot receives the necessary au thority to pass the signal in \nthe ‘on’ position, he shall sound the prescribed code of whistle to \nrecall the Guard and exchange hand signal with him before \nstarting the train. \n \n (2) In the case of a train not accompanied by a Guard, these duties \nshall devolve on the Loco Pilot. \n \n \n \n4.45 ATTRACTING ATTENT ION OF LOCO PILOT .— \n \n (1) If any Guard sees reason to apprehend danger or considers it \nnecessary for any reason to stop th e train, he shall use his best \nendeavours to attract the attention of the Loco Pilot. \n \n (2) In the absence of other means of communications with the \nengine, a Guard desiring to attr act the Loco Pilot’s attention \nshall apply his hand brake sharpl y and as suddenly release it \nand wherever possible, he shall re verse the side lamps to show \nred towards the engine. \n \n (3) When the attention of the Loco Pilot has been attracted, the \nnecessary hand signal shall be shown. \n \n (4) If the train is fitted with continuous brake, the Guard may, in \ncase of emergency, apply such brake gradually to stop the train. \n \n \n4.46 ASSISTANCE FROM GUARD’S HAND BRAKE.— When the \nLoco Pilot requires the assistance of Guard’s hand brake, he \nshall sound the prescribed code of whistle, if necessary \nrepeatedly, or, if a brake whistle is provided, sound such whistle \nand shall also use other means of communication, if provided, \nbetween the Loco Pilot and the Guard. \n \n4.47 APPLICATION OF GUARD’S HAND BRAKE.— \n \n (1) When the Loco Pilot sounds the prescribed code of whistle or \nthe brake whistle, the Guards shall immediately apply their \nhand brakes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 147 \n (2) When a train is travelling down a steep incline, the Guards shall, \nif necessary to steady the train, assist the Loco Pilot with their \nhand brakes. \n \n4.48 PERMISSION OF GUARD TO DETACH ENGINE FROM \nTRAIN: -When a train has been brought to a stand outside \nstation limits or anywhere on a gr ade, the Loco Pilot shall not \ndetach his engine from the trai n without the permission of the \nGuard who, before giving such pe rmission, shall satisfy himself \nthat the van-brakes have been put on securely and take such \nother measures as may be necessary or prescribed by special \ninstructions. \n \n Provided that detaching of engines from trains in such cases \nmay be prohibited altogeth er under special instructions, \nwherever considered necessary in the interest of safety. \n \n \n4.49 STARTING AND STOPPING OF TRAIN.— The Loco Pilot \nshall start and stop his train carefully and without a jerk. \n \n4.50 SOUNDING OF ENGINE WHISTLE: — \n \n (1) Except under special instruct ions, the Loco Pilot shall always \nsound the whistle of the engine a ccording to the prescribed code \nof whistle- \n \n (a) before putting an engine in motion; \n \n (b) when entering a tunnel; and \n \n (c) at such other times and pla ces as may be prescribed by special \ninstructions. \n \n (2) Engine whistle code shall be prescribed under special \ninstructions. \n \n4.51 BELL SIGNALS BETWEEN LOCO PILOT AND GUARD.—\nWhen bell communication is prov ided between the Loco Pilot \nand the Guard of the train, bell signal code, as may be \nprescribed by special instructions, shall be used. \n \n4.52 THROWING OUT WATER, FIRE OR CINDERS.—A Loco \nPilot shall not throw out water, fire or cinders, when passing \nthrough a station yard or tunnel, or when on a bridge.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 148 \n \n4.53 HOSE OR WATER CRANE. —A fter taking water from a tank \nor water column, the Loco Pilot sh all see that the hose or arm is \nleft clear of the line and when it is provided with fastenings, \nproperly secured. \n \n4.54 PASSENGERS. — Every Guard sh all give his best assistance to \npassengers entraining and detraining. \n \n \nG. DUTIES OF STAFF ON ARRIVAL \n \n4.55 SHUTTING OFF POWER.— In st opping a train, the Loco Pilot \nshall determine where to shut off power by paying particular \nattention to the gradient, the stat e of the weather, the condition \nof the rails, the brake power a nd the length and weight of the \ntrain. \n \n4.56 GUARD TO SEE THAT TRAIN IS STOPPED CLEAR OF \nFOULING MARKS.— When a train comes to a stand at a \nstation, the Guard shall see that, wherever possible, the last \nvehicle of his train has cleared the fouling marks of all points \nand crossings. If not, he shall inform the Station Master at once \nand exhibit Stop hand signal to prevent any movement on the \nfouled line. \n \n \n4.57 DETACHING ENGINE.— Whenever a train has been brought \nto a stand and it is necessary for the engine, with or without \nvehicles, to be detached from the rest of the train, the Guard \nshall, before the train is uncoupl ed, satisfy himself that the van-\nbrakes have been put on securel y and take such other measures \nas may be prescribed by special instructions. \n \n4.58 LOCO PILOT TO SEE TH AT TRAIN IS STOPPED CLEAR \nOF FOULING MARKS.—When a train comes to a stand at a \nstation, the Loco Pilot shall see that, wherever possible, his \nengine is clear of the fouling marks of all points and crossings. If \nnot, he shall take steps to info rm the Station Master at once and \nexhibit Stop hand signal to prev ent any movement on the fouled \nline. \n \n \n4.59 MOVING OF TRAIN CARR YING PASSENGERS AFTER IT \nHAS BEEN STOPPED AT A STATION.—When a train", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 149 \ncarrying passengers has been brou ght to a stand at a station, \nwhether alongside, beyond, or sh ort of the platform, the Loco \nPilot shall not move it, except un der orders of the Guard or to \navert an accident. \n \n4.60 GUARD NOT TO LEAVE TRAIN TILL HANDED OVER.—\nNo Guard shall leave his train until it has been properly handed \nover in accordance with special instructions. \n \n \n4.61 LOCO PILOT NOT TO LEAVE ENGINE WHEN ON \nDUTY.—No Loco Pilot shall leave his working locomotive or his \nself-propelled vehicle when on duty, whether at a station or on a \nrunning line, except in case of absolute necessity and after a \ncompetent railway servant has been placed in charge of the \nlocomotive or self-propelled vehicle. In the case of a self-\npropelled vehicle manned by a Loco Pilot only, a Loco Pilot may \nleave it when necessary, provided he has locked the cabs and has \nput the vehicle in low gear with the ignition switch in the off \nposition and has screwed down and locked the hand brake. \n \n \nH. WORKING OF MATERIAL TRAINS \n \n4.62 WORKING OF A MATERIAL TRAIN IN A BLOCK \nSECTION.— A material train sha ll be worked only with the \npermission of Station Masters on each side and in accordance \nwith special instructions. \n \n4.63 WORKERS ON MATERIAL TRAIN.—The Guard of a \nmaterial train shall, before giving the signal to start, see that all \nthe workers are on the train and warn them to sit down. \n \n4.64 PROTECTION OF MATERI AL TRAIN WHEN STABLED.— \n \n (1) A material train shall not be stabled on a running line at a \nstation, except in unavoidable circumstances. \n \n (2) When a material train is stabled at a station, it shall be \nprotected in the following mann er and the Station Master shall \nensure that - \n \n (a) the vehicles of the material train have been properly secured \nand are not fouling any points or crossings,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__04_Safety_210815.pdf", + "document_name": "04_Safety_210815.pdf", + "document_path": "core_docs/04_Safety_210815.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 3, + "authority": "Indian Railways", + "description": "Safety instructions and procedures issued by Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "CHAPTER IV WORKING OF TRAINS GENERALLY 150 \n (b) all necessary points have been set against the line on which the \nmaterial train is stabled and such points have been secured with \nclamps or bolts and cotters and padlocks and \n \n (c) the keys of such padlocks are kept in his personal custody until \nthe material train is ready to leave the siding or line. \n \n (3) The Guard shall not relinqui sh charge until he has satisfied \nhimself that the material train has been protected as prescribed \nin this rule. \n \n4.65 WORKING OF TRACK MAINTENANCE MACHINES.—\nTrack laying or on track tamp ing or maintenance machines \nshall be worked only with the permission of the Station Master \nand in accordance with special instructions. \n \n \n4.66 PRIVATE ENGINES AND VEHI CLES.—No engine or other \nvehicle, which are the property of a private owner, shall be \nallowed to enter upon the railway, except in accordance with \nspecial instructions. \n \n \n \n* * * *", + "extraction_method": "text" + }, + { + "document_id": "core_docs__1416206396757-Reservation Rules.pdf", + "document_name": "1416206396757-Reservation Rules.pdf", + "document_path": "core_docs/1416206396757-Reservation Rules.pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Core reservation rules governing passenger ticket booking and allocation", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "Reservation Rules \n \nIMPORTANT - FOR SENIOR CITIZENS : \n From 1st September 2001 onwards, concession to senior citizens through PRS (Passenger Reservation \nSystem) shall be granted only on demand and not by default as at present. The demand for concession shall be \nmade on Reservation Requisition form in the case of reserved tickets. In the case of tickets issued to senior \ncitizens on concession, during journey the concerned passengers are instructed to carry some documen tary proof \nshowing their age or date of birth, issued by any Government Institution/Agency/Loca l Body. like Identity card, \nDriving License, Passport, Educational certificate, certificate from Local Bodies like \nPanchayat/Corporation/Municipality, or any other authentic and recognised document. This documentary proof of \nage should be produced if deman ded by some Railway official during the journey. \n \nGENERAL CONDITIONS : \n The Railway Administration reserves seats, berths, compartments, or carriage in accordance with the rules \nand conditions published in the Coaching Tariff. A passenger seeking reservation of berth or seats should purchase \ntickets from the Railway Reservation Offices/Authorised Travel Agency only. \n Advance reservations are made generally up to 90 days in advance for all classes and all trains. The period \nof advance reservation (ARP) is exclusive of the day of departure of the train. \n At intermediate stations where the train arrives on the following day, such reservations can be done more \nthan 90 days in advance of date of journey from the intermediate station. ARP is in relation to the date of journey \nfrom train originating station. In case of some Inter-city day trains, the ARP is less \n An individual can book only up to six passengers on one requisition form provided all passengers are for the \nsame destination and for the same train. \n Only one requisition form is accepted from a person at one time. However, if onward/return journey a re \ninvolved, 2 or 3 forms can be accepted for the same passengers. \n Accommodation will not be rese rved without purchase of necessary journey ticket. No reservation of \naccommodation will be made on provisional basis. \n When berths are reserved for passengers, the intention is to provide sleeping accommodation between 9 \nPM to 6 AM. During 6 AM to 9 PM, the passengers concerned, if required make room for other passengers in \ncompartment up to its carrying capacity. \n Passengers are requested to quote PNR number which is printed on each tickets on the top left hand s ide \nfor any enquiry or complaint relating to reservations. \n Reservation ticket issued by the computerised system against pre-bought ticket must be accompanied by the \njourney tickets on train. Similarly journey cum reservation tickets bearing zero amount are not vali d fo r journey \nunless accompanied by the valid authority to travel authorising issue of such tickets. \n Allotment of accommodation is done by the computer as per pre -defined logic. Efforts are made to provide \ncompact accommodation to persons booked under the same PNR on first come first served basis. \n The Railway Administration will endeavour to provide reserved accommodation but does not guarantee t he \nsame and will admit no claim for compensation for inconvenience, loss or extra expense due to such \naccommodation including carriages, not being provided or reserved carriage not been attached to a particular train. \nThe supply of any particular type of carriage or the provision of a particular berth and seat is also not guaranteed. \n Departure time printed on the ticket is indicative for the guidance of the passengers. Passengers must \nascertain correct timings from the Railway station on the day of journey. Such tickets are printed u p to 90 days in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__1416206396757-Reservation Rules.pdf", + "document_name": "1416206396757-Reservation Rules.pdf", + "document_path": "core_docs/1416206396757-Reservation Rules.pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Core reservation rules governing passenger ticket booking and allocation", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "advance. Any changes in timing after the issue of ticket can not be advised. \n While every endeavour is made to advise changes in Time Table by due publicity, Railway Administrati on \nshall not be liable for any claim/compensation if a passenger misses a train on this account. \nTRANSFER / RESALE OF TICKETS PROHIBITED : \n Under Section 142 of the Railways ACT, journey tickets including any half of a return ticket and sea son ticket \nare not transferable. \n If any person not being a Railway Servant or an agent authorised in this behalf : \na. sells or attempts to sell any ticket or any half of a return ticket, or b. parts or attempts to part with the \npossession of a ticket against which reservation of a seat or a berth has been made or any half of a return \nticket or season ticket. He shall be punishable under the Railways Act. \n In addition, if the purchaser or holder of transferred ticket travels or attempts to travel therewith, he shall forfeit \nthe ticket which he so purchased or obtained and shall be deemed to be traveling without a proper ticket. \nPAYMENT THROUGH CREDIT CARDS : \n Payment through credit cards for issue of reserved tickets is accepted on some nominated counters of \ncomputerised locations in India. In Northern Railway these counters are at IRCA, Reservation Office, New Delhi, \nDelhi Jn., Sarojini Nagar, Kirti Nagar and Karkadooma and the computerised reservation office, Lucknow. \n All Master Cards and Visa Cards are accepted. \nRESERVATION FEE AND SUPPLEMENTARY CHARGES ON SUPERFAST TRAINS : \n The reservation fee and supplementary charge on superfast train are as under : \nCLASS RESERVATION \nFEE \nSUPPLEMENTARY CHARGES FOR \nSUPERFAST TRAINS \nAC Ist Rs. 35 Rs. 50 \nAC 2 Tier Rs. 25 Rs. 30 \nIst (Mail/Express) Rs. 25 Rs. 30 \nIst (Ordinary) Rs. 25 --- \nAC - 3 Tier Rs. 25 Rs. 30 \nAC Chair Car Rs. 25 Rs. 30 \nSleeper \n(Mail/Express) Rs. 20 Rs. 20 \nSecond Sitting \n(Mail/Express) Rs. 15 Rs. 8 \nSleeper \n(Ordinary) Rs. 20 --- \nSecond Sitting \n(Ordinary) Rs. 15 --- \n \n \nREVISION OF RESERVATION FEE : \nThe cluster stations definition is now suspended. \nThe system of issuing BPTs(Blank Paper Tickets) is now disabled. \n1. For travel by all trains except Rajdhani,Shatabdi and Jan Shatabdi Express trains,the revised reserv ation", + "extraction_method": "text" + }, + { + "document_id": "core_docs__1416206396757-Reservation Rules.pdf", + "document_name": "1416206396757-Reservation Rules.pdf", + "document_path": "core_docs/1416206396757-Reservation Rules.pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Core reservation rules governing passenger ticket booking and allocation", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "fee,leviable on tickets booked for journeys originating from other then the ticket booking station is shown \nbelow. \nCLASS \nExisting \nReserv\nation \nFee \nEnhanced Reservation Fee for journeys originating \nfrom a station other than the one from where \nticket has been issued \nAC Ist Rs. 35 Rs. 50 \nAC 2 Tier Rs. 25 Rs. 40 \nAC - 3 \nTier Rs. 25 Rs. 40 \nFirst Rs. 25 Rs. 40 \nAC Chair \nCar Rs. 25 Rs. 40 \nSleeper Rs. 20 Rs. 30 \nSecond \nSitting Rs. 15 Rs. 25 \n \n2. For travel by Rajdhani,Shatabdi and Jan Shatabdi Express trains,also ,the increase in reservation Fee will be \napplicable on ticket issued for journeys originating from other than the ticket booking stations. \n \n The additional reservation fee for such tickets, to be addedd additional in the basic fares shown in \nPassenger Fare Table, is shown below : \n \nCLASS Additional reservation fee to be charged in total \nchargeable fares \nRajdhani Express trains \nAC Ist Rs. 20 \nAC 2 Tier Rs. 20 \nAC - 3 Tier Rs. 20 \nAC Chair Car Rs. 20 \nShatabdi Express trains \nExecutive Rs. 20 \nAC Chair Car Rs. 20 \nJan Shatabdi Express trains \nSecond Rs. 15 \nAC Chair Car Rs. 20 \n1. Military Officers traveling on free warrants, officers and staff of the Railway and P & T department traveling \non Railway passes and MPs traveling on Identity Card are exempted from payment of reservation fee. \n2. The supplementary charge is not recoverable from MPs traveling on Identity Card, tourist holding Ind rail \npasses, Railway Staff traveling on duty passes, privilege passes and PTOs. \n3. A passenger found traveling in a Super Fast Train without paying supplementary charge is liable to pay a \npenalty of Rs. 50/- in addition to the supplementary charge. However, passenger holding through ticket duly", + "extraction_method": "text" + }, + { + "document_id": "core_docs__1416206396757-Reservation Rules.pdf", + "document_name": "1416206396757-Reservation Rules.pdf", + "document_path": "core_docs/1416206396757-Reservation Rules.pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Core reservation rules governing passenger ticket booking and allocation", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "fulfilling distance restriction and boarding a superfast train at an i ntermediate station as per the ticket, is \nrequired to pay only the supplementary charge. \nINDICATION OF BERTH/SEAT NUMBERS : \n Passengers with confirmed reservation will be allotted berths at the time of booking and the coach a nd \nberth numbers ar e indicated on the ticket itself, except in case of first class ACC and first class coaches. The \ncompartment/cabin/coupe numbers for first ACC and first class are allotted at the time of chart preparation. \nRESERVATION AGAINST CANCELLATION (R.A.C.) : \n The passengers whose names figure under R.A.C., are provided reserved sitting accommodation initially and \nare likely to get berths becoming vacant due to last minutes cancellation of reservation of passenge rs not turning \nup in time before the departure of the train,. \nWHEN RESERVATION WORK CEASES : \n The requests for reservation at the reservation counters are accepted up to 4 hours before the sched uled \ndeparture of the train, after which, the reservation will be done at the current counters at the stations up to one hour \nbefore the scheduled departure of the train and thereafter by the Ticket Collector/Conductor on the platform, if \nvacant berths/seats are available. \nRESERVATION FROM INTERMEDIATE STATIONS : \n(a) Requisition for reservation of ber ths in all classes from intermediate stations not having computerised \nreservation facility are entertained on purchase of journey tickets only. Such requisition should be given to the \nStation Master of the Intermediate station 72 hours before the scheduled departure of the train from the station. \nSuch application shall be sent to the nearest computerised reservation office at the earliest. \n \nCANCELLATION OF RESERVATION DUE TO LATE ARRIVAL OF PASSENGER : \n If a passenger, for whom a berth or seat has been reserved, does not turn up up to 10 minutes before the \nscheduled departure of the train, the Railway Administration may cancel the accommodation reserved f or him and \nallot it to the passenger on the RAC list/Waiting list accordingly on priority. \n \nCHANGE OF BOARDING POINT : \n If a passenger desires to occupy reserved accommodation from any station enroute, he would be permit ted \nto entrain at any intermediate station he chooses irrespective of the distance from the starting sta tion subject to the \nfollowing conditions : \n \n1. A specific request must be made in writing at the station from where the ticket is purchased and res ervation \nmade atleast 24 hours before the scheduled departure of the train from the starting station. \n2. The Railway Administration reserves the right to use such accommodation from the originating station up to \nthe station at which the passenger is due to entrain. \n3. No refund will be permissible for the portion of journey not performed by the passenger.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__1416206396757-Reservation Rules.pdf", + "document_name": "1416206396757-Reservation Rules.pdf", + "document_path": "core_docs/1416206396757-Reservation Rules.pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Core reservation rules governing passenger ticket booking and allocation", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "Reservation Rules \nREVISION OF RULES FOR POSTPONEMENT AND PREPONEMENT OF JOURNEY APPEARING \n(The revised rule as mentioned below will come into effect on 20.1.2006 ) \nEXISTING RULES REVISED RULES \nPOSTPONEMENT OF JOURNEY \n213.9 Postponement or preponement on a \nreserved, RAC or waitlist ticket : \n213.9 Postponement or preponement a reserved, RAC \nor waitlist ticket : \n(1) Postponement of journey on reserved, \nRAC or waitlisted ticket shall be allowed in \nthe same class in any other train on the \nsame day or any subsequent day if \n(1) Postponement of journey: \na) the ticket is presented during working \nhours of the reservation office and at least \n24 hours before the schedule departure of \nthe train in which reservation has been \nmade and; \n(a) Confirmed Ticket:- Postponment of journey on \nconfirmed tickets shall be allowed in the same or any \nhigher class' by any subsequent train on the same or \nany subsequent day, for same or any longer \ndestination, provided that:- \n(b) accommodation is available in the train \nin which reservation is required. \n(i) confirmed or RAC or waiting list accommodation is \navailable in the train in which fresh reservation is \nrequired.:- \n \n(ii) fresh reservation fee for the class for which \nreservation is required is paid, in case oft tickets \nsurrendered during working hours and at least 24 hours \nbefore the scheduled departure of the train in which \noriginally booked; \n(iii) 25% fare of already booked ticket is paid as \ncancellation charges, in case of tickets surrendered \nduring working hours and within 24 hrs and 4 hours \nbefore schedule departure of the train in which \noriginally booked; \n(iv) 50% fare of already booked ticket is paid as \ncancellation charges, in case of tickets surrendered \nduring working hours and with in 4 hours before \nschedule departure and up the maximum time limits \nmentioned in rule 213.6(i)(c) (i.e 3/6/12 hours, \ndepending on distance.) after actual departure of the \ntrain in which originally booked; \n \n(b) RAC & WAITLISTED TICKETS: Postponment of \njourney on RAC and waitlisted tickets shall be allowed \nin same or higher class, by any subsequent train on the \nsame or any subsequent day, for same or any longer \ndestination, provided that- \n \n(i) confirmed or RAC or waiting list accommodation is \navailable in the train in which fresh reservation is \nrequired;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__1416206396757-Reservation Rules.pdf", + "document_name": "1416206396757-Reservation Rules.pdf", + "document_path": "core_docs/1416206396757-Reservation Rules.pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Core reservation rules governing passenger ticket booking and allocation", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "(ii) ticket is surrendered during working hours and up to \nthe maximum time limits mentioned in rule 213.6 (i) (c) \n,(i.e. 3/6/12 hours depending on distance) after actual \ndeparture of the train in which originally:- \n(iii) clerkage charge is paid; \nPREPONEMENT OF JOURNEY \n \n(2) Preponement of journey on reserved, \nRAC or waitlisted ticket shall be allowed in \nthe same class by any earlier train on the \nsame day or any earlier day, if; \n(2) Preponement of journey : Preponement of journey \non confirmed, RAC & waitlisted tickets shall be allowed \nin the same or any higher class ,by any earlier train on \nthe same day or any earlier day, for same or any longer \ndestination, provided that \n(a) the ticket is surrendered during the \nworking hours of reservation office and at \nleast 6 hrs before the scheduled departure \nof the train in which reservation is required \nand, \n(a) confirmed or RAC or waiting list accommodation is \navailable in the train in which fresh reservation is \nrequired; \n(b) accommodation is available in the train \nin which reservation is required. \n(b) ticket is surrendered during working hours of \nreservation office and at least 6 hrs before scheduled \ndeparture of the train in which reservation is required or \nbefore preparation of reservation chart, which ever is \nlater; \n \n(c) fresh reservation fee for the class for which \nreservation is required is paid, in case of \npreponement on confirmed tickets and \n(d) clerkage charge is paid, in case of preponement on \nRAC & wait listed ticket; \nCONDITIONS FOR MODIFICATION OF JOURNEY \n \nExplanation: In case there is a difference of \nfares between the class of a train on which \nthe ticket was originally reserved and the \nsame class of the other train on which the \npostponement or preponement is provided, \nthe change of reservation shall be made \nsubject to refund or recovery of the \ndifference, as the case may be \n(3) If there is difference in fares for originally booked \njourney and revised journey the difference of fare shall \nbe refunded or recovered, as the case may subject to \nthe provisions of rule 213.9(1)& (2) above. \n(3) Postponement or Preponement of \njourney under sub-rule (1) or sub-rule(2) \nshall be allowed only once, without levying \nany cancellation charges but on payment \nof:- \n(4) Postponement or Preponement of journey under the \nabove sub-rules shall be allowed only once. \n(a) fresh reservation fee, in the case of \nreserved ticket, and \n(5) The postponement/preponement of normal train \nticket journeys will not be applicable against Tatkal \nQuota eve on payment of Tatkal charges.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__1416206396757-Reservation Rules.pdf", + "document_name": "1416206396757-Reservation Rules.pdf", + "document_path": "core_docs/1416206396757-Reservation Rules.pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Core reservation rules governing passenger ticket booking and allocation", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "(b) clerkage, in the case of RAC and \nwaitlisted ticket. \nREFUND ON CANCELLATIONS OF MODIFIED TICKET \n(4) If the ticket on which journey has been \naltered under sub-rule (1) or sub-rule (2), is \ncancelled, cancellation charges shall be \npayable as follows;- \n(6) If the ticket, on which journey has been alerted \nunder the above sub-rules ,is cancelled, cancellation \ncharges shall be payable as follows:- \n(a) cancellation charge as may be due if the \noriginal reservation had been cancelled at \nthe time when the postponement or \npreponement of reservation was allowed \nand. \n(a) cancellation charge as would have been due if the \nticket for original reservation had been cancelled at the \ntime of postponement /preponement of journey, \n(b) cancellation charges due in respect of \nthe altered reservation as if this altered \nreservation is a fresh reservation. \n(b) cancellation charges due in respect of ticket for \nalerted reservation as if this alerted reservation is fresh \nreservation. \n \n(c) in cases where 25% or 50% cancellation charges \nwere realized at the time of modification of journey, the \ncancellation charges mentioned in (a) shall not be \nlevied again and the cancellation charges mentioned in \n(b) only shall be levied\" \nEXCLUSIVE ACCOMMODATION FOR LADIES: \n One compartment of the lowest class of accommodation is earmarked for ladies in every \npassenger carrying train. Some berths/Seats in sleeper class / second seats are also earmarked for \nladies at the train originating station. \n Any male passenger found occupying or attempting to occupy such a carriage or compartment \nshall be liable to be prosecuted apa rt from being removed from the compartment. \n \n Boys under 12 years of age may travel in a ladies compartment with relatives or friends.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "1 \n \nTHE RAILWAY CLAIMS TRIBUNAL ACT, 1987 \n_________ \nARRANGEMENT OF SECTIONS \nLast updated: 20-9-2021 \n________ \nCHAPTER I \nPRELIMINARY \nSECTIONS \n1. Short title, extent and commencement. \n2. Definitions. \n \nCHAPTER II \nESTABLISHMENT OF RAILWAY CLAIMS TRIBUNAL AND BENCHES THEREOF \n3. Establishment of Railway Claims Tribunal. \n4. Composition of Claims Tribunal and Benches thereof. \n5. Qualifications for appointment as Chairman, Vice-Chairman or other Member. \n6. Vice-Chairman to act as Chairman or to discharge his functions in certain circumstances. \n7. Term of office. \n8. Resignation and removal. \n9. Salaries and allowances and other terms and conditions of service of Chairman, Vice-Chairman \nand other Members. \n9A. Qualifications terms and conditions of service of Chairman, Vice-Chairman and Member. \n10. Provision as to the holdin g of offices by Chairman, Vice -Chairman, etc., on ceasing to be \nsuch Chairman or Vice-Chairman, etc. \n11. Financial and administrative powers of Chairman. \n12. Staff of Claims Tribunal. \nCHAPTER III \nJURISDICTION, POWERS AND AUTHORITY OF CLAIMS TRIBUNAL \n13. Jurisdiction, powers and authority of Claims Tribunal. \n14. Distribution of business amongst Benches. \n15. Bar of jurisdiction. \n \nCHAPTER IV \nPROCEDURE \n16. Application to Claims Tribunal. \n17. Limitation. \n18. Procedure and powers of Claims Tribunal. \n19. Right to legal representation and presenting officers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "2 \n \nSECTIONS \n20. Power of Chairman to transfer cases from one Bench to another. \n21. Decision to be by majority. \n22. Execution of orders of Claims Tribunal. \n \nCHAPTER V \nAPPEALS \n23. Appeals. \nCHAPTER VI \nMISCELLANEOUS \n24. Transfer of pending cases. \n25. Proceedings before Claims Tribunal to be judicial proceedings. \n26. Members and staff of Claims Tribunal to be public servants. \n27. Protection of action taken in good faith. \n28. Act to have overriding effect. \n29. Power to remove difficulties. \n30. Power to make rules. \nChapter VII.—Amendments to the Railways Act. [Repealed.]", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "3 \n \nTHE RAILWAY CLAIMS TRIBUNAL ACT, 1987 \nACT NO. 54 OF 1987 \n [23rd December, 1987.] \nAn Act to provide for the establishment of a Railway Claims Tribunal for inquiring into and \ndetermining claims against a r ailway administration for loss, destruction, damage, \ndeterioration or non -delivery of animals or goods entrusted to it to be carried by railway or \nfor the refund of fares or freight or for compensation for death or injury to passengers \noccurring as a result of railway accidents 1[or untoward incidents] and for matters connected \ntherewith or incidental thereto. \nBE it enacted by Parliament in the Thirty-eighth Year of the Republic of India as follows:— \n \nCHAPTER I \nPRELIMINARY \n1. Short title, extent and commencement. —(1) This Act may be called the Railway Claims \nTribunal Act, 1987. \n(2) It extends to the whole of India. \n(3) It shall come into force on such date2 as the Central Government may, by notification, appoint. \n2. Definitions.—In this Act, unless the context otherwise requires,— \n(a) “application” means an application made under section 16; \n(b) “appointed day” means the date with effect from which the Claims Tribunal is established \nunder section 3; \n(c) “Bench” means a Bench of the Claims Tribunal; \n(d) “Chairman” means the Chairman of the Claims Tribunal; \n(e) “Claims Tribunal” means the Railway Claims Tribunal established under section 3; \n(f) “Judicial Member” means a Member of the Claims Tribunal appointed as such under this Act, \nand includes the Chairman or Vice -Chairman who possesses any of the qualifications specified in \nsub-section (3) of section 5; \n(g) “Member” means a Member (whether Judicial or Technical) of the Claims Tribunal, and \nincludes the Chairman and Vice-Chairman; \n(h) “notification” means a notification published in the Official Gazette; \n(i) “prescribed” means prescribed by rules; \n(j) “Railways Act” means the Indian Railways Act, 1890 (9 of 1890); \n(k) “rules” means rules made under this Act; \n(l) “Technical Member” means a Member of the Claims Tribuna l who is not a Judicial Member, \nand includes the Chairman or a Vice -Chairman who possesses any of the qualifications specified in \nsub-section (4) of section 5; \n(m) “Vice-Chairman” means a Vice-Chairman of the Claims Tribunal. \nExplanation.—References to the Vice -Chairman in this Act shall be construed as references to \neach of the Vice-Chairman; \n \n1. Ins. by Act 28 of 1994, s. 7 (w.e.f. 1-8-1994). \n2. 8th November, 1989, vide notification No. S.O. 783(E), dated 5th October, 1989, see Gazette of India, Extraordinary, Part II, \nsec, 3(ii).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "4 \n \n1[(n) “untoward incident” shall have the meaning assigned to it in clause ( c) of section 123 of the \nRailways Act, 1989;] \n2[(o)] words and expressions used and not defined in this Act but defined in the Railways Act or \nthe rules made thereunder shall have the meanings respectively assigned to them in that Act or the \nsaid rules. \nCHAPTER II \nESTABLISHMENT OF RAILWAY CLAIMS TRIBUNAL AND BENCHES THEREOF \n3. Establishment of Railway Claims Tribunal. —The Central Government shall, by notification, \nestablish a Claims Tribunal, to be known as the Railway Claims Tribunal, to exercise the jurisdiction, \npowers and authority conferred on it by or under this Act 3[and under Chapter VII of the Railways Act, \n1989 (24 of 1989)]. \n4. Composition of Claims Tribunal and Benches thereof.—(1) The Claims Tribunal shall consist \nof a Chairman, four Vice-Chairmen and such number of Judicial Members and Technical Members as the \nCentral Government may deem fit and, subject to the other provisions of this Act, the jurisdiction, powers \nand authority of the Claims Tribunal may be exercised by Benches thereof. \n(2) Subject to the other provisions of this A ct, a Bench shall consist of one Judicial Member and one \nTechnical Member. \n(3) Notwithstanding anything contained in sub-section (1), the Chairman— \n(a) may, in addition to discharging the functions of the Judicial Member or the Technical Member \nof the Bench to which he is appointed, discharge the functions of the Judicial Member or, as the case \nmay be, the Technical Member, of any other Bench; \n(b) may transfer a Vice-Chairman or other Member from one Bench to another Bench; \n(c) may authorise the Vice-Chairman or the Judicial Member or the Technical Member appointed \nto one Bench to discharge also the functions of the Vice-Chairman or, as the case may be, the Judicial \nMember or the Technical Member of another Bench. \n(4) Notwithstanding anything contained in the foregoing provisions of this section, it shall be \ncompetent for the Chairman or any other Member authorised by the Chairman in this behalf to function as \na Bench consisting of a single Member and exercise the jurisdiction, powers and authority of the Claims \nTribunal in respect of such cla sses of cases or such matters pertaining to such classes of cases as the \nChairman may, by general or special order, specify: \nProvided that if at any stage of the hearing of any such case or matter, it appears to the Chairman or \nsuch Member that the case or matter is of such a nature that it ought to be heard by a Bench consisting of \ntwo Members, the case or m atter may be transferred by the Chairman or, as the case may be, referred to \nhim for transfer, to such Bench as the Chairman may deem fit. \n(5) Subject to the other provisions of this Act, the Benches shall sit at such places as the Central \nGovernment may, by notification, specify. \n5. Qualifications for appointment as Chairman, Vice -Chairman or other Member. —(1) A \nperson shall not be qualified for appointment as the Chairman unless he— \n(a) is, or has been, a Judge of a High Court; or \n(b) has, for at least two years, held the office of a Vice-Chairman. \n(2) A person shall not be qualified for appointment as the Vice-Chairman unless he— \n(a) is, or has been, or is qualified to be, a Judge of a High Court; or \n \n1. Ins. by Act 28 of 1994, s. 8 (w.e.f. 1-8-1994). \n2. Clause (n) re-lettered as clause (o) thereof by s. 8, ibid. (w.e.f. 1-8-1994). \n3. Ins. by Act 7 of 2017, s. 162 (w.e.f. 26-5-2017).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "5 \n \n(b) has been a member of the Indian Legal Service and has held a post in Grade I of that Service \nor any higher post for at least five years; or \n(c) has, for at least five years, held a civil judicial post carrying a scale of pay which is not less \nthan that of a Joint Secretary to the Government of India; or \n(d) has, for at least five years, held a post under a railway administration carrying a scale of pay \nwhich is not less than that of a Joint Secretary to the Government of India and has adequate \nknowledge of rules and procedure of, and experience in, claims and commercial matters relating to \nrailways; or \n(e) has, for a period of not less than three years, held office as a Judicial Member or a Technical \nMember. \n(3) A person shall not be qualified for appointment as a Judicial Member unless he— \n(a) is, or has been, or is qualified to be, a Judge of a High Court; or \n(b) has been a Member of the Indian Legal Service and has held a post in Grade I of that Service \nfor at least three years; or \n(c) has, for at least three years, held a civil judicial post carrying a scale of pay which is not less \nthan that of a Joint Secretary to the Government of India. \n(4) A person shall not be qualified for appointment as a Technical Member unless he has, for at least \nthree years, held a post under a railway administration carrying a scale of pay which is not less than that \nof a Joint Secretary to the Government of India and has adequate knowledge of rules and procedure of, \nand experience in, claims and commercial matters relating to railways. \n(5) Subject to the provisions of sub -section ( 6), the Chairman, Vice -Chairman and every other \nMember shall be appointed by the President. \n(6) No appointment of a person as the Chairman shall be made except after consultation with the \nChief Justice of India. \n6. Vice-Chairman to act as Chairman or to discharge his functions in certain circumstances.—(1) In \nthe event of the occurrence of any vacancy in the office of the Chairman by reason of his death, \nresignation or otherwise, such one of the Vice-Chairman as the Central Government may, by notification, \nauthorise in this behalf, shall act as the Chairman until the date on which a new Chairman, appointed in \naccordance with the provisions of this Act to fill such vacancy, enters upon his office. \n(2) When the Chairman is unable to discharge his functions owing to absence, illness or any other \ncause, such one of the Vice -Chairmen as the Central Government may, by notification, authorise in this \nbehalf, shall discharge the functions of the Chairman unt il the date on which the Chairman resumes his \nduties. \n7. Term of office. —The Chairman, Vice -Chairman or other Member shall hold office as such for a \nterm of five years from the date on which he enters upon his office or until he attains,— \n(a) in the case of the Chairman, the age of sixty-five years; and \n(b) in the case of the Vice-Chairman or any other Member, the age of sixty-two years, \nwhichever is earlier. \n8. Resignation and removal. —(1) The Chairman, Vice -Chairman or other Member may, by notice \nin writing under his hand addressed to the President, resign his office: \nProvided that the Chairman, Vice -Chairman or other Member shall, unless he is permitted by the \nPresident to relinquish his office sooner, continue to hold office until the expiry of three mo nths from the \ndate of receipt of such notice or until a person duly appointed as his successor enters upon his office or \nuntil the expiry of his term of office, whichever is the earliest. \n(2) The Chairman, Vice-Chairman or any other Member shall not be rem oved from his office except \nby an order made by the President on the ground of proved misbehaviour or incapacity after an inquiry", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "6 \n \nmade by a Judge of the Supreme Court in which such Chairman, Vice -Chairman or other Member had \nbeen informed of the charges against him and given a reasonable opportunity of being heard in respect of \nthose charges. \n(3) The Central Government may, by rules, regulate the procedure for the investigation of \nmisbehaviour or incapacity of the Chairman, Vice-Chairman or other Member ref erred to in \nsub-section (2). \n9. Salaries and allowances and other terms and conditions of service of Chairman, \nVice-Chairman and other Members.—The salaries and allowances payable to, and the other terms and \nconditions of service (including pension, gratuity and other retirement benefits) of, the Chairman, \nVice-Chairman and other Members shall be such as may be prescribed: \nProvided that neither the salary and allowances nor the other terms and conditions of service of the \nChairman, Vice-Chairman or other Members shall be varied to his disadvantage after his appointment. \n1[9A. Qualifications, terms and conditions of service of Cha irman, Vice -Chairman and \nMember.—Notwithstanding anything contained in this Act, the qualifications, appointment, term of \noffice, salaries and allowances, resignation, removal and other terms and conditions of service of the \nChairman, Vice-Chairman and other Members of the Tribunal appointed after the commencement of 2[the \nTribunals Reforms Act, 2021, shall be governed by the provisions of Chapter II of the said Act]: \nProvided that the Chairman, Vice -Chairman and Members appointed before the commencement of \nPart XIV of Chapter VI of the Finance Act, 2017, shall continue to be governed by the provisions of this \nAct, and the rules made thereunder as if the provisions of section 184 of the Finance Act, 2017, had not \ncome into force.] \n10. Provision as to the hold ing of offices by Chairman, Vice -Chairman, etc., on ceasing to be \nsuch Chairman or Vice-Chairman, etc.—On ceasing to hold office— \n(a) the Chairman of the Claims Tribunal shall be ineligible for further employment either under \nthe Government of India or under the Government of a State; \n(b) a Vice-Chairman shall, subject to the other provisions of this Act, be eligible for appointment \nas the Chairman of the Claims Tribunal, or as the chairman, vice -chairman or member of any other \nTribunal established under an y law for the time being in force, but not for any other employment \neither under the Government of India or under the Government of a State; \n(c) a Member (other than the Chairman or Vice -Chairman) shall, subject to the other provisions \nof this Act, be elig ible for appointment as the Chairman or Vice -Chairman or as the chairman, \nvice-chairman or member of any other Tribunal established under any law for the time being in force, \nbut not for any other employment either under the Government of India or under the Government of a \nState; \n(d) the Chairman, Vice -Chairman or other Member shall not appear, act or plead before the \nClaims Tribunal. \nExplanation.—For the purposes of this section, employment under the Government of India or under \nthe Government of a State includes employment under any local or other authority within the territory of \nIndia or under the control of the Government of India or under any corporation or society owned or \ncontrolled by the Government. \n11. Financial and administrative powers o f Chairman. —The Chairman shall exercise such \nfinancial and administrative powers over the Benches as may be vested in him under the rules: \nProvided that the Chairman shall have authority to delegate such of his financial and administrative \npowers as he may think fit to the Vice -Chairman or any other officer of the Claims Tribunal, subject to \n \n1. Ins. by Act 7 of 2017, s. 162 (w.e.f. 26-5-2017). \n2. Subs. by Act 33 of 2021, s. 16, for “Part XIV of Chapter VI of the Finance Act, 2017, shall be governed by the provisions of \nsection 184 of that Act” (w.e.f. 4-4-2021).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "7 \n \nthe condition that the Vice -Chairman or such officer shall, while exercising such delegated powers, \ncontinue to act under the direction, control and supervision of the Chairman. \n12. Staff of Claims Tribunal.—(1) The Central Government shall determine the nature and categories of \nthe officers and other employees required to assist the Claims Tribunal in the discharge of its functions and \nprovide the Claims Tribunal with such officers and other employees as it may think fit. \n(2) The officers and other employees of the Claims Tribunal shall discharge their functions under the \ngeneral superintendence of the Chairman. \n(3) The salaries and allowances and conditions of service of the officers and other employees of the \nClaims Tribunal shall be such as may be prescribed. \nCHAPTER III \nJURISDICTION, POWERS AND AUTHORITY OF CLAIMS TRIBUNAL \n13. Jurisdiction, powers and authority of Claims Tribunal. —(1) The Claims Tribunal shall exercise, \non and from the appointed day, all such jurisdiction, powers and authority as were exercisable immediately \nbefore that day by any civil court or a Claims Commissioner appointed under the provisions of the Railways \nAct,— \n (a) relating to the responsibility of the railway admin istrations as carriers under Chapter VII of the \nRailways Act in respect of claims for— \n(i) compensation for loss, destruction, damage, deterioration or non -delivery of animals or goods \nentrusted to a railway administration for carriage by railway; \n(ii) compensation payable under section 82A of the Railways Act or the rules made thereunder; \nand \n(b) in respect of the claims for refund of fares or part thereof or for refund of any freight paid in \nrespect of animals or goods entrusted to a railway administration to be carried by railway. \n1[(1A) The Claims Tribunal shall also exercise, on and from the date of commencement of the provisions \nof section 124A of the Railways Act, 1989 (24 of 1989), all s uch jurisdiction, powers and authority as were \nexercisable immediately before that date by any civil court in respect of claims for compensation now payable \nby the railway administration under section 124A of the said Act or the rules made thereunder.]; \n2[(1B) The Claims Tribunal shall also exercise, on and from the commencement of Part XIV of Chapter VI \nof the Finance Act, 2017, the jurisdiction, powers and authority conferred on the Tribunal under Chapter VII of \nthe Railways Act, 1989.] \n(2) The provisions of the 3[Railways Act, 1989 (24 of 1989)] and the rules made thereunder shall, so far as \nmay be, be applicable to the inquiring into or determining, any claims by the Claims Tribunal under this Act. \n14. Distribution of business amongst Benches. —(1) Where any Benches are constituted, the Central \nGovernment may, from time to time, by notification, make provisions as to the distribution of the business of \nthe Claims Tribunal amongst the Benches and specify the matters which may be dealt with by each Bench. \n(2) If any question arises as to whether any matter falls within the purview of the business allocated to a \nBench, the decision of the Chairman shall be final. \nExplanation.—For the removal of doubts, it is hereby declared that the expression “matters” includes an \napplication under section 20. \n15. Bar of jurisdiction. —On and from the appointed day, no court or other authority shall have, or be \nentitled to, exercise any jurisdiction, powers or authority in relati on to the matters referred to in \n4[sub-sections (1), (1A) and (1B)] of section 13. \nCHAPTER IV \nPROCEDURE \n16. Application to Claims Tribunal. —(1) A person seeking any relief in respect of the matters \nreferred to in sub -section (1) 5[or sub-section (1A)] of section 13 may make an application to the Claims \nTribunal. \n \n1. Ins. by Act 28 of 1994, s. 9 (w.e.f. 1-8-1994). \n2. Ins. by Act 7 of 2017, s. 162 (w.e.f. 26-5-2017). \n3. Subs. by Act 28 of 1994, s. 9, for “Railways Act” (w.e.f 1-8-1994). \n4. Subs. by Act 7 of 2017, s. 162, for “sub-sections (1) and (1A)” (w.e.f. 26-5-2017). \n5. Ins. by Act 28 of 1994, s. 11 (w.e.f. 1-8-1994).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "8 \n \n(2) Every application under sub -section ( 1) shall be in such form and be accompanied by such \ndocuments or other evidence and by such fee in respect of the filing of such application and by such other \nfees for the service or execution of processes as may be prescribed: \nProvided that no such fee shall be payable in respect of an application under sub -clause ( ii) of \nclause (a) of sub-section (1) 1[or, as the case may be, sub-section (1A)] of section 13. \n17. Limitation.—(1) The Claims Tribunal shall not admit an application for any claim— \n(a) under sub-clause ( i) of clause ( a) of sub -section ( 1) of section 13 unless the application is \nmade within three years from the date on which the goods in question were entrusted to the rail way \nadministration for carriage by railway; \n(b) under sub-clause ( ii) of clause ( a) of sub -section ( 1) 2[or, as the case may be, \nsub-section (1A)] of section 13 unless the application is made within one year of occurrence of the \naccident; \n(c) under clause ( b) of sub -section (1) of section 13 unless the application is made within three \nyears from the date on which the fare or freight is paid to the railway administration: \nProvided that no application for any claim referred to in su b-clause (i) of clause (a) of sub-section (1) \nof section 13 shall be preferred to the Claims Tribunal until the expiration of three months next after the \ndate on which the intimation of the claim has been preferred under section 78B of the Railways Act. \n(2) Notwithstanding anything contained in sub-section (1), an application may be entertained after the \nperiod specified in sub -section ( 1) if the applicant satisfies the Claims Tribunal that he had sufficient \ncause for not making the application within such period. \n18. Procedure and powers of Claims Tribunal.—(1) The Claims Tribunal shall not be bound by the \nprocedure laid down by th e Code of Civil Procedure, 1908 (5 of 1908 ), but shall be guided by the \nprinciples of natural justice and, subject to the other provisions of this Act and of any rules, the Claims \nTribunal shall have powers to regulate its own procedure including the fixing of places and times of its \nenquiry. \n(2) Th e Claims Tribunal shall decide every application as expeditiously as possible and ordinarily \nevery application shall be decided on a perusal of documents, written representations and affidavits and \nafter hearing such oral arguments as may be advanced. \n(3) The Claims Tribunal shall have, for the purposes of discharging its functions under this Act, the \nsame powers as are vested in a civil court under the Code of Civil Procedure, 1908 (5 of 1908), while \ntrying a suit, in respect of the following matters, namely:— \n(a) summoning and enforcing the attendance of any person and examining him on oath; \n(b) requiring the discovery and production of documents; \n(c) receiving evidence on affidavits; \n(d) subject to the provisions of sections 123 and 124 o f the Indian Evidence \nAct, 1872 (1 of 1872), requisitioning any public record or document or copy of such record or \ndocument from any office; \n(e) issuing commissions for the examination of witnesses or documents; \n(f) reviewing its decisions; \n(g) dismissing an application for default or deciding it ex parte; \n(h) setting aside any order of dismissal of any application for default or any order passed by it \nex parte; \n(i) any other matter which may be prescribed. \n \n1. Ins. by Act 28 of 1994, s.11 (w.e.f. 1-8-1994). \n2. Ins. by s. 12, ibid. (w.e.f. 1-8-1994).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "9 \n \n19. Right to leg al representation and presenting officers. —(1) A person making an application to \nthe Claims Tribunal may either appear in person or take the assistance of a legal practitioner of his choice \nto present his case before the Claims Tribunal. \n(2) A railway administration may authorise one or more legal practitioners or any of its officers to act \nas presenting officers and every person so authorised by it may present its case with respect to any \napplication before the Claims Tribunal. \n20. Power of Chairman to transfer cases from one Bench to another. —On the application of any \nof the parties and after notice to the parties, and after hearing such of them as he may desire to be heard, \nor on his own motion without such notice, the Chairman may transfer any case pending before one Bench, \nfor disposal, to any other Bench. \n21. Decision to be by majority. —If the Members of a Bench differ in opinion on any point, they \nshall state the point or points on which they differ, and make a reference to the Chairman who shall either \nhear the point or points himself or refer the case for hearing on such point or points by one or more of the \nother Members and such point or points shall be decided according to the opinion of the majority of the \nMembers who have heard the case, including those who first heard it. \n22. Execution of orders of Claims Tribunal.—(1) An order made by the Claims Tribunal under this \nAct shall be executable by the Claims Tribunal as a decree of civil court and, for this purpose, the Claims \nTribunal shall have all the powers of a civil court. \n(2) Notwit hstanding anything contained in sub-section ( 1), the Claims Tribunal may transmit any \norder made by it to a civil court having local jurisdiction and such civil court shall execute the order as if \nit were a decree made by that court. \nCHAPTER V \nAPPEALS \n23. Appeals.—(1) Save as provided in sub -section (2) and notwithstanding anything contained in the \nCode of Civil Procedure, 1908 (5 of 1908) or in any other law, an appeal shall lie from every order, not \nbeing an interlocutory order, of the Claims Tribunal, to the High Court having jurisdiction over the place \nwhere the Bench is located. \n(2) No appeal shall lie from an order passed by the Claims Tribunal with the consent of the parties. \n(3) Every appeal under this section shall be preferred within a period of ninety days from the date of \nthe order appealed against. \nCHAPTER VI \nMISCELLANEOUS \n24. Transfer of pending cases. —(1) Every suit, claim or other legal proceeding \n(other than an appeal) pending before any court, Claims Commissioner or other authority immediat ely \nbefore the appointed day, 1[2[or the date of commencement of the provisions of sub -section (1A), or, as \nthe case may be the date of commencement of the provisions of sub -section (1B)] of section 13] being a \nsuit, claim or proceeding the cause of action whereon it is based is such that it would have been, if it had \narisen after the appointed day, 1[2[or the date of commencement of the provisions of sub -section (1A), or, \nas the case may be the date of commencement of the provisions of sub-section (1B)] of section 13] within \nthe jurisdiction of the Claims Tribunal, shall stand transferred on 3[that day or, as the case may be, date] \nto the Claims Tribunal. \n(2) Where any suit, c laim or other legal proceeding stands transferred from any court, Claims \nCommissioner or other authority to the Claims Tribunal under sub-section (1),— \n \n1. Ins. by Act 28 of 1994, s. 13 (w.e.f. 1-8-1994). \n2. Subs. by Act 7 of 2017, s. 162, for “or, as the case may be, the date of commencement of the provisions of sub -section (1A)” \n(w.e.f. 26-5-2017). \n3. Subs. by Act 28 of 1994, s. 13, for “that day” (w.e.f. 1-8-1994).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "10 \n \n(a) the court, Claims Commissioner or other authority shall, as soon as may be after such transfer, \nforward the records of such suit, claim or other legal proceeding to the Claims Tribunal; \n(b) the Claims Tribunal may, on receipt of such records, proceed to deal with such suit, claim or \nother legal proceeding, so far as may be, in the same manner as an a pplication, from the stage which \nwas reached before such transfer or from any earlier stage or de novo as the Claims Tribunal may \ndeem fit. \n25. Proceedings before Claims Tribunal to be judicial proceedings. —All proceedings before the \nClaims Tribunal shall be deemed to be judicial proceedings within the meaning of sections 193, 219 and \n228 of the Indian Penal Code (45 of 1860). \n26. Members and staff of Claims Tribunal to be public servants.—The Chairman, Vice-Chairman \nand other Members and the officers and o ther employees of the Claims Tribunal shall be deemed to be \npublic servants within the meaning of section 21 of the Indian Penal Code (45 of 1860). \n27. Protection of action taken in good faith. —No suit, prosecution or other legal proceeding shall \nlie again st the Central Government or against the Chairman, Vice -Chairman or other Member, or any \nother person authorised by the Chairman, Vice -Chairman or other Member for anything which is in good \nfaith done or intended to be done in pursuance of this Act or any rule or order made thereunder. \n28. Act to have overriding effect. —The provisions of this Act shall have effect notwithstanding \nanything inconsistent therewith contained in any other law for the time being in force or in any instrument \nhaving effect by virtue of any law other than this Act. \n29. Power to remove difficulties. —(1) If any difficulty arises in giving effect to the provisions of \nthis Act, the Central Government may, by order published in the Official Gazette, make such provisions, \nnot inconsistent with the provisions of this Act, as appear to it to be necessary or expedient for removing \nthe difficulty: \nProvided that no such order shall be made after the expiry of a period of three years from the \nappointed day. \n(2) Every order made under this sectio n shall, as soon as may be after it is made, be laid before each \nHouse of Parliament. \n30. Power to make rules. —(1) The Central Government may, by notification, make rules to carry \nout the provisions of this Act. \n(2) Without prejudice to the generality of the foregoing powers, such rules may provide for all or any \nof the following matters, namely:— \n(a) the procedure under sub -section ( 3) of section 8 for the investigation of misbehaviour or \nincapacity of the Chairman, Vice-Chairman or other Member; \n(b) salar ies and allowances payable to, and the other terms and conditions of service \n(including pension, gratuity and other retirement benefits) of, the Chairman, Vice-Chairman and other \nMembers under section 9; \n(c) the financial and administrative powers which the Chairman may exercise over the Benches \nunder section 11; \n(d) the salaries and allowances and conditions of service of officers and other employees of the \nClaims Tribunal under sub-section (3) of section 12; \n(e) the form of application, the documents and other evidence to be accompanied with such \napplication and fee in respect of filing of such application and fee for the service or execution of \nprocesses under sub-section (2) of section 16; \n(f) the rules subject to which the Claims Tribunal shall have powers to regulate its own procedure \nunder sub -section ( 1) of section 18 and the additional matters in which the Claims Tribunal may \nexercise powers of civil court under clause (i) of sub-section (3) of that section; \n(g) any other matter which is required to be, or may be, prescribed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__AA1987___54railway.pdf", + "document_name": "AA1987___54railway.pdf", + "document_path": "core_docs/AA1987___54railway.pdf", + "doc_category": "core_docs", + "rule_type": "claims_compensation", + "priority": 1, + "authority": "Government of India", + "description": "Railway Claims Tribunal Act, 1987 governing compensation and claims", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "11 \n \n(3) Every rule made under this Act shall be laid, as soon as may be after it is made, before each House \nof Parliament, while it is in session, for a total period of thirty days which may be comprised in one \nsession or in two or more successive sessions, and if, before the expiry of the session immediately \nfollowing the session or the successive sessions aforesaid, both Houses agree in making any modification \nin the rule or both Houses agree that the rule should not be made, the rule shall thereafter have effect only \nin such modified form or be of on effect, as the case may be; so, however, that any such modification or \nannulment shall be without prejudice to the validity of anything previously done under that rule. \n1[30A. Power to make rules retrospectively. —The power to make rules under clause ( b) of \nsub-section (2) of section 30 shall include the power to make such rules or any of them retrospectively \nfrom a date not earlier than the date on which this Act re ceived the assent of the President, but no such \nretrospective effect shall be given to any such rule so as to prejudicially affect the interests of any person \nto whom such rule may be applicable.] \n[Chapter VII.—Amendments to the Railways Act.] Rep. by the Repealing and Amending Act, 2001 \n(30 of 2001), s. 2 and the First Schedule (w.e.f. 3-9-2001). \n \n \n1. Ins. by Act 4 of 1999, s. 2 (w.e.f. 2-1-1999).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "File No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "1 \n \n \nINDIAN RAILWAYS \nACCIDENT \nPROTOCOL \n \n \n \nGovernment of India \nMinistry of Railways \nSafety Directorate \n \nApril, 2021 \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "2 \n \n \nINDEX \n S.No. Contents Page No. \n1. Preface 3 \n2. Accident Protocol Chart 4 \n3. Channel of Reporting Serious Accident Chart 5 \n4. Handling of Serious Accident Chart 6 \n5. Annexure I - Definitions 7-8 \n6. Annexure II - Accident Reporting 9-16 \n7. Annexure III - Handling of Serious Accident 17-22 \n8. Annexure IV - Role of Officials of various \ndepartments in handling Serious Accident remotely \n(not at site). \n \n23-27 \n9. Annexure V - Role of Officials of various \ndepartments sent to the site to handle Serious \nAccident after receipt of information. \n \n28-35 \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "3 \n \nPreface \nAn accident protocol is a standard set of activities / procedure s of reporting and handling \nSerious Accident. It describes methods and practices for reporting and handling of serious \ntrain accidents that can be read and understood by all. \nDefinitions of accident, serious accident, reportable accident, consequential train accident, \nindicative accid ents, unusual incidents, miscellaneous accidents/incidents etc. have been \ngiven in various statutory documents/manuals. They are as follows- \n● The Railways Act, 1989 \n● The Statutory Investigation into Railway Accidents Rules, 1998 \n● The Railway (Notices of Inquiries into Accidents) Rules, 1988 \n● Accident Manuals issued by various Zonal Railways \nAccident Manuals are prepared and updated by all Zonal Railways which deals with \nclassification of accidents, duties of different categories of officials in the event of ser ious \naccidents, reporting of accidents, rescue and relief works/machinery, ex -gratia payments, \ninvestigation and inquiries of accidents, procedure for dealing with cases of Sabotage/Train \nwrecking, Disaster Management etc. \nThere is a statutory organization known as The Commission of Railway Safety under the \nadministrative control of Ministry of Civil Aviation since 1942 with following statutory duties, \n● Investigations into Serious Railway Accidents. \n● Statutory Inspection of New Railway lines \n● Sanction of Minor Works \n● Sanction of Condonation of infringements to Schedule of Dimensions. \n● Periodical Inspection of open lines. \nThe purpose of framing Accident Protocol is to give gist of provisions relating to accident \nreporting and accident handling, available in di fferent statutory documents/manuals at one \nplace in a systematic manner so that it can be used easily to deal with serious accidents. \nAccident inquiries done by Commissioner of Railway Safety (in case of serious accident) or \nby departmental officials (in case of other accident) are separately dealt by various Acts, Rules \nand guidelines issued by Ministry of Railways from time to time. For the sake of brevity, the \naccident inquiry and related subjects have not been included in the Accident Protocol. \nApart f rom the serious accidents due to Collisions, Derailments, Fire in Train, Level \nCrossing Accidents, etc. there are other unusual incidents - Train wrecking, Bomb Blast , \nExplosion, Hijacking, Sabotage, persons falling out of train, run over cases, accidental death, \nnatural death, murder, suicide, robbery, blockade, landslides, breaches, flash floods, OHE \nbreakdown etc., resulting into loss of life, grievous injury, substantial loss to Railway property, \ndisruption of traffic. Security Directorate and Coaching Directorate deals with the unusual \nincidents as far as reporting is concerned, however, relief, rescue and restoration of work after \nsuch unusual incidents is done by the different arms of the Railway system. \n \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "4 \n \n \n \n \n \n \n*Accident \nReporting of Serious \nAccident \n(Loss of life, Grievous Injury, \nSevere damage to Railway \nproperty, Disruption of traffic) \nDepartments \ninvolved in handling \nSerious Accident \n General Admin. \n(Rly. Board, GM, \nDRM, etc.) \n Safety \n Operating \n Mechanical \n(ARMV/ART) \n Medical (ARME) \n Engineering \n S&T \n Electrical \n Security \n Commercial \n Others \nHandling of \nSerious Accident \nMisc. Incidents \nLandslides, \nBreaches, \nFlash floods, \nOHE breakdown, \netc. \nConsequential \nTrain Accident \nCollisions, \nDerailment, Fire \nLevel Crossing, etc. \nUnusual \nIncident \nBomb Blast \nExplosion \nSabotage, \nRobbery, \nSuicide, \nRun over, etc. \nSafety \nDirectorate \nCoaching \nDirectorate \nSecurity \nDirectorate \n* The definition of Accident, Serious Train Accident, Consequential Train Accident, \nUnusual Incidents, Miscellaneous Incidents is given in Annexure-I. \nAccident Protocol \n \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "5 \n \n \n \n \nRailway Board \n Dy.CSO of Zonal Railway to inform Safety \nControl \n CSO of Zonal Railway to inform PED Safety / \nED Safety-II \n PED Safety to inform concerned Members and \nCRB & MR Cell \nReport to Media \n Media briefing by \nPRO of Division/ \nDRM/ ADRM/ \nBranch Officer \nauthorized by DRM. \n Media briefing by \nCPRO/GM/Officers \nauthorized by GM. \n Media briefing by \nADG/PR / CRB/ MR \nReporting of Serious Accident at Zonal \nRailways \n Chief Controller/ Controller of Zonal Control \nOffice to inform all concerned Head of the \ndepartments (PHOD), Chief Safety Officer \n(CSO), AGM and GM. \nReporting of Serious Accident at Divisional \nControl Office \n Section Control \n Deputy Chief Controller \n Chief Controller \nReporting of Serious Accident by on duty \nofficials at site to Divisional Control Office \n Guard \n Loco Pilot \n Assistant Loco Pilot \n Station Master \n Deputy Station Master \nReporting of Serious Accident by Divisional \nControl Office to Divisional Officers and \nCentral Control of Zonal Railways \n All concerned Divisional Officers including \nDRM and ADRM. \n Chief Controller/ Controller of Zonal Control \nOffice \nRole and responsibility of Railway Officials (on site & off site) in reporting serious \naccident are given in Annexure- II. \nChannel of Reporting Serious Accident \n \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "6 \n \n \n \nSerious Accident \nRole of on duty officials available \nat site in handling Serious \nAccident \n Guard \n Loco Pilot \n Assistant Loco Pilot \n Train Conductor / Superintendent \n Travelling Ticket Examiner (TTE) \n Coach Attendant \n AC mechanic \n Station Master \n Deputy Station Master \n RPF Officer \n Travelling Railway Staff \n OBHS staff/C&W escorting staff \n \nRole of Officials of various \ndepartments sent to the site to \nhandle Serious Accident after \nreceipt of information \n Traffic \n Official- in-charge at site \n Safety \n Medical \n Commercial \n Mechanical \n Electrical \n Engineering \n S&T \n Security \n General Administration \n(DRM / ADRM) \nRole of Officials of various departments in handling \nSerious Accident remotely (not at site) \n Official-in-charge of concerned station \n Officer-in-charge of Divisional Control Office \n Officer-in-charge of Transshipment \n Diesel Power Controller / Traction Loco Controller \n Sr. Divisional Operations Manager \n Other Divisional Officers \n DRM / ADRM \n PCCM \n PCOM \n Other PHODs \n GM \n Member of Railway Board \n CRB & CEO \n MOSR \n MR \nRole and responsibility of Railway Officials (on site & off site) in handling serious \naccident are given in Annexure- III, IV, V \nHandling of Serious Accident \n \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "7 \n \nAnnexure-I \n \nAccident: For the purpose of railway working, accident is an occurrence in the course of \nworking of railway which does or may affect the safety of the railway, its engines, rolling stock, \npermanent way and works, fixed installations, passengers or railway servants or which affects \nthe safety of others or which does or may cause delay to trains or loss to the railway. For \nstatistical purposes, accidents have been classified in categories from \"A\" to \"R\" excluding \"I\" \nand \"O\". (Railway Board’s L.No.2000/Safety (A&R)/19/20, dated 13.12.2000). \n \nI) Serious Accident: (Accident Manual of Zonal Railways) \nAccident to a train carrying passengers which is attended \na) With loss of life, or \nb) With grievous hurt to a passenger or passengers in the train, or \nc) with damage to railway property, the value of which exceeding Rupees Two Crores \n(Rs.200,00,000/-), and \nd) any other accident, which in the opinion of the Chief Commissioner of Railway Safety or \nCommissioner of Railway safety requires holding of an inquiry by the Commissioner of \nRailway Safety, shall be deemed to be a serious accident. \nHowever, the following shall be excluded from the category of a serious Accident: \ni. Cases of trespassers run over and injured or killed through their own carelessness, \nor of passengers injured or killed through their own carelessness. \nii. Cases involving railway servants or holding valid passes/tickets, or otherwise wh o \nare killed or grievously injured while travelling outside the rolling stock of a \npassenger train such as on foot board, or roof or buffer but excluding the inside of \nvestibules between coaches, or run over at a level crossing or elsewhere on the \nrailway track by a train, and \niii. Level crossing accident where no passenger or railway servant is killed or grievously \nhurt, unless the Chief Commissioner of Railway Safety or Commissioner of Railway \nsafety is of the opinion that the accident requires the holding of an inquiry by the \nCommissioner of Railway Safety \nII) Consequential Train Accidents: (Accident Manual of Zonal Railways) \nInclude train accidents having serious repercussion in terms of- \n loss of human life, \n human injury, \n loss to railway property, or \n Interruption to rail traffic. \nIII) Unusual Incidents: (Accident Manual of Zonal Railways) \nThese include cases related to law and order resulting in train accidents or not resulting in \ntrain accidents and other incidents as follows- \nDefinitions \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "8 \n \na) Attempted Train wrecking or Tra in wrecking or Bomb Blast or Explosion or Hijacking or \nSabotage. \nb) Incident of – Persons falling out of train or run over. \nc) Other Incidents – Accidental death or Natural death or murder or suicide or robbery or \nblockade to train services. \nd) Miscellaneous – Vehicles running away or train running over cattle or floods / breaches \nand landslides etc. \nAll such cases shall be handled by Security branch of Division / Zone . \n(Railway Board’s L.No.2000/Safety (A&R)/19/20, dated 13.12.2000) \nIV) Miscellaneous Incidents: (Accident Manual of Zonal Railways) \nThese include cases of - \na) Vehicle or vehicles running away. \nb) Train running over cattle. \nc) Floods, breaches and landslides etc. resulting in interruption of traffic in an important \nthrough line for more than the threshold value. \nd) Other cases of floods, breaches, landslides etc., resulting in interruption to traffic. \ne) Any accident not included in foregoing classifications. \n \n \n \n \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "9 \n \nAnnexure-II \n \n1. Notice of Railway Accident - (Section 113 of The Railways Act, 1989) \nI) Where, in the course of working a railway, — \n(a) any accident attended with loss of any human life, or with grievous hurt, as defined in \nthe Indian Penal Code (45 of 1860), or with such serious injury to propert y as may be \nprescribed; or \n(b) any collision between trains of which one is a train carrying passengers; or \n(c) the derailment of any train carrying passengers, or of any part of such train; or \n(d) any accident of a description usually attended with los s of human life or with such \ngrievous hurt as aforesaid or with serious injury to property; or \n(e) any accident of any other description which the Central Government may notify in this \nbehalf in the Official Gazette, \noccurs, the station master of the station nearest to the place at which the accident occurs \nor where there is no station master, the railway servant in charge of the section of the \nrailway on which the accident occurs, shall, without delay, give notice of the accident to \nthe Di strict Magistrate and Superintendent of Police, within whose jurisdiction the \naccident occurs, the officer in charge of the police station within the local limits of which \nthe accident occurs and to such other Magistrate or police officer as may be appointed in \nthis behalf by the Central Government. \nII) The railway administration within whose jurisdiction the accident occurs, as also the \nrailway administration to whom the train involved in the accident belongs, shall without \ndelay, give notice of the accident to the State Government and the Commissioner having \njurisdiction over the place of the accident. \n2. Reportable Train Accidents : (Railway Board’s L.No.2000/Safety(A&R)/19/20, dated 13.12.2000) \nAll accidents falling under the purview of sec tion 113 of the Railways Act of 1989 are \ntermed as reportable train accidents and include the following: \n(a) Any accident attended with loss of any human life or with grievous hurt. \n(b) Any collision between trains of which one is a train carrying passengers \n(c) The derailment of any train carrying passengers \n(d) Accidents which are attended with loss of human life in passenger carrying trains due \nto train wrecking or attempted train wrecking; cases of trains running over obstructions \nplaced on the line; or passengers falling out of train; fire on train; grievous hurt as \ndefined in the Indian Penal Code; serious damage to railway property of the value \nexceeding Rupees Two Crores (Rs.200,00,000/ -). Cases of landslides, breaches by \nrain/ flood which c ause interruption of through running on any important route for at \nleast 24 hours, should also be reported. \n \nAccident Reporting \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "10 \n \nProvisions of Reporting Serious Accident in The Railway (Notices of and \nInquiries into accidents) Rules, 1998 \n \nRule (2) Particulars to be given in the notices .—The notices mentioned in section 113 of \nthe Railways Act, 1989 (24 of 1989) (hereinafter referred to as the Act), shall contain \nthe following particulars, namely:— \n(i) Kilometerage, or station, or both, at which the accident occurred; \n(ii) time and date of the accident; \n(iii) number and description of the train, or trains; \n(iv) nature of the accident; \n(v) number of people killed or injured, as far as is known; \n(vi) cause of the accident, as far as is known; and \n(vii) probable detention to traffic. \nRule ( 3) Responsibility for sending notices, to whom to be sent and mode thereof .—\nWhenever any accident, as falls under section 113 of the Act (hereinafter referred to \nas “Reportable train accident”) occurs in the course of working a railway, the Station \nMaster nearest to the place at which the accident has occurred or, where there is no \nStation Master, the railway servant in charg e of the section of the railway on which \nthe accident has occurred or any other Station Master in charge of a section of a \nrailway to whom the report of the accident is made, shall give notice of the accident \nby telegraph* to the Commissioner of Railway Sa fety, the District Magistrate and the \nDistrict Superintendent of Police of the district in which the accident has occurred or \nsuch other Magistrate or police officer as may be appointed in this behalf by the State \nGovernment concerned and by telegraph, telephone or through special messenger or \nsuch other quick means as may be available, to the Superintendent of Railway Police \nand to the officer -in-charge of the police station within the local limits of which the \naccident has occurred. \nExplanation.—For the purpose of this rule, “Reportable Train accident” under section \n113 of the Act also includes those usually attended with loss of human life (such as \naccidents to passenger trains involving collisions, derailments, train -wrecking, or \nattempted train -wrecking, cases of running over obstructions placed on the line, of \npassengers falling out of trains or of fires in trains), or grievous hurt as defined in the \nIndian Penal Code (hereinafter referred to as the grievous hurt), or serious damage to \nrailway property of the value exceeding Rupees Two Crores (Rs.200,00,000/ -) which \nhave not actually occurred but which by the nature of the accident might reasonably \nhave been expected to occur; and also cases of landslides or of breach by rain or \nflood which cause the in terruption of any important through -line of communication for \nat least 24 hours. \n* Telegraph may be read as email. \nRule ( 4) Mode of sending notices to the State Government .—The notice of accidents, \nrequired under section 113 of the Act, to be sent without delay by the Railway \nAdministration, shall be sent to the State Government— \n(a) by telegram in the case of— \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "11 \n \n(i) accidents deemed, under the Explanation to Rule 3, to be serious by reason of \nloss of human life; \n(ii) accidents by reason of which the permanent way is likely to be blocked for \nmore than twenty-four hours; and \n(iii) train-wrecking or attempted train-wrecking; and \n(b) by letter in all other cases. \nRule (5) Railway servants to report accidents .—Every railway servant shall report, with a s \nlittle delay as possible every accident occurring in the course of working the railway \nwhich may come to his notice and such report shall be made to the nearest Station \nMaster, or, where there is no Station Master, to the railway servant in charge of the \nsection of the railway on which the accident has occurred. \nRule (6) Station Master or railway servant in charge of the section to report accidents.—\nThe Station Master or the railway servant in charge of the section, shall report all \naccidents in accordan ce with the rules laid down by the Railway Administration \nconcerned for the reporting of accidents. \nRule (6A) Responsibility of ensuring correct reporting of accidents.— \nThe responsibility of ensuring correct reporting of accidents shall be of the Divisional \nRailway Manager (DRM) at Divisional Level and the General Manager (GM) at Zonal \nLevel. \nRule (7) Railway Administration to report serious accidents.— \n(1) Whenever a serio us accident as defined in sub -rule (2) of Rule 2 of the Statutory \nInvestigation into Railway Accidents Rules, 1998 occurs, the railway administration \nconcerned shall, as soon after the accident as possible, by telegraph, supply to the Press \nsuch particular s as are mentioned in Rule 2 and as are till then available, and by \nsupplementary telegrams if necessary, immediately after further information is available. A \ncopy shall be sent simultaneously by express telegram to the Railway Board, the \nCommissioner of Railway Safety of the circle concerned and the Chief Commissioner of \nRailway Safety. In addition, the Commissioner of Railway Safety shall be informed, \ntelephonically, of any serious accident, by the control of the division in which the accident \nhas occurred. \n(2) For the purpose of sub-rule (1), an accident shall be a serious railway accident where— \n(i) accident to a train carrying passengers which is attended with loss of life or with \ngrievous hurt to a passenger or passengers in the train, or with serious damage to \nrailway property of the value exceeding Rupees Two Crores (Rs.200,00,000/ -) and any \nother accident which in the opinion of the Chief Comm issioner of railway Safety or \nCommissioner of Railway Safety requires the holding of an inquiry by the Commissioner \nof Railway Safety, shall be deemed to be a serious accident. A workmen’s train or a \nballast train carrying workmen or cattle special train or a tower wagon or such other train \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "12 \n \ncarrying workmen or cattle special, military special carrying authorised escorts or similar \nsuch train shall be treated as a passenger train. \n(ii) an accident involving a train carrying passengers leads to loss of life or grievous injury \nto any railway servant irrespective of whether he was travelling in that passenger train \nor not, it shall come under the purview of inquiry by the Commission of railway Safety \nand shall be treated as a serious railway accident’: Provided that— \n(a) cases of trespassers run over and injured or killed through their own carelessness \nor of passengers injured or killed through their own carelessness, and \n(b) cases involving persons being railway servants or holding valid passes/tickets or \notherwise who are killed or grievously injured while travelling outside the rolling -\nstock of a passen ger train such as on footboard or roof or buffer but excluding the \ninside of vestibules between coaches, or run over at a level crossing or elsewhere \non the Railway track by a passenger train, and \n(c) collision, between a Road Vehicle and a passenger train at a Level Crossing where \nno passenger or Railway Servant is killed or grievously hurt shall not be treated as a \nSerious Railway Accident even if those travelling in the road vehicle are killed or \ngrievously hurt shall not be treated as serious railway accident, unless the Chief \nCommissioner of Railway Safety or Commissioner of Railway Safety is of the \nopinion that the accident requires the holding of an inquiry by the Commissioner of \nRailway Safety. \n \nReporting of Serious Accident by on duty officials at site to Divisional \nControl Office \n (Accident Manual of Zonal Railways) \n \n \nA) Guard of the Train Involved in Accident : The duties are given in the sequence in which \nthey have to be performed. On occurrence of an accident to his train, the Guard of the train \nshall immediately: \n1. Note the time of accident. \n2. Make a quick survey of the accident site for casualties, injuries, if any, and for deciding \nthe assistance required. \n3. Send the first information of a ccident to the control office and then to the nearest \nStation Master furnishing the following information, through mobile phone or portable \ntelephone, or walkie-talkie or gate phone, etc., \ni. Time of Accident, \nii. Kilometer etc. \n4. On the double line section, a train passing on the other line should be stopped and the \nLoco Pilot and Guard given intimation about the accident. \n \nGuard \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "13 \n \n \n \n \nB) Engine Crew of the Train Involved in Accident: On occurrence of an accident to a train, \nits crew shall: \n1. Immediately switch on the Flasher Light. If the flasher light is not working, exhibit hand \ndanger signal so as to stop any train coming in the opposite direction on a double line \nsection. \n2. Give information to Guards about the locomotive (derailed or not), condition of \ncoaches/wagons immediately in rear of the loco and any other information relevant to \nthe accident. \n \n \n \n \nC) Station Master / Station Manager: (The Station Masters on either side of the block section \nif the accident occurred in the mid -section or the station master of the station where the \naccident has occurred.) \n1. On a double line, immediately stop the trains proceeding into the affected block section \nin the opposite direction. If any train has already entered such block section, inform the \ncrew and guard to immediately stop their train and tell them to proceed cautiously so as \nto stop short of any obstruction. \n2. Report the accident to the Section Controller and to the Station Master at the other end \nof the block section. \n3. Control to be advised regarding – \na. Time and nature of accident. \nb. Brief description of accident. \nc. Medical Relief van required or not \nd. The need for ART with or without crane \ne. Adjacent lines clear or not. \nf. Number of coaches/wagons derailed, canted, capsized, etc., \ng. Availability of road approach to the accident site, \n4. Station Masters of Stations where sirens are provided shall sound the sirens and \narrange to move the Medical Relief Van / ART special trains as per the control orders. \n5. Advise the section Traffic Inspector and the officials of other departments by quickest \npossible means. \n6. Call for off-duty Station Masters and Pointsmen for assistance in operations. \n \n \nDriver (Loco Pilot) \nStation Master \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "14 \n \nReporting of Serious Accident by Divisional Control Office to Divisional \nOfficers and Central Control of Zonal Railways \n \n \n \nA) Section Controller - Immediately when the Section Controller is informed of a serious \naccident on his section, he shall; \na) apprise the Deputy Chief Controller of the available particulars of the accident and the \nnature of assistance required. \nb) advise the Transportation Inspector , Signal Inspector, Loco Inspector, PWI, etc. . \nthrough respective controls to proceed to the site of accident by first available means; \nc) advise the Section Controllers of adjacent sections of the accident and to regulate the \ntrain services in suitable places if required ; \n \n \n \nB) Deputy Chief Controller- Immediately after the Deputy Chief Controller is informed of a \nserious accident, he shall – \na) i) issue order to the concerned SSE/Loco through respective control and Station \nMaster for immediately wor king out of Accident Relief Medical Equipment and \nAccident Relief Train as required; \nii) place demand of ARME immediately without delay, on the division closest/most \naccessible to the accident site. \nNB – The Division on whom the demand of ARME is place d should respond in the \nquickest possible manner and dispatch the ARME with least possible delay. \nb) Ensure that the Accident Alarm siren is sounded in time; \nc) Inform with available details – \ni) CHC, Sr.DSO/DSO, DRM, ADRM, Sr. DOM, DOM, AOM, CMS/Sr.DMO; \nii) Sr. DEN/DEN, Sr. DCM/DCM, Sr. DEE/DEE, Sr. DME/DME, Sr. DSTE/DSTE; \niii) the concerned OC/GRP, OC/RPF, DM, SDO, DC, IRP, DSP, SRP, OC -Local \nPolice, NDRF and nearest Forensic Science Laboratory; \niv) Emergency/Central Control at Zonal Headquarters; \nv) Civil, Military, public hospitals and available Doctors at the nearest places, in \ncase of casualty/injury; \nd) Advise RMS authorities if a Mail carrying train is involved in the accident; \n \nSection Controller \nDeputy Chief Controller \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "15 \n \n \n \nC) Chief Controller - Immediately on receipt of the information of a serious accident, he shall \nensure that the advice of the accident is sent to all concerned including information to the \nCentral Control of Zonal Railway. \n \n \n \nD) Sr. Divisional Safety Officer / Divisional Safety Officer / Asst. Divisional Sa fety Officer – \nSafety Branch of the Division should inform the details of accident to the PCSO/Dy .CSO of \nZonal Railways through call on landline phone/Mobile and also through message about \nserious accident. Simultaneously it should also be informed to Safet y Control, Railway \nBoard and to be uploaded on SIMS website. \n \n \nReporting of Serious Accident by Central Control of Zonal Railway \n(Accident Manual of Zonal Railways) \n \n \n \nA) Reporting of Serious Accident at Zonal Railways \nThe Chief Controller / Central Control shall in turn inform all concerned at Headquarters \noffice including GM, PHODs etc. in the following order- \n1. Principal Chief Safety Officer \n2. Chief Medical Director (in case of passenger carrying train accidents) \n3. Secretary to General Manager (for information to GM) \n4. Additional General Manager \n5. Principal Chief Operations Manager \n6. Chief Passenger Transportation Manger \n7. Other department controls in Central Control. The respective departmental controls \nwill in turn inform their PHODs, HODs and other officers/supervisors. \n8. Chief Public Relations Officer \n9. Deputy Chief Operations Manager (Coaching) \n10. Deputy Chief Safety Officer- Traffic / Electrical / Mechanical / S&T/Engg. \n \nSafety Officer \nChief Controller / Central Control \nChief Controller \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "16 \n \n \n \n \nB) Reporting of Serious Accident by Zonal Railways to Railway Board \n(Reference of L.No. 2020/Safety (A&R)/19/9 dated 21.05.2020) \nAs per extant instructions, the Zonal Railways (PCSOs) should inform PED (Safety)/ ED \n(Safety)-II about Seri ous accidents immediately through Mobile/WhatsApp call/ \nmessage. The Dy.CSO should inform Safety Control through phone/ Mobile \ncall/message about serious accident and simultaneously it should also be uploaded on \nSIMS website. The Zonal Railways should also update the Safety Control / \nED (Safety)-II / PED (Safety) about relief, rescue and restoration work due to serious \naccident on regular basis till normalcy prevails. \n \n \n \n \nC) Reporting of Serious Accident at Railway Board \nPrincipal Executive Director-Safety to inform concerned Members and CRB & MR Cell. \n \n \n \n \nD) Reporting of Serious Accident to Media \nMedia briefing shall be done only by- \n1. Public Relations Officer of Division / Divisional Railway Manager / Additional \nDivisional Railway Manager / Branch Officer authorized by Divisional Railway \nManager. \n2. Media briefing by Chief Public Relations Officer / General Manager / Officers \nauthorized by General Manager. \n3. Media briefing by Additional Director General/Public Relations / Chairman Railway \nBoard / Hon’ble Minister for Railways. \nSafety Officer of Zonal Railways \n \nSafety Directorate Railway Board \n \nMedia Briefing \n \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "17 \n \nAnnexure-III \n \n \nRole of on duty officials available at site in handling Serious Accident \n \n \n1. Guard of The Train Involved in Accident : The duties are given in the sequence in which \nthey have to be performed. On occurrence of an accident to his train, the Guard of the train \nshall immediately: \na. Protection of the train met with accident. \nb. If the accident has occurred on a double line section, the Guard should immediately \ncheck if the adjoining line is fouling or not. If it is fouling, he should immediately exhibit \nred flag by day and flashing light by night towards the direction in which train is \nexpected on the adjoining line. He will continue to exhibit the hand danger signal until \nthe time the adjoining line is protected as per rules in force. \nc. Quick survey of the site in order to access the causalities and injuries and decide the \nlevel of assistance required. \nd. Arrange to protect his train as per Rules in force, taking the assistance of any qualifi ed \nstaff, such as Assistant Guard, Assistant Loco Pilot, Gangmen, and Gatemen etc. \ne. Render first aid to any person injured, obtaining assistance of the railway staff, doctors \nand/ or volunteers on the train, or near the site of accident; and transport the injured to \nthe hospital by taking the help of 104/108 Ambulance service. \nf. He will also arrange for preservation of clues and evidence until a senior Railway official \ntakes over charge. \ng. Log activities and r emain in general charge till a senior Railway Offi cial takes over \ncharge. There after work as per the instructions of the senior official -in-charge of the \naccident. \nh. Send information through quickest means to Control Office and SMs on either side of \nthe block section for this purpose. Walk ie-talkie communication provided with \nstations should immediately be used. Otherwise filed telephone should be used. If a \ntrain comes on the other line which is not blocked the same should be stopped and \ninformation sent through the Loco Pilot. Assistant L oco Pilot or Asstt. Guard may be \nsent to the next station to convey information of the accident. If all of the above fail, one \nof the railway staff on duty on the train should be sent on foot to the nearest station. \ni. Utilize Emergency Train Lighting box to facilitate medical aid. \n \n \n2. Engine Crew of the Train ( Loco Pilot and Assistant Loco Pilot): On occurrence of an \naccident to a train, its crew shall: \na. Protect the adjacent line/lines/same line in accordance with rules in force. \nOn Duty Guard \nOn Duty Driver (Loco Pilot) \nHandling of Serious Accident \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "18 \n \nb. Take such technical preca utions as may be necessary or as prescribed by special \ninstructions to render the locomotive safe. \nc. Send Assistant Loco Pilot to assist the Guard in establishing contact with control office, \nrelief and rescue operations. \nd. Take necessary action to prevent Loco/Vehicles/Wagons from rolling down. \ne. Make a quick survey of magnitude of accident and roughly asses s casualty, damage \nand assistance required. \nf. Send information through quickest means to Control Office and SMs on either side of \nthe block section. For this purpose, \ni. Walkie-talkie communication provided with stations should immediately be \nused. \nii. Otherwise Mobile Phone and field telephone should be used. \niii. If a train which comes on the other line is not blocked the same should be sto pped \nand information sent through the Loco Pilot. \niv. Assistant Loco Pilot or Assistant guard may be sent to the next station to convey \ninformation of the accident. \nv. If all of the above fail, one of the railway staff on duty on the train should be sent on \nfoot to the nearest station. If necessary detach Loco and take it to inform SM. \ng. Render all possible assistance to the guard. \nh. Preserve all clues and evidences regarding probable cause of the accident and ensure \nthat these do not get disturbed. \ni. Log your activities. Do not leave the spot unless you are relieved by a competent \nauthority. \n \n \n \n3. Train Conductor / Superintendent / Travelling Ticket Examiner: \na) Ascertain if any Doctor is travelling by seeing the reservation chart and making verbal \nenquiries and arrange for First aid to the injured passengers. \nb) Along with other TTEs in the train, he should assist the injured passengers to come out \nof their coaches. The TTEs should also help passengers trapped in the coaches to \ncome out of the coaches. \nc) Unclaimed luggage and other belongings should be handed over to the GRP with full \ndetails and acknowledgement obtained. \nd) Prepare list of dead and injured. The list should be classified as under: DEAD, \nGRIEVOUSLY INJURED, SIMPLE INJURED. Details of the dead and injur ed should be \nobtained from the reservation chart, tickets held (to and from) or co -passengers. \nAssistance of the Police travelling in the train to be obtained also for identification. \ne) The following details should be collected: \ni. Tickets of the Passengers travelling (to and from) \nOn Duty Ticket Checking Staff \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "19 \n \nii. Ticket Numbers – Class \niii. Coach Number and its position from the engine \niv. Address of the passengers \nv. Nature of injury (Simple, Grievous) \nf) He should keep record of the number of dead and injured (simple, grievous) if they are \nalready transported by local people to the nearest hospital before the Railway Doctors \nhad arrived. \ng) Duties of IRCTC staff in case train run by IRCTC. \ni. Preserve reservation charts of each coach containing names of passengers who \nactually traveled and in which berth no. \nii. Render First Aid to injured. \niii. Take assistance of local people and other volunteers at site. \niv. Transport injured passengers by road vehicles, if available, to the nearest hospital. \nv. Inform stranded passengers about alternative transport arrangement. \nvi. Record evidences or statement volunteered by passengers/others at site. \n \n \n \n4. Coach Attendant: Immediately after occurrence of a serious accident, the coach attendant \nshould work under the guidance of Train Conductor/Train Superintendent. \n5. AC mechanic: \na. He should immediately “Switch Off” the current where necessary to avoid short \ncircuiting. \nb. He should also assist Commercial staff i.e. Train conductor/ Train Superintendent/ \nTTEs in their duties at the accident site. \nc. See that the emergency lights inside the Coaches are in working order. \n \n \n6. Station Master / Station Manager : Immediately after an accident or on receiving the \nreport of an accident, the station superintendent/ Station Master and Assistant St ation \nMaster must : \na) ensure that no other train enters into the affected line/section from either \ndirection/lock the commutator/handle of the Block Instrument controlling the affected \nsection in “Train on Line” position wherever possible/ensure the sig nals giving entry \nto the line are kept at the “ON” position/ ensure putting of “Line Blocked” lever/slide \ncollars on the concerned lever and/or slide/ensure that the points are set against the \nentry to the affected line and clamped wherever practicable; \nb) Panel should be protected from any manipulation after the accident in station limit. \nTake action to protect the traffic and safeguard the property; \nc) collect detailed information of the accident such as time of accident, nature and \nlocation of accide nt, casualties/injuries, obstruction, damages and assistance \nOn Duty Coach Attendant & AC Mechanic \nOn Duty Station Master \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "20 \n \nrequired and ensure that the adjacent line(s) is/are clear before allowing any \nmovement on it/them; \nd) inform, giving details of the accident and assistance required to the Control through \nthe Control phone or any other available means of communications; \ne) render first aid to the injured persons taking the assistance of all Railway staff, \nDoctors and volunteers available on train or near the site of accident, if the accident \ntakes place within the station limits; \nf) arrange to send all available nearest medical assistance to the site of accident, in \ncase the accident takes place in section and is attended with injury to any persons; \ng) take all possible action to inform all concerned officials including civil and police; \nh) see that the injured persons are shifted to hospital with the help of all available \nassistance, also see that the detailed particulars of the dead and injured are \nrecorded; \ni) arrange to remove the unaffected vehicle s of the train, observing all relevant rules, \nto facilitate relief operation; \nNote: If the accident is attributed to sabotage or suspected sabotage, nothing \nshould be disturbed except for rescuing injured persons unless police clearance is \nreceived and on orders from the officer-in-charge at the site. \nj) take all measures for the quick movement of ARME and /or ART to the site of \naccident and ensure that the caution order etc. are correctly issued to the Driver and \nGuard of all trains while allowing movem ent to the site of accident, clearly indicating \nthe site of accident, the locations where the train must come to stop and other \nrestrictions to be observed; \nk) see that water, tea and other requirements are supplied to the injured and stranded \npassengers within his resources; \nl) remain on duty until replaced by a competent persons; \nm) report the accident to all concerned by the issue of accident message; \nn) seize the Train Signal Register/log book, Private Number book, Line Admission \nbook and other relevant records are required, note the position of Block \nInstruments, signals, points indicators and levers etc. \no) Take the statements of staff where possible; \np) preserve all clues and arrange to protect the area with the help of police or RPF; q) \nensure that all trains for transshipment of passengers are worked to the site of \naccident with the engine leading unless there are special reasons or specifically \npermitted otherwise by the officer-in-charge at the site of accident; \nr) warn all passengers in advance in case of their transshipment at the site of \naccident; \ns) ensure preservation of documents of damaged parcels, mail and goods etc. \nt) ensure chronological recording of all information received or/and action taken in \nconnection with the accident, in the station Diary. \n \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "21 \n \n \n \n7) I) First Response - First Information about serious train accident or unusual incident \ninvolving loss of life, grievous injury, serious damage to Railway property etc., is \nnormally received by the nearest RPF Post / Outpos t. The person receiving such \ninformation should muster maximum available man power within the shortest possible \ntime and dispatch them to the scene of the accident by the quickest means. After \ndispatching the available man power immediately, the Post / Out post In charge should \narrange additional man power. He should simultaneously pass on the information to the \nsenior supervisors, officers and the control rooms. \nII) RPF Official in charge of site - The senior most RPF Officer available will assume \nControl and immediately start the following action \n \na) Segregate the area of incidence by establishing temporary barriers by use of nylon \nropes (if available) or any other make shift device available at the site to protect the \narea against the entry of spectators into the affected place. \nb) Luggage of passengers should be isolated and protected and consigned goods are \ntaken care of till they are handed over to claimants or taken over by the Railway. \nc) RPF personnel should respond to any call for assistance to rescue vict ims and \ntransport them to nearest Hospital. \nd) RPF Officers will maintain close liaison and harmony with the Officers of various \ndepartments of the Railways, GRP, Local Police and Officers of Civil Administration. \n \nIII) Reinforcement: Efforts will be made to get the reinforcement from the neighbouring \nposts / outposts, Reserve Line, Divisional Headquarters or Zonal Reserve. In case any \nRPSF battalion or Company is located in the vicinity, men can be requisitioned from \nthere for dealing with such emergent situ ation till additional force is available from other \nsources. \nIV) Equipment: While sending reinforcement, it should be ensured that the necessary \nequipment required for rescue, recovery and protection of the scene of incident are \nprovided. Such equipment should include: \ni) Torches and other lighting arrangements, if it is night time. \nii) Nylon ropes and poles for segregating the affected area from unwanted visitors \nand spectators. \niii) Loud-hailer for making announcements. \niv) Stretchers and first aid equipments. \nv) Wireless sets for inter communication. \nvi) Cameras for photographing the scene. \nvii) Video recording of rescue and salvage operations and connected administrative \narrangements. \n \nOn Duty Security Official \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "22 \n \n \n \n8) Railway Staff traveling on the accident affected train: \n Every Railway servant traveling by the affected train or available at the site, whether on \nduty or not, shall help in the disaster management by getting identified and rendering \nimmediate assistance to the affected passengers at the site. Non -participation in accident \nrelief operations will be considered as ‘DERELICTION OF DUTY’. \n(Accident Manual of Zonal Railways) \na. Whenever a train is involved in a serious accident with casualties/injuries to \npassengers, all Railway st aff traveling on the train either on duty or on leave is \ndeemed to be on duty with immediate effect. \nb. Under no circumstance should any of them leave the accident site unless and until \ndivisional officers arrive, take over charge of rescue and relief operations, and permit \nthem to leave. \nc. Railway staff on train/at site shall volunteer themselves to render assistance and \nreport to TS/TTE/Guard of the Train. \nd. The senior most officers traveling on the train will assume charge as Officer -in-\nCharge Site (OC Site). \n \n \n \n9) Engineering Gang Staff \na. On double/multiple line section stop any other train approaching the accident area \nby showing hand danger signal. \nb. Ensure that track alignments or lines are not disturbed. \nc. Report to Officer In charge at site and assist in rescue and relief work. \nd. Assist in extricating injured passengers from coaches. \ne. Assist in transporting them to nearest hospitals. \n10) Gateman \na. Keep gate closed if the train has not cleared the gate. \nb. On double/multiple line section stop any other train approaching the \naccident area by showing hand danger signal. \nc. Arrange to inform SM immediately. \nd. Don’t meddle with Interlocking. \ne. Avail services of road vehicles waiting or passing through LC Gate. \nf. Send message to nearby village, informing them regarding the accident. \ng. Collect men and material available nearby and direct them to site. \n \nTraveling Railway Staff \nTrackmen/Gatemen working nearby \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "23 \n \nAnnexure-IV \n \n \n \n \nResponsibilities of Officials at Divisional Control Office \n \n \nA) Duties of Sect ion Controller - Immediately when the Section Controller is informed of a \nserious accident on his section, he shall; \na) ensure that adjacent line(s) in the affected section is/are free from obstruction before \nadvising the concerned Station Masters to allow the Train to run over it/them ; \nb) regulate train services in suitable places if required ; \nc) see that the ARME/ART/Transship Train are worked out to and from the site of \naccident promptly and have a clear passage; \nd) keep a chronological record of all informati on received regarding the accident and \naction taken’ \ne) obtain further details with regard to the extent of damages and progress in rescue \noperation and relief measures and co-ordinate with officer-in-charge at the site; \nf) arrange to remove the unaffected vehicles if any, adjacent to the affected vehicles to \nfacilitate relief operation ; \nNote: Coaches with passengers if any should be drawn to a nearby station where \ncatering/drinking water facilities are available, in consultation with the Sr.DOM/DOM. \n \n \n \nB) Duties of Deputy Chief Controller - Immediately after the Deputy Chief Controller is \ninformed of a serious accident, he shall – \na) ensure the availability or engine for working out of ARME and/or ART. \nb) ensure that the ARME/ART/Transship Train are mov ed to and from the site of \naccident on top priority; \nc) keep a chronological record of details of accident, action taken, progress of rescue \nservice and relief measures etc. \n \nSection Controller \nDeputy Chief Controller \nRole of Officials of various departments in handling \nSerious Accident remotely (not at site) \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "24 \n \n \nC) Duties of the Chief Controller - Immediately on receipt of the informa tion of a serious \naccident, he shall ensure that – \na) the Medical relief van and / or relief train etc. are moved promptly to the s ite of \naccident on Top priority duly ensuring the following target time for start of Accident \nRelief Train - \n i. During day light hours (from 6 to 20 hours): 30 minutes \n ii. During night hours (from 20 to 6 hours): 45 minutes \n(Normally exit time of ARME to be 15 minutes for double exit and 30 minutes for \nsingle exit). \n \nb) the emergency office is opened and manned in the Divisional Control office; \nc) the regulation of traffic is done correctly, in consultation with Sr. DOM/DOM; \nNOTE: Passenger carrying trains should be regulated at convenient stations, \npreferably where catering facilities, drinking water etc. are available. \ne) timely information of all changes in train timings, diversion or cancellation of trains \netc. is given to all stations on his Division as well as to the adjacent Divisions and/or \nRailway: \nf) arrangements are made for the onward journey of passengers who are able to \nproceed; and \ng) all assistance are extended to the officer-in-charge of the Divisional Control Office. \n \n \n \nD) Duties of the Officer -in-charge of the Divisional Control Office - Unless otherwise \narranged, the Senior Divisional Operations Manag er or in his absence the Divisional \nOperations Manager shall take charge of the Control Office accident situation, who shall \nbe assisted by Officer/Sr. Supervisors of all the concerned branches and shall have the \nauthority to summon for such additional assistance as he deems necessary. He shall; \na) keep a close watch on the movement of ARME/ART which, meanwhile, have been \nordered and arranged for, if required, movement of ARME/ART from adjoining \nDivisions/Railways ; \nb) make necessary arrangements for do ctors and medical staff from nearby hospitals, \nmedical units or stations to move promptly to the site of accident; \nc) keep a close touch with the officer -in-charge at the site of accident to ascertain the \nposition and particularly the assistance required at the site; \nd) ensure that all concerned officials, including Civil and Police authorities, have been \nadvised of the accident; \ne) collect further information regarding the details of accident, progress of rescue, relief \nand restoration operation and pass on the information to the Headquarters; \nChief Controller \nOfficer-in-charge of Control Office \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "25 \n \nf) arrange for supply of food and drink to injured passengers as well as to other \npassengers of the affected train and also to the passengers on trains held up at the \nadjacent station(s) due to the accident; \ng) arrange to open and man information centers for attending to the enquiries from the \npublic at important stations including the station(s) where injured passengers are \nreceived and sent to hospitals: \nh) maintain chronological record of all items of in formation received and action taken \nthereon; \ni) arrange to obtain the list of persons killed and/or injured in the accident, display it at \nimportant stations for information of the public; \nj) divert/cancel trains and also run duplicate/ transship trains as the circumstances may \nrequire; \nk) arrange for transporting the stranded passengers from the site of accident to suitable \nplace(s); \nl) arrange for speedy ex-gratia payment as per extant rules. \n \n \nE) Duties of the Officer -in-charge of transshipment in case of serious accident . — The \nSr. Divisional Commercial Manager or in his absence the Divisional/Assistant Commercial \nManager will be in charge of arrangements for the transshipment of passengers and their \nluggage, parcels etc. at the site of accident . The official -in-charge of transshipment will be \nresponsible – \na) to advise the passengers of the transshipment programme well in advance; \nb) to select, in consultation with the Divisional Engineer or Assistant Engineer, the sites \nsuitable for detraining and entraining of passengers ; \nc) to see that the sites are demarcated and lighted at night, also that the routes over \nwhich the passenger may have to walk are clear; \nd) to intimate the Station masters of adjacent stations through Control or in wri ting the \nexact kilometers of the site of train halt, so that these can be clearly indicated in the \nCaution Order to be issued to the Driver and Guard ; \ne) to arrange for supply of drinking water there: \nf) to arrange for sufficient porters, gangmen, etc . from the nearest sources for the free \ncarriage of passengers’ luggage, parcel and Government Mail, etc. \ng) to see that the site is provided with portable Telephone, installed and manned during \ntransshipment work; \nh) to ensure that each train for tran sshipment is accompanied by a responsible person, \nbe piloted and correctly hand-signalled to stop at train halt; \ni) to depute responsible persons to look after the transshipment work and general \ncomfort of passengers and to record the details of the work in Log Book at site; \nj) to ensure arrangement of Railway Security staff at the site of transshipment to \nsafeguard the passengers and their luggage, especially at night. \nOfficer-in-charge of Transshipment \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "26 \n \n \nF) Power Controller / Traction Loco Controller: \n1) Immediately Arrange power and crew for Medical Relief Van and Accident Relief Train. \n2) Ensure Medical Relief van and Accident Relief Train are dispatched within the time \nprescribed. \n3) Inform the Divisional Mechanical / Electrical Officers, headquarters PRC/TLC, \nCMPE(R&L)/CELE \n4) Advise adjacent Division for MRV and ART if required. \n5) Plan for additional powers and crews to assist in restoration. \n6) Obtain bio -data of running staff involved in accident and arrange for breathlyser test \nand collection of blood samples at the earliest. \n7) Co-ordinate with the Dy. Chief Controller so that the necessary locomotives, Loco \nPilots, fitters and other technicians reach the site of accident promptly as required. \nG) Traction Power Controller: \n1) Ensure that the Electric Power Suppl y is cut off from the section if the overhead \nequipment is involved and / or where crane working has become necessary. \n2) Ensure that all the necessary arrangements have been made for dispatch of Tower-\ncar, electrical staff and equipment required at the site of accident. \n3) Co-ordinate with Divisional Electrical Engineer (Traction distribution), Dy.Chief \nController and Traction Supervisors concerned for restoration affected quick OHE. \n \n \nH) Senior Divisional Operations Manager \n1) Ensure that Medical R elief Van and Accident Relief Train leave within time and reach \nthe site of the accident on top-priority. \n2) Clear the unaffected coaches in the front and rear to the nearest convenient stations \nafter transshipping the passengers from affected coaches. \n3) Plan for second MRV/ART for reaching the site from other end, if necessary from \nadjoining Divisions/Railways. \n4) Plan for trains for prompt transport of stranded passengers at the site and clearance of \npassengers held up at other stations. \n5) Clear the stabled loads from the stations on either side of the site so that the lines are \navailable for dealing MRV/ART/Coaching relief train/officers special/material \ntrain/tower-car/ light engines, etc., \n6) Mobilize sufficient number of Guards, TIs, SMs, Pointsman etc., and deploy at site and \nat the adjoining stations for organizing shunting and quick movement of \nMRV/ART/Coaching relief train/ Officers special/ Material trains/ Tower-car/ L.E, etc., \n7) Depute DOM/G or AOM to site to co -ordinate the movemen ts and for relaying \ninformation about progress of relief/ restoration. \nPower Controller \nSenior Divisional Operations Manager \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "27 \n \n8) Plan for regulation of Passenger, Mail / Express trains, cancellation, diversion, \ntermination short of destination in consultation with Headquarters such that the \npassengers can get catering facilities. \n9) See that chronological log of all items of information and action taken connected \ndirectly or indirectly with accident is maintained properly. \n10) Keep liaison with adjacent Divisions, Site and Headquarters. \n11) Details of th e dead, injured sustaining grievous or simple injury, their originating and \ndestination station, ticket No. Hospitals to which sent for treatment and also particulars \nof next kith and kin to be obtained from the site and relayed to Emergency Control, \nChief Safety Officer etc. \n \n \nI) Duties of Railway Officers of each Department in Divisional Head Quarters — \nImmediately on receipt of information of a serious accident, all Railway Officers concerned \nmust report at the Control Office or at the nominated place a nd take the following action \npromptly; \na) decide, the Officers who will be deputed to take charge at the site and at the \nDivisional Control office ; \nNOTE: Normally Sr. Divisional Safety Officer (Sr.DSO), Sr. Divisional Medical Officer \n(Sr.DMO), Sr. Divisiona l Mechanical Engineer (Sr.DME), Sr. Divisional Electrical \nEngineer ( Sr.DEE/TRD), Sr. Divisional Engineer (Sr.DEN), Sr. Divisional Security \nCommissioner (Sr.DSC), ADRM / DRM move to the site for handling serious accident \nb) arrange the quickest means for reaching the site of accident; \nc) ensure that resources of all Departments, in men and material, are promptly made \navailable for rendering assistance to passengers, in clearing the line and, if required, \nfor transshipment of traffic ; \nd) make out a gener al plan of action for dealing with the accident and detailing the \nduties of officers of different Branches and other Officials; \ne) ensure that all Civil authorities concerned and other concerned officials have \nattended the site of accident; \nf) ensure att endance of Doctor, ambulances and other available road vehicles in \naddition to ARME and/or Relief train and preparation being taken in rescue services. \ng) see that the proper arrangement of staff and labour from each Department is made; \nh) keep a close to uch with the Officer -in-charge at the site of accident and different \ndealing centers and see that all assistance is provided and properly utilised in rescue \nservice and in clearing the line at the earliest \ni) keep a close touch with the Head Quarters, adj acent Divisions/Railways for advice \nand assistance \nj) open and man enquiry counters at important stations of the division for the \ninformation of the public. \n \nOther Divisional Officers \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "28 \n \nAnnexure-V \n \n \n \n \n \n \nA) Duties of Transportation Inspector - On receipt of information of a serious accident, the \nall concerned Inspectors shall – \na) Reach the site of the accident by the quickest available means; \nb) Take general charge of the situation until the arrival of an officer; \nc) Ensure the occupied and obstructed lines are protected as per rules; \nd) Make out a quick survey of casualties and injuries, ensure rendering of first aid to the \ninjured, taking assistance of all availab le Railway Staff, Doctors and Volunteers on the \ntrain and near the site of accident ; \ne) Arrange to shift the injured persons to the nearest hospital with the help of available \nassistance, keeping their particulars as available and ask for further assista nce if \nrequired; \nf) Collect and record all important information relating to the accident, such as, \ni. the condition of the track, with special reference to alignment, gauge, cross -levels, \nsuper elevation, points of mount and drop, any sign of sabotage etc. ; \nii. the condition of rolling stock with special reference to brake-power and braking gear \niii. all marks on sleepers, rails, locomotives, and vehicles etc. especially for \npreservation of clues; \niv. position of derailed vehicles; \nv. position of Block Instruments; \nvi. position of indications, keys levers etc. if the accident is within the station limits, in \nthe section where provided with signals etc. \nvii. prima facie cause of accident; \ng) ensure that the Train Signal Register, Log Book, Private Number Book, Line Admission \nBook, speed Recorder Chart and other relevant records are seized, \nh) obtain the statements of staff involved in the accident, as far as possible; \ni) prepare a rough sketch showing the position of derailed vehicles , position of track and \nOHE etc. make a quick survey of the extent of damage ; \nj) remain at the site of accident for all possible assistance till relieved by another staff. \n \nTraffic \nRole of Officials of various departments sent to the site to \nhandle Serious Accident after receipt of information \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "29 \n \n \n \nB) Duties of official -in-charge at the site -The senior most official prese nt at the site when \nthe accident occurred shall be in overall charge of the relief operation till he is relieved by \nanother official deputed by the Administration to take over charge. However, the senior \nmost official of the Mechanical Department shall be in-charge of the relief train. The senior \nmost official present at the site of a serious accident, shall – \na) take general charge of the situation and take action to provide all possible assistance; \nb) depute Officers/Senior subordinates and all other staff or specific duties in – \ni) assisting the rescue operation, if any; \nii) assisting the preservation of clues; \niii) assisting the transshipment work, if any; \niv) taking action to remove the obstruction as soon as possible; \nv) ensuring the protection of adjacent line(s) and the affected train as per rules; \nc) see that the portable telephone is installed and manned constantly by a responsible \nstaff, and ensure adequate lighting of the accident area at night; \nd) see that the injured persons if any are rendered first aid and s hifted promptly for \nmedical aid; \ne) ensure to get clearance from Police authorities in case of suspected sabotage; \nf) make an immediate assessment of the following, with the help of the available doctors \nand /or others; \ni) the number of persons killed, and of those sustaining grievous, simple and trivial \ninjury; \nii) extent of damage; \niii) the period of suspension of traffic; \niv) assistance required; \nv) prima facie cause of accident; \ng) see that a dealing centre is opened at the site of accident and manned – \ni) to keep the details of persons killed, injured, and action taken in each case; \nii) to relay the above information in details to the Divisional Headquarters: \niii) to attend to public enquiries and \niv) to relay the progress of relief work: \nh) ensure recording of all information at the dealing centre concerning the accident and \nthe relief operations in the form of an accident Log Book. \ni) see that immediate action is taken to protect and safeguard property; \nj) see that proper assistance is given to the injured, ladies, children and the aged ; \nOfficial-in-charge at the site \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "30 \n \nk) arrange for transporting the stranded passengers, preferably to stations where drinking \nwater, catering arrangements etc. are available, unless they can be sent to their \ndestinations : \nl) see that the arrangement is made for preservation and proper care of dead bodies, if \nany, till further disposal; \nm) see that obstruction is cleared in a minimum possible time, and every action taken for \nthis purpose; \nn) arrange, in case of the accident occurring at a station, for speedy ex-gratia payment as \nper extent rules. \n \n \nC) Senior Divisional Safety Officer: \na) Proceed to the site of accident by first available means. \nb) Ensure protection of affected line(s) and adjacent line(s) has been done as per rules or \nnot; \nc) Check proper arrangement is made in rescue and / or relief operation ; \nd) Take all action for preservation of clues ; \ne) See that the assistance, to the extent necessary, is called from all sources ; \nf) Ensure collection of detailed particulars of the accident ; \ng) Arrangement of videography of the site \nh) Record statement of Guard and Loco pilot and subject them to breathlyser test and \nliaison with Medical department to collect blood sample. \ni) Ensure joint measurements etc., are taken in prescribed Proforma. Recover the \nspeedometer chart, data logger statement etc., \nj) Ensure evidence of train staff, station staff and public is taken on the spot. Addresses \nof passengers who are willing to give statements later should also be obtained. \nk) If the accident took place within station section, he should arrange to record the knob \nposition on the panels, block instruments position, etc., and seize the relevant station \nrecords. \nl) Produce public witnesses and advise Superintendent of Police and District Magistrate \nin time, issue press notification in local press when advised by Chief Safety Officer, in \ncase of CRS enquiry. \n \n \nD) Duties of Medical Officer & Staff: The nearest Railway Medical Officer, on receipt of the \nreport of a serious accident with injury to person, shall – \na) Reach the site of accident with the Medical Relief Train or by the quickest available \nmeans, with all men and material commensurate with the seriousness of the accident, \nassess and advise further medical assistance necessary ; \nSafety \nMedical \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "31 \n \nb) Obtaining and transmitting the details of persons involved in the accident to the \nDivisional Control Office and in case of an accident to a passenger -carrying train, \nreportedly attended with casualties and/or grievous injuries, unless otherwise advised \nby the Divisional Railway Manager, must proceed to the site of the accident by the first \navailable means. \nc) One doctor should be deputed to collect blood sample of crew of train. \nd) render medical aid to the injured carefully as far as possible at site ; \ne) make timely and adequate arrangements for shifting the injured persons to suitable \nhospitals as considered necessary for further treatment ; \nf) keep detailed particulars of the dead and injured e.g. their name, address etc. as far as \navailable ; \ng) deal with the dead and injured as per extant rules and instruction. \nh) Co-coordinating with Civil/Military/State/Public medical authorities and private \npractitioners for the purpose of (a) above. \ni) Proper follow up to be done daily for all injured patients admitted in different hospitals \nfor the first two weeks alternate day on third week and then weekly and by weekly. \nProgress reports to be prepared till all the patients are discharged from the hospitals. \nj) All the bills of non -railway hospitals including private hos pitals to be settled in \nconsultation with Commercial department, Personnel department at divisional level as \nper extant Rules. \n \n \nE) Duties of Commercial Officer at site - \n1) The Sr. Divisional Commercial Manager or in his absence the Divisional/Assistant \nCommercial Manager, on receipt of information of a serious accident, shall proceed to \nthe site of accident by first means. \n2) Ensure that drinking water, tea and snacks are promptly supplied to stranded and \ninjured passengers. Keep the record of the number of passengers served with tea and \nsnacks. \n3) Take charge of the custody of luggage of the injured persons. \n4) Luggage of the dead passengers shall be deposited with the Railway Police after \nproper records and acknowledgement. \n5) Issue advice to the next kith and kin of the injured and dead and also furnish details to \nSr.DOM in Control Office. \n6) Arrange for sufficient number of Ticket Collectors, Porters and Vendors for assistance \nof stranded passengers. \n7) Arrange for ex-gratia payment to the injured and the next kith and kin of the dead. \n8) Arrange for refunds to the passengers. \n9) Assist the stranded passengers during transshipment with sufficient number of Porters \nand TCs. \nCommercial \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "32 \n \n10) Arrange to open enquiry office at the site for replying to t he queries regarding disposal \nof the injured and dead. \n11) Make inventory of the parcels damaged and advise the CCO/SC. \n12) Arrange for buses for stranded passengers and keep record of the buses arranged \ndestination-wise with the number of passengers. \n 13) Ensure the making over of the dead bodies to the Police for disposal; \n14) Assist the Railway Doctors with Ticket Collectors / Porters. He should compile the \nfigures of injured and dead from all sources. (i.e. Police, TTE / SM). \n15) Issue advice to the Control Office / Stations for issue of free passes to the next of kin \nof the dead and injured. \n16) Keep in touch with the progress of patients in hospital and increase the exgratia \npayment suitably in case simple injuries turn into grievous or pati ents paid ex -gratia \npayments for grievous injuries die later in the hospital. \n \n \nF) Senior Divisional Mechanical Engineer: \n1) Proceed to the site. After site survey, make out a plan of action for quick rescue of \ninjured and trapped passengers. According ly call for the equipment, manpower \nrequired. \n2) Supervise rescue operation. \n3) Ensure that Speedo meters record, engine log Books etc., are seized / sealed. \n4) Correctly forecast to control as to the sequence of movements required to site. \n5) Record the details regarding brake power and other aspects of Rolling stock as per \nprescribed Proforma. \n6) Have the joint measurements of the rolling stock taken. \n7) Check the fitness of the stock supposed to move from the site. \n8) Note down observations , make arrangements to record joint measurements if loco is \ninvolved in accident. If it is not possible for all types of measurements to be taken on \nthe spot then these should be taken in the shed. All relevant records should be sealed \nin shed. \nG) Mechanical / Breakdown Staff: \n1) Proceed to the site of accident. Assist in evacuating passengers if any, trapped in \ncoaches involved in accident. \n2) Record the details regarding brake power and other aspects of the rolling stock as per \nprescribed pro-forma. \n3) Take measurements of the Rolling stock as per the prescribed Proforma / procedure. \n4) Check the fitness of the stocks which are supposed to move from the accident site \nand certify their fitness. \nMechanical \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "33 \n \n5) Ensure that locos / coaches / wagons re -railed are in a fit condition to be taken from \nthe accident site. \n6) Plan for efficient movement of Breakdown Special, engine, tower wagon etc., between \nsite and station for quicker restoration. \n7) Ensure that the log / diary regarding restoration at the accid ent site is maintained \nproperly \n8) Ensure that video cassette of the serious accidents is prepared in systematic and \ncontinuous manner specifically showing the position of coaches, engine under gears \nof coaches and engines, rails, tracks etc. and the cl ues which may in turn provide \nsome information to the enquiry authority. Similarly, still photographs should also be \ntaken in judicious manner. \n \n \nH) Senior Divisional Electrical Engineer: \n1) Ensure proper lighting arrangements are provided at the site. \n2) In case of fire in coaches, arrange to immediately collect / record evidence of \npassengers. \n3) Examine the coach to ascertain the cause and damage. \nI) Senior Divisional Electrical Engineer (Traction Distribution) \n1) Arrange for adequate number of OHE breakdown staff, tower wagon and proceed \nto the site of accident by the quickest available means. \n2) Depute Officer / Supervisor in control office. \n3) Ensure that OHE is made dead and OHE is slewed as required. \n4) Arrange and supervise restoration of OHE, expeditiously. \n 5) Record all relevant information concerning the accident. \nJ) Senior Divisional Electrical Engineer (Traction Operation / Traction Rolling Stock): \n1) Where EMU or Electric Locomotive is involved, call the relief train, if required with \nadequate number of breakdown staff and proceed to the site by quickest available \nmeans. \n2) Depute officer in the Control Office. \n3) Note down joint observation regarding the loco / EMU. \n4) Ensure that measurements of the loco / EMU are taken on the spot wherever \npossible otherwise in Car / Loco Shed. \n5) Ensure that speed \nK) Electrical Staff: Power (General): Ensure lighting arrangements, if required, are provided \nat the site. In case of Fire in coaches, immediately collect / recor d evidence of passengers \nwith full particulars. If some passengers are willing to give evidence later on, their names \nand addresses should also be recorded. \nElectrical \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "34 \n \n 1. Over-Head Equipment \na) In case of an accident, where OHE is involved, arrange for adequate n umber of \nbreak-down staff / tower wagon and proceed to the site of the accident by the \nquickest available means. \nb) Ensure the OHE is made dead and OHE is slewed as required for ground / crane \noperations. \nc) Arrange and supervise restoration of OHE expeditiously. \n 2. Loco Inspector: \na) Proceed to site in case Electric/Diesel Loco or EMU is involved. \nb) Supervise restoration operations. \nc) Ensure that Speedo graphs, Speedometer chart, Loco / EMU log books are \nseized, sealed and kept in safe custody. \nd) Note down his observations regarding the Electric / Diesel Loco / EMU and record \nmeasurements as per the prescribed pro-forma. \ne) Ensure that measurements of the Loco / EMU are taken on the spot. If it is not \npossible for all types of measurement s to be taken on the spot, the same should \nbe taken in shed. \n \n \nL) Senior Divisional Engineer (Civil): \n1) Proceed to the site. \n2) Ensure joint measurements are taken and sketches of the accident site are \naccurately drawn out. \n3) Ensure collection of adequate labour, material and equipment and their proper \ndeployment for speedy restoration. \n4) Depute one DEN / AEN in Control Office for planning, reinforcement of labour, \nmaterial and staff and movement of material train. \n5) Ensure that inspection n otes and diary of AEN, S.E/J.E (P.WAY) gang charts, \nmaintenance records etc., are seized and secured. \n6) Assist other departments in clearance of line and ensure that track is rendered fit \nand certified at the earliest. \nM) Engineering Staff: \n1) All Engineering officials shall report to the senior most Officer at site or take charge \nif he happens to be the senior most. The staff who are not on duty or travelling by \ntrain shall assist in rescue and relief operations. \n2) Render assistance to give medical relief / treatment to injured passengers. Make \navailable all transport facilities to the injured passengers and assist in rescue of \ntrapped passengers. \n3) Arrange divers with diving equipment for under water rescue. \nEngineering \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "35 \n \n4) Safeguard and preserve clues till Police or RPF personnel arrive at site and take \ncharge. Collect evidence in the form of track readings and rolling stock \nmeasurements. \n5) Ensure water supply at adjoining stations and arrange for supply at accident site. \n6) Cutting equipment available with the Section Engin eers (P.Way) and Section \nEngineer (Bridges) and workshops to be moved to the site for supplementing the \nones available in the B.D. special. \n7) Assist other departments in establishing communications and power supply at site, \nincluding hiring of Diesel genera tor sets for augmenting the power supply \narrangements. \n8) Assist in transshipment of passengers and their luggage. \n9) Provide tents and other temporary shelter at site for protection against elements of \nweather. \n10) Ensure track is restored for traffic at the earliest. \n \n \nN) Senior Divisional Signal and Telecommunication Engineer: \n1) Proceed to site of accident. Make arrangements for installing, Mobile/Railway/ \nBSNL/ Satellite phones at site in sufficient numbers so that communication from \nsite to control o ffice/divisional office/Zonal office/ other stations, out side agencies \ntakes place smoothly and without delay. \n2) Establish communication between the site and Divisional Head Quarters Office. \n3) Ensure that a detailed record is made of all evidence bea ring on the accident so \nfar as S&T and interlocking are concerned. \n4) Preserve clues and seal the relevant equipment if required. \n5) Restore the signaling and interlocking for normal working without delay. \nO) Signal and Telecommunication Staff: \n1) Proceed to site by quickest means available. \n2) Ensure portable telephone / emergency telephone set is provided at site. \n3) Wherever feasible, wireless sets to be installed at accident site for communication \nwith Divisional Headquarters and if possible with Railway Headquarters. Walkie-\ntalkie sets / Megaphones / loud hailers to be deployed as necessary. \n4) DOT/BSNL telephone with STD facility to be arranged at the temporary enquiry \noffices opened at site and nearest location wherever possible. \n5) Render such assistance a s required by Guard in attending to the accident victims \nand stranded passengers. \n6) Seal Block instruments, Relay rooms and note positions of levers, knob, slides \nindications etc., as the case may. \n7) Arrange for early restoration of signa ling and telecom equ ipment as soon as such \nrestoration is permitted. \nSignal and Telecommunication \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "36 \n \n \n \nP) Senior Divisional Security Commissioner (Sr.DSC) / RPF: On receipt of information \nabout serious accident, Sr.DSC will take following actions - \n1) Post adequate number of RPF at site of accident and at any other place where \nassistance from his department may be required. \n2) Proceed to site by quickest available means. \n3) Liaise with the local police at site. \n4) Coordination with state fire dep artment in case of fire accidents and arrangements \nfor collection samples by FSL. \n5) Ensure security of passengers belongings, parcels, damaged goods, parcel van \netc. \n \n \nQ) Divisional Railway Manager - In the event of a serious accident, the Divisional Railway \nManager shall – \na) depute an officer to the si te of the accident to assume overall charge, unless he \nhimself proceeds to the site of the accident; \nb) ensure that assistance is rendered by each Branch of his Division promptly and \nefficiently in rescue and relief, transshipment of traffic if required, and for removal of \nobstruction at the earliest; allot specific duties to the individual Officers for dealing with \nthe accident ; \nc) keep a close touch with the Officer -in-charge at the site of accident and Officer -in-\ncharge at the Control office and see t hat all assistance is provides and properly \nutilised in rescue and relief and for removal of the obstruction ; \nd) Ensure that Telephonic and / or Telegraphic advice of the accident is sent to the \nconcerned officials; \ne) Arrange a preliminary enquiry in c ases where immediate investigation of certain \nmatters is considered necessary even though the enquiry may be conducted later by \nthe Commissioner of Railway Safety etc. \nf) Proceed to the site of the accident as and when required under extent instructions. \ng) He will brief the Media himself or authorize PRO for briefing. \n \n \n \nR) Principal Chief Operations Manager – He will monitor the rescue and relief operation , \nregulation of the trains, diversion of trains, starting new trains for transshipping the \nstranded passengers, movement of cranes/ART/ARME etc. He will also guide the \nDivisional Officers for restoration and regulation of traffic. \n \nDivisional Railway Manager \nSecurity \nPrincipal Chief Operations Manager \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "37 \n \n \n \nS) Principal Chief Commercial Manager – He will monitor the rescue and relief operation , \nex-gratia payment to t he kith and kins of accident victims, arrangement for transshipment \nof stranded passengers, catering arrangement at the site, co -ordinating with the Civil \nauthorities for treatment of injured passengers etc. He will also guide the Divisional \nCommercial Officers to handle the serious accident efficiently. \n \n \nT) General Manager – He will monitor the rescue and relief operation , ex-gratia payments, \nmovement of ART/ARME, movement of special trains for stranded passengers, \nestablishment and functioning of Cont rol room at site/ Divisional Office to disseminate \ncorrect information about the accident to the general public. He will also update CRB & \nCEO, Railway Board regarding handling of serious accident. He will brief the Media himself \nor authorize CPRO for briefing. \n \n \nU) Members of Railway Board – They will monitor and guide the Zonal Railway Officers of \ntheir respective departments in the efficient handling of serious accident. They may also \nvisit the accident site, if required to supervise the relief and rescue operation. \n \n \nV) Chairman & CEO Railway Board – He will brief the Hon’ble MR about the accident, relief \nand rescue operation, payment of ex -gratia etc. He may visit site, if required to supervise \nthe relief and rescue operation. He will brief the Media himself or authorize ADG/PR for \nbriefing. \n \n \nW) Hon’ble Minister of State for Railways (MOSR ) – Hon’ble MOSR will monitor the relief \nand rescue operation at the site and also apprise Hon’ble MR. He may also announce any \nspecial items of relief, enh anced ex-gratia etc. as approved by Hon’ble MR. He may also \nvisit the accident site, if required to assess adequacy of relief and rescue operation. \n \nPrincipal Chief Commercial Manager \nGeneral Manager \nMembers of Railway Board \nChairman & CEO Railway Board \nHon’ble Minister of State for Railways (MOSR) \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Accident Protocol or Manual (Indian Railways).pdf", + "document_name": "Accident Protocol or Manual (Indian Railways).pdf", + "document_path": "core_docs/Accident Protocol or Manual (Indian Railways).pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 2, + "authority": "Indian Railways", + "description": "Official accident handling and investigation procedures", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "38 \n \n \n \nX) Hon’ble Minister of Railways (MR ) – Hon’ble MR will monitor the relief and rescue \noperation at the site and also apprise PMO, MHA and other Ministries if required. He will \nalso make a statement in the parliament, if required. He may brief Media or authorize CRB \n& CEO or ADG/PR for briefing. He may also announce any special items of relief, \nenhanced ex-gratia etc. He may also visit the accident site, if required to assess adequacy \nof relief and rescue operation. \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \nIndian Railways is heading towards achieving \n“The Mission Zero Accident”. \n \n \nHon’ble Minister of Railways (MR) \nFile No.2021/Safety(A&R)/26/5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "EASTERN RAILWAY \n \n \n \n \n \n \n \n \n \n \n \n \n \nBlock Working Manual \n(Reprinted 2019) \n \n \nCorrection Slip up to No. 6 \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \nEastern Railway \nKolkata \n2019", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "CONTENTS \nCHAPTER PAGE \nI. \n \n– Preliminary . . . . . . . . . . 1 – 3 \nII. \n \n– Double Line Electrical Block Instruments – Description and \nMethod of Operating. \n4 – 10 \nIII. \n \n– Rules and Regulation for Double Line Working . . . . 11 – 63 \nIV. \n \n– Single Line Electrical Block Instruments-Description and \nMethod of Operating. \n64 – 70 \nV. \n \n– Rules and Regulations for Single Line Working by means of \nElectrical Block Instruments \n71 – 84 \nVI. \n \n– Rules and regulation for working of train during total \ninterruption of communication on single line. \n85 – 90 \nVII. \n \n– Rules for Working Trains on the Single Line in the event of \nTotal Interruption of Communication. \n91 – 99 \nVIII. \n \n– Rules for working of trains on the Single line by means of \nTokenless Block Instrument, Handle Type and Push Button \nType. \n100 – 145 \nAPPENDIX-A \n \n– Rules for the use and working of V.H.F. Sets 146 – 150 \nAPPENDIX-B \n \n– Specimen of the forms used in connection with Train \nWorking. \n \nINDEX \n \n– \n151 – 190 \n191 – 195", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "Register of Addenda and Corrigenda issued subsequent to the \nPublication of this book \n \nCorrection Slip \nNo. Date of \nissue \nDate of \nreceipt \nDate of \nposting \nPage \nNo. \nRule \nNo. \nSignature \nof \nInspecting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "Register of Addenda and Corrigenda issued subsequent to the \nPublication of this book \n \nCorrection Slip \nNo. Date of \nissue \nDate of \nreceipt \nDate of \nposting \nPage \nNo. \nRule \nNo. \nSignature \nof \nInspecting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "Register of Addenda and Corrigenda issued subsequent to the \nPublication of this book \n \nCorrection Slip \nNo. Date of \nissue \nDate of \nreceipt \nDate of \nposting \nPage \nNo. \nRule \nNo. \nSignature \nof \nInspecting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "CHAPTER-I \n \nPRELIMINARY \n \n \n1.01. Issue of Block working Manual – This book of rules and regulations for working trains \non Single and Double Line by Electrical block Instruments on the Absolute Block System \nshall be issued to all staff responsible for train passing duties and to such other staff \nas directed by prirreipal the Ch ief Operations Manager. \n \n1.02. Study of Manual – This Manual shall be studied by the staff in conjunction with \nGeneral and Subsidiary Rules Book for which it is a companion volume. Nothing in \nthis volume will modify or supersede provisions of General and Subsidiary Rules. \n \n1.03. Addenda and Corrigenda – All alterations or corrections that may, from time to \ntime, \npasted at appropriate place in the Manual. \n \n1.04 System of working – The systems of working on different sections of Eastern Railway \nare indicated in the working Time Tables of different divisions. \n \n1.05. Object of Electrical Block Instrument – The object of governing the movement of \ntrains by Electrical Block Instruments is to provide at all times a visual indication of \nthe state of the Block sections to which they refer and to guard against two trains \nbeing admitted into a Block section at the same time. Where the trains are worked \non Absolute Block System. \n \n1.06. Fixed Hand and Fog Signals – Signalling trains by Electrical Block Instruments do not \nin any way do away with the use of Fixed, Hand or Fog signals, whenever and \nwherever such signals may be required. The use of such signals is governed by GR’s \nand SR’s from 3.09. to 3.75. \n \n1.07. Double Line Methods – \n \n(a) Method of Block working employed on Double Lines is of the type of Control \nwith block Instruments located at Block Station. \n \n(b) The method of Block Instrument control on Double Line is employed by \nInterlocking Block Instrumen \n \n(c) The Block Instrument used for the above method is of three position Lock and \nBlock Instrument. \n \n (Instruments described in paragraphs 2.02 to 2.09 of Chapter II) \n \n1.08. Block Instruments with Lock – These instruments in addition to giving visual \nindications of the state of the Block sections to which they refer are provided with \nlocking arrangement which ensure that “Line Clear” is only granted after operations \nprescribed for clearing the block section have been done by station in advance. \n \n \n1", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "1.09. Single Line Methods : \n \n(a) Where electrical Block Instruments are used the clearing of Last Stop Signal is \ncontrolled by the “train going to” indication on the Block Instrument. \n \n(b) For the method of working as per a (I) in instruments in use are : \n \n(1) Block Instruments with Token/Tablet and \n \n(2) Block Instruments without Token. \n \nThe method of operating each type of instruments is described in Chapter \nIV & VIII. \n \n1.10. Station Master – ‘Station Master’, means the person on duty who is for the time \nperson who is for the time being in dependent charge of the working signals and \nresponsible for the working of train under the system working in force and duly \nappointed and authorized by the Railway administration in this regard. \n \n1.11. Use of Instruments – Block Instruments shall be operated only by the Station Master \n GR-1.02 (53) and shall be used exclusively for the purpose of \nsignalling trains strictly in accordance with the rules and regulation laid down. Every \ntrain in its progress from the Block station to another shall be signalled on the Block \nInstruments. \n \n1.12. Instruction of Staff – Instruments in actual use for train working shall on no account \nbe used for the purpose of educating or instructing the staff. \n \n1.13. : \n \ni) No person should be permitted to operate a Block Instrument unless he has \nsatisfactorily passed the prescribed examination and holds a duly authorized \ncompetency to the staff concerned undergoing training after the Initial, \nPromotional and Refresher Course. \n \nWhere, however, for any reason staff are not sent for Refresher Course within \nPrincipal, Zonal Railway Institute Centre may be extended locally for a period of one \nyear only after jointly re-examining the staff by TI(M) / Station Manager and \nSection Engineer (Signal) concerned. After extension of the validity has been \nbe co\nor an Asstt. Operations Manager duly authorized on this behalf. \n \nii) The TI(M) / Station Manager and Section Engineer (Signal) must also have \nE / DSTE / Principal, Zonal Railway Training \nInstitute for Block competency for the purpose of discharging their duty under \nRule 1.13(i). \n \n \n2\nPrincipal/Zonal Railway Training Institute shall issue the necessary certificate of Block", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "1.14. Working of Block Instruments – Block Instruments shall be worked steadily and \ndeliberately. The Bell plunger shall be pressed in to the extent with slight pause \nbetween each stroke, otherwise the signals on the bells will be indistinct or lost. \n \n1.15. Extra care during repairs to line wires – When the Station Master on duty has been \nadvised by the person in charge of a Telecommunication Department working \nparty that they intend to work at the station or in a Block section, he shall advise the \nStation Master at the other end of the Block section concerned and both Station \nMasters shall work with extra care and vigilance until advised that the working party \nhave completed their task. Whichever Station Master receives the latter advice \nshall be responsible for informing the Station Master at the other end of the Block \nSection. \n \n1.16. Admittance into cabins – The admittance of unauthorized persons into cabins \n(whether railway servants or otherwise) is strictly prohibited. No railway servant shall \nenter any Cabin except when required to do so in connection with his regular \n \n \n1.17. Stations – Station means any pla\nor at which an authority to proceed is given under the system of working. \n3", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "CHAPTER II \nDOUBLE LINE ELECTRICAL BLOCK INSTRUMENTS – DESCRIPTION AND \nMETHOD OF OPERATION \n2.01. Type of Instruments – Double Line Block Instruments in use on Eastern Railway are of \nthree position Lock & Block type. \n2.02. Description of Instruments – The various parts of the Block Instruments, as marked in \nthe Diagram below and their functions are described below :- \n \n \n \nFrom the illustration it will be seen that the instrument is provided with :- \n(a) Two needles, an upper and a lower indicating ‘Train on Line’ ‘Line Closed’ \nand ‘Line Clear’ on segments coloured red, white and green respectively. \n(b) A Commutator \n(c) A Bell Plunger \n(d) A Block Bell \n2.03 Needle indications – The needle indications are :- \n(i) Line Closed (needle vertical, on white segment) \n(ii) \n(iii) \n4", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "The “Line Closed’’ indication is that shown when there is no train in the Block \nSection and “Permission” has not been given for any train to enter it. \n The “Line Clear” indication is that shown when permission has been given or \nreceived for a train to enter the Block section. \n The “Train on Line” indication is that shown when the Block section is occupied by a \ntrain. \n2.04. The Upper Needle – The indications of this needle refer to trains leaving the station \nand give a visual indication of the condition of the Block section in advance. It is \nelectrically controlled by the Station Master at the Block station immediately in \nadvance and its indication can only be altered by him. The indications of the upper \nneedle corresponds with those of the lower needle of the corresponding instrument \nat the station in advance. \n2.05. The Lower Needle – The indications of this needle refer to trains approaching a \nstation and give a visual indication of the condition of the Block section in rear. It is \nworked entirely by the Station Master of the station at which the instrument is \nlocated. The indications of the lower needle correspond with those of the upper \nneedle of the corresponding instrument at the station in rear. \n2.06. Relation of the needle indications to Block sections – Two Block Instruments are \nprovided at each station, the Up instrument for signalling trains to and from the next \nBlock section in the Up direction and the Down instrument for trains to and from the \nnext Block section in the Down direction. The lower needles indicate the condition \nof the Block sections for trains approaching from either direction and the upper \nneedles the condition of the Block sections for trains proceeding from the station in \neither direction. \n \n \n \n \n \n5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "2.07. The Commutator – The turning of the Commutator operates the lower needle of the \nthe cabin immediately in rear. \n (a) The Commutator (like the needles) has three positions – \n(i) Normal position : when the lower needle of the Block Instrument \nindicates “Line Closed” and the pointer on the face of the Commutator \nin vertical (Segment-white). \n(ii) Line Clear position : when the lower needle of the Block Instrument \npoints to “Line Clear” and the pointer on the face of the Commutator is \nected to the right (Segment-Green). \n(iii) Train on Line position : when the lower needle of the Block Instrument \nindicates “Train on Line” and the pointer on the face of the \n-Red). \n(b) The Commutator is locked in the “Train on Line” position only if the “Line Clear” \nindication has been previously given. \n It remains locked until the train clearing the station operates a treadle or a \ntrack circuit or an Axle Counter and the reception/last stop signal has been \nplaced to “On”. \n If, however, the Commutator is turned direct from its normal (Line Closed) \nposition to “Train on Line” it does not become locked. \n(c) The commutator shall be turned immediately the Bell Code (GR-14.05) has \nbeen signalled and before releasing the Bell Plunger. The Bell Code shall \nalways be given before turning the Commutator. \n2.08. The Bell Plunger – The plunger is placed in the centre of the Commutator and when \ndepressed gives one beat on the bell of the corresponding instrument at the other \nend of the Block section. The Bell Plunger shall only be employed for signalling trains \non the prescribed Code of Bell signals. \n2.09. Block Bells – These bells are provided to give an audible signal by means of the \nprescribed Code of Bell signals. (GR-14.05)) \n2.10. Method of governing the movement of trains from Block station to Block station. – In \nthe case of each train, after the “Call Attention” beat has been given and \nacknowledged by station in advance, before any other operation on Token or \nBlock Instrument is made, the names of stations working together shall be \nexchanged on the telephone, as an assurance that the correct stations are in \ncommunication. \n \n \n \n \n6", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "The following is the sequence of operations for signalling train at either A, B or C \nclass stations – \n Taking three stations X, Y and Z and a train travelling from X to Z and proceeding on \nits journey the Block sections being clear and the Block Instruments showing “Line \nClosed”, then – \nStation X Station Y Station Z \n(1) Sends “Attention Signal” \nto Y (one stroke/beat). \n(2) Acknowledges \n“Attention Signal” to X \n(one stroke / beat). \n \n \n(3) Attends telephone. (4) Attends telephone. \n \n \n(5) Gives name of station on \ntelephone. \n(6) Gives name of station \non telephone. \n \n(7) Asks Line Clear for the \ntrain on telephone giving \nthe number and \ndescription of the train \nwith the Private Numbers. \nNote :- Exchange of Private \nNumbers while seeking \nand granting Line Clear \nshould not be adopted in \ncase of suburban and \nquadruple line sections. \n(8) Gives Line Clear on \ntelephone repeating \nthe number and \ndescription of the train \nsupported by a Private \nNumbers. \n \n(9) Sends “Attention Signal” \nto Y. \n(10) Acknowledges \n“Attention Signal” to X. \n \n(11) Sends “Is Line Clear” \nsignal to Y according to \nthe description beat \nprescribed in the bell \ncode (Two beats). \n \n (12) Acknowledges “Is Line \nClear” signal by an \nexact repetition and on \nthe last beat of the \nsignal turns the \ncommutator of its Block \nInstrument to the right \nindicating “Line Clear” \n(Two beats). \n \n \n \n \n \n \n7", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "Station X Station Y Station Z \n(13) Immediately after receipt \nof the last beat of \nacknowledgement and \non seeing that the upper \nneedle of its instrument \nnow points to “Line Clear” \ntakes off departure signal \nfor the train. \n \n(14) Sends “Attention Signal” \nto Y after departure of the \ntrain. \n(15) A c k n o w l e d g e s \n“Attention Signal” to X. \n \n(16) Sends “Train entering \nsection” signal to Y. (Three \nbeats). \n(17) Acknowledges “Train \nentering section” signal \nby an exact repetition \nand on the last beat of \nthe signal turns the \ncommutator of the \nBlock Instrument to the \nleft (Three beats). \n \n(18) Returns the departure \nsignals to “ON” after the \ntrain has passed the last \nstop signal. \n(19) Sends “Attention \nSignal” to Z. \n(20) Acknowledges \n“Attention Signal” to Y. \n (21) Attends telephone. (22) Attends telephone. \n (23) Gives name of station \non telephone. \n(24) Gives name of station \non telephone. \n (25) Asks line clear for the \ntrain on telephone \ngiving the number and \ndescription of the train \nwith the Private \nNumbers. \n \nNote:- Exchange of Private \nNumbers while seeking \nand granting Line Clear \nshould not be adopted \nin case of suburban \nand quadruple line \nsections. \n \n(26) Gives Line Clear on \ntelephone repeating \nthe number and \ndescription of the train \nsupported by a Private \nNumbers. \n \n \n \n \n8", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "Station X Station Y Station Z \n (27) Sends “Attention Signal” \nto Z. \n(28) A c k n o w l e d g e s \n“Attention Signal” to Y. \n (29) Sends “Is Line Clear” \nsignal to Z according to \nthe description beat \nprescribed in the bell \ncode. \n(30) Acknowledges “Is Line \nClear” signal by an \nexact repetition and on \nthe last beat of the \nsignal turns the \ncommutator of its Block \nInstrument to the right \nindicating “Line Clear” \n(two beats). \n (31) Immediately after receipt \nof the last beat of \nacknowledgement and \non seeing that the upper \nneedle of its instrument \nnow points to “Line \nClear” takes off \ndeparture signals for the \ntrain. \n \n (32) Sends “Attention Signal” \nto Z after departure of \nthe train. \n(33) A c k n o w l e d g e s \n“Attention Signal” to Y. \n (34) Sends “Train entering \nsection” signal to Z. \n(35) Acknowledges “Train \nEntering Section” signal \nby an exact repetition \nand on the last beat of \nthe signal turns the \ncommutator of its Block \nInstrument to the left. \n (36) Returns the departure \nsignals to “ON” after the \ntrain has passed the last \nstop signal. \n \n (37) On the train clearing the \nrear block section, sends \n“Attention signal” to X. \n \n(38) A c k n o w l e d g e s \n“Attention Signal” to Y. \n(39) Sends “Train out of \nsection” (Four beats) \nsignal to X and on the \nlast beat of the signal \nturns the commutator of \nits Block Instrument to \nnormal “Line Closed”. \n \n9", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "Station X Station Y Station Z \n(40) Acknowledges “Train out of \nsection” signal to Y by an \nexact repetition (Four beats). \n \n \n(41) Returns the departure \nsignals to “ON” after the \ntrain has passed the last \nstop signal. \n \n(42) On the train clearing the \nrear block section, \nsends “Attention signal” \nto Y. \n \n(43)A c k n o w l e d g e s \n“Attention Signal” to Z. \n \n \n(44) Sends “Train out of \nsection” signal to Y and \non the last beat of the \nsignal turns the \ncommutator of its Block \nInstrument to normal \n“Line Closed” position. \n \n(45)Acknowledges “Train out \nof section” signal to Z by \nan exact repetition. \n \n \n \n \n \n \n \n \n \n \n10", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "CHAPTER III \n \nRULES AND REGULATIONS FOR DOUBLE LINE WORKING \n \nI – General \n \n3.01. Code of Bell Signals – The following code of Signals shall be used for Double Line \nBlock Working and each signal shall be given slowly and distinctly. \nRef. \nNo. Indication Code How Signalled How \nAcknowledged \n1. Call Attention and/or \nAttend Telephone. \n0 One stroke or \nbeat \nOne stroke \n2. Is Line Clear or Line Clear \nEnquiry. \n00 Two Two \n3. Train Entering Section. 000 Three Three \n4. (a) Train out of section. \n(b) Obstruction removed. \n \n0000 \n \nFour \n \nFour \n5. (a) Cancel Last Signal. \n(b) Signal given in error. \n \n00000 \n \nFive \n \nFive \n6. (a) Obstruction Danger \nSignal (General). \n(b) Stop and Examine Train. \n(c) Train passed without Tail \nLamp or Tail Board. \n(d) Train divided. \n(e) Vehicles running \naway on the Block Section. \n(f) Vehicles running \naway on right line. \n000000 \n \n 000000-0 \n000000-00\n \n \n \n000000-000 \n 000000-0000\n \n000000-00000\n \n \nSix \n \nSix pause one \nSix pause two \n \npause Six three \nSix \n \n Six pause one \n Six pause two \n \nSix pause three \nSix pause four Six pause four \nSix pause \n \nSix pause \n7. Testing Signal 0000000000000000 Sixteen Sixteen \n \n \n11", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "3.02. Acknowledgement of Signals – \n(a) Each signal received shall be acknowledged by sending the authorized beats \nin acknowledgement. \n(b) No signal shall be acknowledged until it is understood. \n(c) Transmission of a signal shall not be deemed to be completed until it is \nacknowledged. \n(d) Should the station to which a signal is sent fails to reply, the signal shall be \nrepeated at intervals of not less than 20 seconds until the reply is received. \nmeans of communication should be resorted. \n3.03. Method for use of Bell Codes – \n(1) “Call Attention” \n(a) This signal shall be sent and acknowledged before sending any other \nsignal. \n(b) The “Call Attention” signal is not required to proceed the “Train Entering \nSection” Signal (three beats) \n “Obstruction Danger” signal is six beats on double line. As soon as a Station \nMaster receives this signal he will take action as per Sub-paragraphs 6(a) and \n(b) of rule 3.3 of the BWM. This signal will be acknowledged by giving six beats. \nThe Station Master receiving the “Obstruction Danger” signal shall \nacknowledge it by an exact repetition provided he succeeds in stopping the \ntrain. \n(2) “Is Line Clear” or “Line Clear Inquiry” – This signal denotes that permission of \ndespatch a train is required and shall not be sent until and unless the “Train \nOut of Section” signal has been received for the preceding train and the “LINE \nCLOSED” indication has appeared on the Block Instrument. Should the station \nin advance not be in a position to accept the train he shall answer the “Is Line \nClear” inquiry by following method prescribed for refusing line clear. \n(i) Under normal condition, when Line Clear cannot be granted for want \nof accommodation at the station from which Line Clear is being asked, \nrefusal shall be communicated by stating the fact on block telephone \nand by giving Bell Code. \n(ii) When due to some obstruction, it becomes not possible to grant line \nclear by the station from which it is asked refusal shall be \ncommunicated by giving “Obstruction Danger” signal (six beats) \nwithout turning the commutator of the Block instrument to “Train On \nLine” position. \n \n \n12", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "(3) “Train Entering Section” – This signal shall be sent to the Block Station in \nadvance as soon as the train has passed the Last Stop signal. \nNote : In cases, where, due to any reason, there is delay in conveying the “Train \nEntering Section” signal by beats on Block Instruments or acknowledgement, \nthereof, the time of the train, entering the section should also be repeated on \nthe block telephone and an entry made to this effect in the “Remarks” \ncolumn of the “Train Signal Register”. \n(4) “Train Out of Section Signal” – This signal is sent when the train has arrived \ncomplete and when the conditions under which line clear may be given as \nper GR 8.02, 8.03 & 8.04 have been complied with. \n (5) “Cancel Last Signal” or “Signal given in error” – ve beats) shall \nbe sent when it is required to cancel the previous signal. Private Numbers shall \nbe exchanged in each case when this signal is given and the circumstances \nthat necessitated the cancellation of the signal as well as the Private Numbers \nshall be recorded in the “Train Signal Register”. \n (6) (a) “Obstruction Danger” – This signal is sent when it is necessary in \nconsequence of any obstruction or other cause to refuse “Line Clear” \nor to stop an approaching train at the Block station in rear. \n The procedure to be followed in each case is as described below :- \nI. When refusing “Line Clear” this signal shall be sent without turning the needle \nto “Train On Line”. The fact that “Line Clear” was asked and refused, shall be \nrecorded in the Train Signal Registers at both stations together with a remark \nas to the circumstances. \n II. When it is required to stop an approaching train at the Block station in rear for \nwhich “Line Clear” has already been given - \n(i) The Station Master who requires the train to be stopped at the station in \nrear shall immediately place all signals at his station pertaining to the \nline on which the train is approaching in the “ON” position or keep \nthem in that position if they have not been taken “OFF”. He shall then \ngive the “Obstruction Danger” signal and turn the commutator of his \nBlock Instrument to indicate “Train on Line” (obstruction). \n(ii) The Station Master of the Block Station receiving the “Obstruction \nDanger” signal shall put all signals to the “ON” position and employ \nevery other means available to stop the train after which he shall \nacknowledge the signal. \n(III) Should he not succeed in stopping the train he shall, instead of \nacknowledging the signal, at once send the “Train Entering Section” \nsignal in reply and advise the station ahead by telephone. \n13", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "(iv) Should he succeed in stopping the train, he shall at once acknowledge \nit and advise the Station Master who sent the “Obstruction Danger” \n signal by telephone. On no account shall the train be allowed to \n proceed until the “Obstruction Removed” signal has been received \n (four beats). \n \n(v) On being advised that the train has been stopped at the Block station \nin rear, the Station Master who sent the “Obstruction Danger” signal, \nremoved and has received information about track being clear and \nsafe from eering department, send the \n“Obstruction Removed” signal, and \n \n(A) At stations where the Block Instruments and signals are locked, follow \nthe procedure laid down in the case of treadle failure. \n \n (B) At other stations, turn the Commutator to “Line Closed” and follow the \n procedure laid down for passing trains. \n \n (C) When it is required to stop an approaching train at the Block station in \n rear, for which “Line Clear” has not been given – \n \nThe Station Master sending the “Obstruction Danger” signal shall turn the \nCommutator of his Block Instrument to “Train on Line” and shall on no account \nobstruction has been removed and has given the “Obstruction Removed” \nsignal. \n (6) (b) Stop and examine train – \n (i) This signal is sent to the Block station in advance when anything \n unusual is observed on a train passing a station, such as – \n・ Signals of alarm by a Passenger, \n・ Goods falling off from an open wagon, \n・ \n・ Hot axle-box, \n・ A carriage door opening outwards, \n・ A goods wagon door open and not fastened or secured, \n・ Steel consignments loaded in unsafe condition, or \n・ Any other dangerous condition likely to foul or obstruct the railway line \n or lines. \n (ii) Station Masters and their staff shall observe the condition of vehicles \non trains passing their stations. In the event of any defect or irregularity \nas referred to in sub-paragraph (I) above, being detected, \nimmediately steps shall be taken to stop the train by showing danger \nsignals. If the train cannot be stopped, the Station Master shall at once \nsend “Stop and Examine Train” signal (000000-0) Six pause one to the \nStation Master of the Block station in advance and advise him by \ntelephone why the signal was sent, under exchange of Private \nNumbers. \n14", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "(iii) The Station Master sending the signal shall, if he considers it \nadvisable, stop a train coming in the opposite direction, with a view to \nascertaining whether, any injury to a passenger or damage to the train \nhas been caused by the train for which the signal was sent. \n (iv) The Station Master receiving the signal shall acknowledge it \nimmediately and ascertain if the Station Master giving the message \nconsiders that the adjacent line or lines is/are likely to be fouled. In \ncase the fouling of adjacent line/lines is/are considered likely, the \nStation Master receiving the message shall use all available means to \nstop the train in question and also any train proceeding by adjacent \nlines likely to be fouled. Till such time as the affected train which was \nlikely to foul the adjacent line or lines, arrives complete at the station \nwhere the message was received by the Station Masters at either end \nof the block section, shall not allow any train by such adjacent line(s) in \neither direction. When the affected train has been stopped, it shall be \ncarefully examined and dealt with as occasion may require. \n(v) If, after examination of the train the reason for the signal is not \napparent or there is a likelihood of a passenger having fallen down or \nsome goods or materials having fouled or obstructed the railway lines, \ntrains may be permitted to enter the section by the same or adjacent \nlines after advising the Loco Pilot of the circumstances and warning \nthem through a Caution Order to proceed at a speed not exceeding \n15 Kmph to the next Block station and to keep a sharp look-out for any \npossible obstruction, Issuing of Caution Order shall be discontinued \nonly when it has been ascertained that the concerned block sections \nare free from obstructions. \n(vi) If, however, the Station Master sending the signal notices, signals of \nalarm by a passenger in the passing train or goods falling off an open \nwagon or any other dangerous condition likely to have fouled or \nobstructed the railway line or lines of the section in rear also he shall, \nafter taking action as per sub-paragraph (ii) above, use all means \navailable to stop trains, if any, proceeding in the opposite direction \ntoward the Block Station in rear by adjacent lines and send \nimmediately “Obstruction Danger” signal to the Station Master of the \nBlock station in rear to stop trains. If, any approaching train in the same \ndirection either by the same line or adjacent lines. He shall then advise \nhim by telephone why the signal was sent, under exchange of Private \nNumbers. Thereafter, trains may be permitted to enter the section by \nthe same or adjacent lines after advising the Loco Pilot of the \ncircumstances and warning them through a Caution Order in \naccordance with the procedure as mentioned in Sub-paragraph (v) \nabove. \n(6) (c) Train passed without Tail-lamp or Tail-board” – This signal shall be sent to \nthe Block station in advance should a train pass without a Tail-lamp \nwhich must be burning by night. The “Train out of Section” signal shall \nnot be sent to the Block Station in rear, until advice has been received \nfrom the station in advance, that the train is complete. \n \n15", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "(i) If after sending the signal the Station Master has reason to believe \nthat a portion of the train is missing he shall immediately put or keep all \nUp and Down signals in the “ON” position. He shall use all means \nLoco Pilot of which shall be given a Caution Order containing \ninstructions to keep a sharp look out for an obstruction on either line. \n (ii) When the train has been stopped, the Station Master shall satisfy \nhimself whether it is completed or not and shall advise the Station \nMaster in rear accordingly. If the train is found to be complete and \nconditions under which “Train Out of Section” signal can be given, are \nprevailing. He shall signal “Train Out of Section”. Before allowing the \ntrain to proceed he shall see that the last vehicle is indicated in one of \nthe following ways prescribed in General Rule 4.16. \n \nBy night as well as in thick foggy or tempestuous weather during day a \ntail lamp or hand signal lamp showing red. \n \n(iii) If the train is found to be incomplete, the “Train out of Section” \nsignal shall be withheld. Normal working shall not be resumed until \nck Sections \nconcerned are clear. \n \n(iv) Should the signal be received too late to stop the train the signal \nshall be forwarded immediately to the Block station ahead. \n \n (6) (d) “Train Divided” – This signal (six pause three) is sent to the station in \nadvance in case a train is seen to be running through a station in two \nor more parts. \n \n(i) The Station Master receiving the signal shall after acknowledging it \nturn the commutator of his Block Instrument to “Train on Line” and take \nhas been stopped and the Station Master is \nshall follow the procedure laid down in Subsidiary Rule 6.03. \n \n (ii) When the remainder of the train has been brought into the station \nahead and \nof the train \nportion and the “Train out of section” (four beats-0000) signal given to \nthe Block Station in rear, provided the conditions under which line clear \nmay be given, have been complied with. \n (iii) This signal shall also be sent to the station in advance should a train \nbecome divided when starting from a Block station and the Loco Pilot \n \n \n \n16\nstationary", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "(6) (e) “Vehicles running away on wrong line” – This signal (000000-0000) six \npause four shall be sent when a train, portion of a train or a vehicle be \nproceeding on a wrong line. The Station Master sending the signal shall \nimmediately put all his signals in the “ON” position and shall issue a \nCaution Order to the Loco Pilot \ndirection (on the right line) mentioning the circumstances and \ninstructing him to proceed cautiously. \n (i) The Station Master receiving the signal shall immediately endeavour \nto stop the runaway vehicles by diverting them into a siding. Where no \nsiding is available or where this course would result in a serious \naccident, he shall cross the vehicles over to the right line, provided the \nBlock Section on that line is clear. \n (ii) Station Master receiving the signal should also transmit the same to \nthe station in advance. He should also take action for stopping the \nrunaway vehicle. \n (iii) Should there be a train travelling towards the runaway vehicles on \nthe same line all available measures shall be taken to stop the train. \n(6) (f) “Vehicles running away on right time” – This signal (000000-00000) six \naway on the right line or when a train has entered a Block Section \nwithout authority. The Station Master sending the signal shall keep all \nsignals in the “ON” position and use all measures available to stop any \ntrain entering the Block Sections between the Block Stations concerned \nwhether on the line occupied by the runaway vehicles or on any other \nline in the occupied Block Section. \n (i) The Station Master receiving this signal shall also put or keep all \nsignals in the “ON” position. Should the section which the runaway \nvehicles have entered, be already occupied by a train on the same \nline, the signals taken off shall be kept “OFF” until the train has passed \nthem. The Station Master shall also use every means available to stop \nany train following the runaway vehicles or proceeding in the opposite \ndirection. \n (ii) If the signal is received too late to take the action mentioned in the \npreceding clause the Station Master shall repeat it to the next station \ntowards which the runaway vehicles are proceeding and should also \ntake action for stopping the runaway vehicle. \n(7) “Testing Signal” – This signal is used by the Block Maintenance Staff to \nascertain whether the Block Instruments etc. are in order and if shall be \npromptly repeated by Station Masters. \n(8) The Lock and Block instrument should be treated as defective and its working \nshould be suspended under any of the following conditions – \n(i) The Last Stop Signal is not restored to ‘ON’ position automatically by the \npassage of the train. \n17", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "(ii) If it is found possible to take off the last Stop Signal without obtaining the \n“Line Clear” indication on the instrument. \n(iii) If the Block Instrument Commutator could be turned from ‘TOL’ to ‘Line \nClear’ position without the arrival of the train. \n(iv) When the Block Instrument shows erratic movements of the indicators or is \ndefective in any other way. \n3.04. Failure of Electrical Block and Speaking Instruments. – In the event of failure of the \nBlock and Speaking Instruments trains shall be signalled in accordance with rules laid \ndown below - \n(a) Should the Block Instrument fail – The block Bell shall only be used for sending \nthe “Call Attention” signal. All signals in connection with the passing of a train \nshall be given by telephone. The “Line Clear Advice” obtained on phone or \nby any other me an exchange \nof Private Numbers. \n(b) Should the Block Bell fail - The Block Instruments shall be put out of use and \nthe Station Master shall inform the Controller who will advise the station \nconcerned to attend the telephone and trains shall be passed as prescribed \nin paragraph (a). \n(c) Should the Direct telephone communication also fail – \n(i) Should the direct telephone communication also fail all messages for \npassing trains shall be transmitted through Control telephone and Line Clear \nwill be obtained and given through Control phone after exchange of Private \nNumbers. \n (ii) The Station Master asking Line Clear from the Station Master at the other \nend of the Block Section will indicate the departure time from this station of \nthe last two preceding trains, Similarly, the Station Master who will grant Line \nClear, shall give to the Station Mater asking Line Clear, the arrival time at his \nstation of the last two preceding trains. \n(iii) Thereafter, Line Clear shall be asked and given after due exchange of \nPrivate Numbers. \n(iv) Section Controller should ensure that the Station Master at either end \nshall, before asking and granting “Line Clear” repeat the arrival and \ndeparture timings of the last two preceding trains. He should also check \ncorrectness of the particulars to ensure that correct stations are contacted \nand record on his control chart the Private Numbers exchanged between the \nstations concerned. The Station Masters concerned shall, however, be \nentirely responsible for safety of trains. \n(d) Should all means of communication fail – All messages for passing trains shall \nbe transmitted through the VHF sets, if provided, and trains shall be passed as \nprescribed in paragraph (c). \nNote – VHF should also be taken as an available means of communications for train \n passing work which is detailed in Appendix – B of this Manual. \n18", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "3.05. Rules and Regulations for working of trains during total interruption of \nCommunications on double line section – \n1. In the event of total interruption of communications occurring between two \n stations on a double line section i.e. when “Line Clear” cannot be obtained by \n anyone of the following means stated in order of preference viz. \n(a) Block Instruments; Track circuits or Axle Counters; \n(b) Telephones attached to the Block Instruments; \n(c) \n(d) Fixed Telephones such as Railway Auto Phones, BSNL Phones under special \n instructions. (i.e. “Line Clear” shall be \n separately for each train as detailed in Appendix – “A” of BWM). \n(e) Control Telephone; \n(f) V.H.F. sets under special instructions, but not as sole means of communication \n on sections where Passenger trains run. \n Provided further that – \n(A) The order of preference, as mentioned above, should not be violated under any \ncircumstances. Any violation should be treated with utmost severity for taking up \nthe defaulters. \n(B) In case of failure of all other means of communication, leaving VHF as the only \nalternative, it can be used for line clear only under special instructions specifying \nthe circumstances, duration and manner in which VHF will be used till restoration \nof any one of the other means of communication. \nThe use of VHF sets for prolonged duration will be permitted only in presence of \nsupervisory staff in terms of the following instructions – \ni. In a single line station, in case of any defect in block instrument whereby \npaper line clear ticket has to be introduced, SSE/JE (S&T) should reach the \nstation immediately, within one hour of occurrence of such failure. \nii. any \nother nearby supervisory Station Master should go to the station for assisting the \nstaff there and to ensure that all rules are meticulously adhered to and \nappropriate authority for each and every train issued, taking care that there are \nno mistake. \niii. In such incidents, Section Controller should also ensure that no crossing or \nprecedence is arranged at a station where such failure is continuing. \niv. Similar precaution to be taken during introduction of single line working in \ndouble line sections. \nv. In case of failure of block instruments in double line section, similar action \nshould be taken for rectifying the failure in three hours. Section Controller should \nnot allow precedence at such stations till the Instruments are put right. \nvi. Further, in case the senior supervisors mentioned above do not reach the station \nwhere such failure occurred within the stipulated period and if there is mishap, they \nshould be held equally responsible for the same. In case, the non attendance-\n is due to orders of the Superiors, level should be held \n accountable. \nThis procedure should be introduced immediately. The speed restriction of 30 \nKmph wherever being imposed on this account should be discontinued. \n \n19\nA speed restriction of 30 kmph be imposed additionally if working train on PLC \nexceeds duration of 24 hrs. of PLC working introduction. (Authority : Rly. Board's\nLetter No. 2005/Safety (A&R) / 19/16 dated : 16/10/2007)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "(C) VHF sets can, however, be used as the only means of communication, under \n \n are running. \n(D) In all cases where line clear is obtained / granted by a means of communication \nother than Block Instrument / Track Circuit / Axle Counter or telephone attached \nto Block Instrument, the system of calling station name, followed by establishing \nidentity of the Station Master on duty by either cross checkin g by Private Numbers \nshould be prescribed. \n(E) Further, wherever Global System of Mobile Radio has been / is being provided, \n the use of VHF sets for the purpose of line clear should not be permitted. \n \n The following procedure shall be adopted for train passing. \n 2. Before any train is allowed to enter a block section in advance, it shall be brought \n to a stop and the Loco Pilot and the Guard of the train shall be advised of the \ncircumstances by the Station Master on duty. \n3. The Station Master shall give an authority for working of trains during total \n interruption of communication on double line section to the Loco Pilot of each \n train on Form T/C 602 which shall include :- \n(a) An Authority for working of trains during Total Interruption of Communication \n on Double line Section on Form T/C 602. \n \n (b) A caution order restricting the speed to 25 kilometres per hour over the \nstraight and to 10 kilometres per hour when approaching or passing any \nportion of the line where the view ahead is not clear due to curve, \n obstruction, rain, fog or any other cause. \n (c) An authority to pass the last Stop signal in the ‘On’ position. \n 4. In the event of a Loco Pilot approaching or passing any portion of the line where \n the view ahead is not clear, a railway employee with hand signals must be sent in \n advance to guide the further movement of the train. A sharp look out ahead \n should be kept and the engine whistle freely used. \n 5. No train shall be allowed to enter the block section until there is a clear interval of \n30 minutes between the train about to leave and the train which has immediately \npreceded. \n 6. Fixed signals with the exception of the Last Stop signal may be “taken off” for the \nreception and departure of trains. The First Stop signal shall, however, be “taken \noff” only after the train has been brought to a stand outside it. \n 7. A tunnel should be entered only after it has been ascertained that it is clear. If \nthere is any doubt on this point, the train should be piloted by a railway employee \nequipped with hand signals and detonators. \n 8. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a \nhand danger signal to prevent the approach of a train from the rear and to \nprotect it if necessary. \n 9. When a train stopped in the block section the Guard shall immediately exhibit a \nhand danger signal towards the rear and check up that the tail board or the tail \n20\ngiven for line clear to preceding three trains, or identification number sheet", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "light is correctly exhibited. If the stoppage is on account of accident, failure, \nobstruction or other exceptional cause and the train cannot proceed, the Loco \nPilot shall sound the prescribed code of whistle to apprise the Guard of the fact, \nwhere upon the Guard shall protect the train by placing one detonator at 250 \nmetres from the train on the way out and two detonators, 10 metres apart, at 500 \nmetres from the train, irrespective of the gauge. When a train is detained outside \nsignals and if the detention exceeds or is likely to exceed 10 minutes it shall also be \nprotected accordingly. In the absence of the Guard, the duty of protecting the \ntrain shall devolve on the Loco Pilot. \n \n 10. No train shall be backed. In exceptional circumstances when it may be \n unavoidable to back a train, the train shall be backed only after providing \n protection by placing one detonator of 250 metres and two detonators, 10 metres \n apart, at 500 metres in rear of the point up to which the train is to be backed. \n \n 11. Before entering a tunnel, the head lights, side and tail lights and other lights (where \n provided) shall also be lit. \n \n 12. When approaching the station ahead, the Loco Pilot must bring his train to a stop \n outside the first Stop signal and sound continuous whistle (or any other code \n prescribed by special instructions), if no one from the station turns up within 10 \n minutes the train shall be protected as per para 9 above and the Loco Pilot may \n send his Assistant Loco Pilot immediately thereafter, to the station or the cabin to \n inform the Station Master or Cabin man of the fact that the train is waiting at the \n signal for its admission into the station. In the absence of the Assistant Loco Pilot, \n the Guard, after protecting the train, shall give this information. \n \n 13. The Loco Pilots of all trains shall make over the “Authority for working of trains during \ntotal interruption of communication” on Double Line Section on Form T/C 602 to the \nStation Master of the station at the other end of the affected section. These shall be \nkept by the Station Master in his safe custody for inspection by the Transportation \nInspector of the section, who shall prepare a report on the working of trains and \nshall forward the same along with his report to the Divisional Railway Manager \nwithin 7 days of resumption of communications. \n \n 14. A record of all trains passed over the block section on “Authority for working of \ntrains during total interruption of communication” on Double Line Section on Form \nT/C 602 during the course of total interruption of communications, shall be \nmaintained on the Train Signal Registers at both the stations concerned. \n \n 15. Trains must continue to work on this system until any one of the means of \n communications, mentioned in rule (1) above is restored by the competent \n authority. \n \n 16. As soon as any one of the means of communications has been restored, the \n Station Master must send a message to the Station Master at the other end of the \n section on the “Message on Restoration” on T/I 602 form. \n \n 17. “Line Clear” shall not be obtained or given by means of communications restored \nuntil both the stations are satisfied that all trains and engines etc. dispatched from \ntheir stations have arrived complete at the other station. When the trains referred \nto in paragraph (16) above arrive complete at the stations, after “restoration of \ncommunication”, their No. and their arrival time will be communicated to the \nother Station Master concerned under exchange of Private Numbers. There after \nan intimation about this shall be given to Section Controller also, on \ncontrolled sections, if communication with the Section Controller has also got \n21", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "restored and normal working resumed. If however, communication with Section \nController has not got restored along with restoration communications between \ntwo stations. The Section Controller shall be advised of the position immediately on \nrestoration of communication with him. \n \n3.06. Reporting of Failures – \n \n(a) All failures of Electrical Block and Electrical Speaking Instruments or any \nElectrical Signalling Apparatus shall be reported to the following persons by \nmessage – \n \n Divisional Railway Manager; \n \n Divisional /Assistant signal and Tele-communication Engineer; \n \n SSE (S&T) or his assistant; \n \n Transportation Inspector (Movement). \n \n (b) The Station Master shall record details of all failures in the Block Failure Register \n maintained at his station. \n \n(c) When a failure has been rectified, the SSE (S&T) or his authorized\nrepresentative shall certify to that effect in the column provided in the Block \nFailure Register. \n \n3.07. Obstruction of the Block section – No obstruction of the Block Section shall be \nallowed to take place under any circumstances without the permission of the Station \nMaster controlling the section having been first obtained. \n \n3.08. Thick, foggy or tempestuous weather – Drawing of a train, waiting for an “Authority to \nProceed”, up to a Starter in an advanced position or up to an Advanced Starter is \ntotally prohibited under the following conditions: \n \n(i) In thick, foggy or tempestuous weather impairing visibility even if track circuits \nor Axle Counters indicate the presence of the train in the advanced position, \nand \n \n(ii) At night when track circuits and Axle Counter have failed to indicate the \npresence of the train in the advanced position. \n \n3.09. Train Signal Register – \n \n(a) The exact time at which all signals are sent or received and also Private \nNumbers when used shall be entered, immediately after being \nacknowledged in the Train Signal Register by the Station Master on duty. \n \n(b) The entries shall be in ink and no erasures shall be made in any circumstances. \nIf an incorrect entry is made, a line shall be drawn lightly through it and the \ncorrection made above it and initialed so that the original entry may be \nclearly seen. \n \n(c) The Train Signal Register is on no account to be taken out of the Block Cabin. \nIt shall be examined and signed daily by the Station Master. The only \nexception to this rule is when an accident has occurred under which \ncircumstances the register may be removed for safe custody by the Station \nMaster or by an Inspector after a new register has been brought into use. \n \n22", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "(d) The Train signal Register shall also be scrutinized by the Transportation \nInspector (Movement), who shall place his initials against such portions of the \nregister as he has examined. \n \n3.10. Station Masters changing duty.– \n \n(a) The Station Master who makes any entry for a train shall continue on duty until \nall the entries affecting that train are completed. By this it shall be understood \nthat the man who gives permission for the train to enter the Block Section shall \nremain on duty till the train has arrived and the “Train out of Section” signal \nhas been given and acknowledged. The man who receives permission for the \ntrain to enter the Block Section shall remain on duty till the “Train out of \nSection” signal has been received and acknowledged. \n \n(b) In the case of a train working in the Block section and in exceptional \ncircumstances like accidents engine failure, OHE failures when abnormal \ndelay to the train is apprehended sub-rule (a) need not be observed, but the \nfact shall be recorded in the remarks column of the Train Signal Register by \nthe Station Master going off duty who shall be responsible for seeing that the \nentry is initiated by the Station Master coming on duty. \n \n(c) A line shall be drawn across the Train Signal Register whenever a Station \nMaster changes duty and the Station Master going off duty shall sign his name \nlegibly an enter the time above the line. The Station Master coming on duty \nshall sign his name below the line. \n \n3.11. Custody of keys of points. – At stations where there is no locking between the points \nand signals the keys of points which connect with a running line shall be kept in the \ncustody of the Station Master or some Railway servant appointed in this behalf and \nthe Station Master shall not give permission for a train to approach or leave unless \nhe has satisfied himself that the point connecting with the line on which the train is to \nbe received or dispatched are correctly set. \n \n \nII – “A” CLASS STATIONS \n \n3.12. Conditions under which line clear may be given – (GR 8.02). The line shall not be \nconsidered clear, and line clear shall not be given unless – \n \n(a) The whole of the last preceding train has arrived complete; \n \n(b) All signals have been put back to “on” behind the said train; \n \n(c) The line on which it is intended to receive the incoming train is clear up to the \nStarter; and \n \n(d) All points have been correctly set and all facing points have been locked for \nthe admission of the train on the said line. \n \n3.13. Obstruction when train is approaching – (GR 8.05) – When line clear has been given, \nno obstruction shall be permitted outside the Home signal, or on the line on which it is \nintended to admit the train, up to the Starter pertaining to the line on which the train \nis to be received. \n \n \n23", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "3.14. At ‘A’ Class stations on the Double line where Advanced Starters are not provided \nand except where special instructions are issued to the contrary, if “Line Clear” has \nbeen given to the station in rear when the Block section in advance is obstructed, all \nsignals shall be kept at danger and the train must be brought to a stop at the Home \nsignal, then only it shall be taken off to allow the train to draw up to the Starter. \nShould however, the Block Section in advance be cleared before the train for which \n“Line Clear” has been given has arrived at the Home Signal/Signals may be taken off \nin the usual manner. \n \n3.15. Refusing “Line Clear” – If a station receives the “Is Line Clear” signal and is not in a \nposition to accept the train, the “Is Line Clear” Signal shall be answered as per \nprocedures prescribed in sub-paragraphs (I) & (ii) of paragraph. 3.03(2). The time \nthat the “Obstruction Danger” signal is sent and received shall be entered in the \nTrain Signal Register at both stations. \n \n3.16. “Train Entering Section” – The “Train Entering Section” signal shall be sent as soon as \nthe train or a part of the train passes the last Stop signal. \n \n3.17. “Train on Line” – \n \n(a) This indication on the lock Instrument is preceded by the prescribed Bell code \nsignal of four beats and shall be sent in acknowledgement of the Train \nEntering Section signal received from the station in rear. \n \n(b) If the Station Master finds his Block Instrument still showing “Train on Line” after \nthe lapse of the full running time of the train plus five minutes he shall take \nsteps to ascertain from the Station Master in advance the cause of the delay \nin giving the “Train out of Section” signal. Failing any response from the Station \nMaster in advance the matter shall be reported immediately to the Controller. \n \n3.18. “Train out of Section” – The “Train out of section” signal shall not be sent until – \n \n(i) The train has passed the Starter or there is a line which is clear up to the \nstarter, the facing points of which have been correctly set and locked; \n \n(ii) The Station Master has satisfied himself that the whole train has arrived \ncomplete; and \n \n (iii) All signals protecting the rear of the train have been put back to “ON”. \n \n3.19. Obstruction in rear of Starter when Block section is clear – G.R. 8.06 (2) – \n \n(a) If when the Block section in rear is clear, it becomes necessary to obstruct the \nline outside the Home signal or between the Home and the Starter the line \nshall be blocked back. \n \n(b) The following is the method to be followed for blocking back – if “Line Clear” \nhas not been given for a train to approach, the Station Master of the station \nwanting to “Block Back”, shall telephone to the next station in rear as follows :- \n \n“I am blocking section back for shunting purposes. Private Numbers \n………………………………..” \n \n The Station Master receiving this advice shall acknowledge it as follows – \n \n“I note the section is to be blocked back for shunting purposes. Private \nNumbers………………………………..” \n24", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "The Station Master at the shunting station shall then turn the needle of his \nBlock Instrument to “Train On Line”. \n \nAs soon as the Block section is cleared, the station blocking back shall advise \nthe station in rear as follows – \n \n “Shunting has been completed. Block section is clear. Private Numbers \n………………………………” \n \n The Station Master in rear shall reply as follows – \n \n“I note shunting has been completed and Block Section is clear. Private \nNumbers………………………………” \n \nThe Station Master at the station blocking back shall then turn the needle of \nhis Block Instrument to “Line Closed” position. \n \n(c) The time at which each of the above mentioned messages are exchanged \nshall be entered in the Train Signal Registers at both stations separately for \neach message. \n \n3.20. Obstruction outside last Stop signal when Block Section is clear – [G. R.8.06 (3)] – If \nwhen the Block section in advance is clear, it becomes necessary to obstruct the line \noutside the last Stop signal – \n \n(a) either a shunting arm (which may for this purpose be provided on the post of \nthe last Stop signal) shall be taken off or a written permission to shunt on (Form \nT/806) be given to the Loco Pilot; and \n \n (b) the line shall be blocked forward. \n \n3.21. Blocking Forward – The following is the method of blocking forward \n \n (a) The Station Master shall telephone to the next station in advance as follows – \n \n“I am blocking section forward for shunting purposes Private Numbers \n………………………………..” \n \n The Station Master receiving this advice shall acknowledge it as follows – \n \n“I note that you are blocking section forward for shunting purposes. Private \nNumbers………………………………..” and shall then turn the needle of the \nBlock Instrument to “Train on Line” position. \n \n (b) If the section is occupied by a train proceeding to the next station shunting \nmay be performed without blocking forward, but should the section be \ncleared while shunting is still in progress the section shall be blocked forward \nas above. \n \n(c) As soon as shunting has been completed and the Block section is cleared the \nstation performing shunting shall telephone to the station in advance as \nfollows- \n \nShunting has been completed. Remove Block; \n \n Private Numbers………………………………..” \n \n The Station Master in advance shall reply as follows – \n25", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "“Block removed. Private Numbers ………………………” and shall turn the \nneedle of his Block Instrument to “Line Closed” position. \n \n(d) The times at which each of the above mentioned messages are exchanged \nshall be entered in the Train signal Registers at both stations separately for \neach message. \n \n3.22. The last stop signal is interlocked electrically with the Block Instruments and an \nelectric lock is provided inside the Block Instrument on Commutator. The operation of \nthe last stop signal and Block Instrument Commutator are described below :- \n \n(a) Control on the Last Stop Signal – \n \n(i) The last stop signal shall be so controlled that it cannot be taken “off” \nuntil the Block Station in advance is signalled “ Line Clear” on the Block \nInstrument. \n \n(ii) The lever/switch button is free and the signal can be put back to “on” \nany time. \n \n(b) Lock on the Block Instrument – The Block Instrument Commutator is locked \nwhen turned to indicate “Train On Line” after the passage of train over \ntreadle/track circuit/axle counter placed in advance of Last Stop Signal and \nthe signal goes back to “ON” position for which “Line Clear” has previously \nbeen signalled. The commutator remains locked in that position until – \n \n(i) The train has operated a treadle/track circuit/axle counter placed in \nadvance of Home Signal at receiving station. \n \n (ii) The Home Signal Lever has been put back to “Normal” position. \n \n (iii) The whole of the train has cleared the first facing point fully. \n \n3.23. Release Plungers – These are only provided at stations having back shunt dead end \nsiding. In the Station Master’s Office, there are two Release Plungers and two Bells \n(one Plunger and one Bell referring to the Up line and the other Plunger and Bell \nreferring to the Down line). Each plunger works a counter which records the number \nof times the Plunger has been operated. In the Signal cabin are located two Bells \nand two sets of press Buttons, each set consisting of two buttons one marked \n“Release” and the other Bell one set of Press Buttons and one Bell refer to the Up line \nand the other see an bell to the Down line. \n \n3.24. Use of Release Plungers- The circumstances under which the release the Block \nInstrument Commutator may be effected by means of the Release Plungers are as \nunder :- \n \n(a) When a train has been shunted for precedence to enable a following train to \npass and consequently the Treadle/Track Circuit in advance of the last Stop \nSignal has not been operated. \n \n (b) When a train has procceded and the Treadle Track circuit failed to operate. \n \n Note : Failure of the treadle will be indicated by – \n \n (i) the sound resulting on operation of the treadle being not audible, and \n \n26", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "(ii) the commutator of the Block Instrument getting locked in the “Train on \nLine” position. \n \n3.25. Method of operating Release Plungers – When a train has been shunted or a \nTreadle/Track circuit has failed the person operating the Block Instrument presses the \nbutton marked “Bell” (Up or Down as the case may be) to call the Station Master’s \nattention. The Station Master having satisfied himself by personal inspection that the \nline is clear for a following train, signals protecting the rear are in “On” position and \npoints are correctly set presses the corresponding Release Plunger to its full extent \nand holds it for about ten seconds. This action rings the bell in the cabin and the \nperson operating the Block Instruments shall immediately press the button marked \n“Release” at the same time turning the Block Instrument Commutator to “Line \nClosed” the combined action having released the Block Instrument. \n \n3.26. Record or operations – \n \n(a) A record shall be maintained by the Station Master every time the Release \n Plungers are used. This record shall include– \n \n(i) The number of the train in serial number which did not operate the \nTreadle/Track circuit in consequence of being shunted or through \nfailure of the Treadle/Track circuit. \n \n (ii) time used. \n \n(iii) The number appearing on the counter after the operation of the \nRelease Plunger. \n \n(iv) Brief remarks as to the circumstances which necessitate the operation \nof the Release Plunger. \n \n (v) Signature of the Station Master. \n \n This record shall be entered in a book especially set apart for the purpose. \n \n(b) The person operating the Block Instruments in the cabin will likewise record the \noperation by making a remark in the Remarks Column of the Train Signal \nRegister as follows – \n \n “Release Plunger” operated by S. M. at………. hours………… minutes. \n \n Reasons for operating the Plunger should also be clearly recorded. \n \nThese records must be inspected by the Transportation Inspectors, during the \ncourse of inspections. \n \n3.27. Failure of Treadles/Track circuit- At stations where Release Plunger are not provided \nthe following shall be the procedure – \n \n(a) The Station Master on finding that his Treadle/Track circuit has failed shall \ninform the station in rear of the fact by telephone and exchange Private \nNumbers with him. The Station Master in rear shall ask for the obtain “Line \nClear” for the next train on the block bell after previously obtaining a Private \nNumbers from the station in advance. The Private Numbers shall be recorded \nin the Train Signal Registers against the train in question at both stations. \n \n(b) The Station Master in rear shall then issue (Form T/369-3b) to the Loco Pilot of \nthe train as an authority to pass the Stop Signal in the “On” position \n27", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "III – “B” CLASS STATIONS \n \n3.28. Conditions under which line clear may be given- [(G. R. 8.03 (i)] – The line shall not \nbe considered clear, and Line Clear shall not be given unless, \nthe whole of the last preceding train has arrived complete; \nall necessary signals have been put back to ‘on’ behind the said train; and \nthe line is clear – \n(i) at stations equipped with two aspect signalling up to the Home signal or \n(ii) at stations equipped with multiple-aspect signalling or modified lower \nquadrant signalling – \n Up to the outermost facing points or the Block Section Limit Board (if any). \n \n3.29. Obstruction when train is approaching- (G.R. 8.05) – When Line Clear has been \ngiven, there shall be no obstruction of the line outside the Home signal but shunting \nbetween the Home signal and the last Stop signal of the station may go on \ncontinuously, provided the necessary signals are kept at “On”. \nNote : When Line Clear has been given for a train, no obstruction of the line \n between the Home signal and the last Stop signal of the stations shall be \n permitted under the provisions of paragraph 3.29 above in thick, foggy or \n tempestuous weather, impairing visibility. \n \n3.30. Refusing “Line Clear” – If a station receives the “Is Line Clear” signal and is not in a \nposition to accept the train, the “Is Line Clear” signal shall be answered by sending \nthe refusing line clear signal (six beats) without putting the Block Instrument needle to \n“Train on Line”. The time that the refusing line clear signal is sent and received shall \nbe entered in the Train signal register. \n \n3.31. “Train Entering Section” – the “Train Entering Section” signal shall be sent to the \nstation in advance as soon as the train passes the last Stop signal. \n \n3.32. “Train on Line” – \n(a) This indication on the Block Instrument is preceded by the prescribed Bell \nCode signal and shall be sent in acknowledgement of the “Train Entering \nSection” signal received from the station in rear. \n \n(b) If the Station Master finds his Block Instrument still showing “Train On Line” after \nthe lapse of the full running time of the train plus ten minutes for passenger \ntrain and 20 minutes for Goods trains he shall take steps to ascertain from the \nStation Master in advance the cause of the delay in giving the “Train out of \nSection” signal. If there is no response from the Station Master in advance the \nmatter shall be reported immediately to the Controller. Station Master will also \nensure that no train is allowed to enter the section which is not clear. He will \nalso ask Station Master in advance if he has initiated action as per GR and SR \n6.04 for a train being over due. \n \n3.33. “Train out of Section” – The “Train out of Section” signal shall not be sent until – \n(1) the train has passed the Home signal or any other signal where block section \nterminates. \n (2) the Station Master has satisfied himself that the train has arrived complete; \n28\n(a)\n(b)\n(c)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "(3) all signals have been put back to “On” behind the said train. \n3.34. Obstruction outside Home signal when Block section is clear. – (G.R. 8.06) \n(a) If, when the Block section in rear is clear, it becomes necessary to obstruct the \nline outside the Home signal, the line shall be blocked back. \n(b) The following is the method of blocking back – If “Line Clear” has not been \ngiven for a train to approach the Station Master of the station performing \nshunting shall telephone to the next station in rear as follows- \n \n“I am blocking section back for shunting purposes \n Private Numbers……………………………..”. \n The station Master receiving this advice will acknowledge it as follows – \n “I note the section is to be blocked back for shunting purposes. \n Private Numbers……………………………..”. \nThe Station Master performing shunting shall then turn the needle of his Block \nInstrument to “Train on Line”. \nAs soon as the Block Section is cleared the station Master performing shunting \nshall advise the station in rear as follows – \n “Shunting has been completed. Block section is clear. \n Private Numbers……………………………..” \n The Station Master in rear shall reply as follows – \n “I note shunting has been completed and Block section is clear. \n Private Numbers……………………………..” \nThe Station Master at station at which shunting was being performed shall \nthen turn the needle of his Block Instrument to “Line Closed” position. \n \n(c) The times that the above messages, signals and Private Numbers are sent shall \nbe entered in the “Train Signal Registers” at both stations separately, \nimmediately after sending the message, signal or Private Numbers as the case \nmay be. \n3.35. Obstruction beyond the Last Stop signal when Block section is clear. – [G.R. 8.06 (3), \n8.15] If when the Block section in advance is clear, it becomes necessary to obstruct \nthe line outside the last Stop signal – \n(a) either a shunting arm (which may for his purpose be provided on the post of \nlast stop signal) shall be taken “off” or a written permission to shunt on Form \nT/806 shall be given to the Loco Pilot and the block instrument of the section \nconcerned should be put on “Train On Line” position. \n \n (b) the line shall be blocked forward. \n \n3.36. Blocking Forward – The following is the method of blocking forward – \n \n(a) The Station Master shall telephone to the station in advance as follows- \n \n “I am blocking section forward for shunting purposes. \n Private Numbers……………………………..” \n The station Master receiving this advice shall acknowledge it as follows- \n29", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "“I note you are blocking section forward for shunting purposes. \n \nPrivate Numbers……………………………..” and shall then turn the needle of the \nBlock Instrument to “Train on Line”. \n \n(b) If the section is occupied by a train proceeding to the next station shunting \nmay be performed without blocking forward but should the section be \ncleared while shunting is still in progress the section shall be blocked forward \nas above. This should not be done if there is a falling gradient from the block \nsection towards the station. \n \n(c) As soon as shunting has been completed and the Block section is cleared the \nshunting station shall telephone to the station in advance as follows – \n \n “Shunting has been completed. Remove Block. Private Numbers………….” \n \n The Station Master in advance shall reply as follows – \n \n “Block removed. Private Numbers……………………..” \n \n and shall turn the needle of his Block Instrument to “Line Closed”. \n \n(d) The times that the above messages, signals and Private Numbers are sent shall \nbe entered in the Train signal Registers at both stations separately immediately \nafter sending the message, signal or Private Numbers as the case may be. \n \nAdditional rules and regulations applying to stations at which the Block \nInstruments and signals are interlocked. \n \n3.37. At such stations Electric locks are provided on the last Stop signal lever and on the \nBlock Instrument Commutator. The operation of the locks is described below – \n \n(a) Lock on the last Stop signal – \n \n(i) The last Stop signal lever is locked in the normal or “On” position and \nthe signal cannot be taken “Off” until the Block Station in advance has \ngiven “Line Clear” on the Block Instrument following prescribed \nprocedure – \n \n(ii) The lever is free in the reverse or “Off” position and the signal can be \nput back to “On” at any time. \n \n(iii) The signal once it has been “taken off” and put back to “On” cannot \nbe “taken off” again for the same “Line Clear” nor can it be “taken \nOff” for a subsequent “Line Clear” unless “Train On Line” indication has \nbeen signalled previously by the station in advance. \n \n(b) Lock on the Block Instrument – The signal, once it has been “taken Off” and \nput back to “On” should not be “taken off” again for the same “Line Clear” \nnor should it be “taken Off” again for a subsequent “Line Clear” unless the \nBlock Station in advance turns his Commutator cautiously to “Line Closed” \nand then gives a fresh “Line Clear” or grants a “Line Clear” after a “Train On \nLine” has been signalled previously. \n \n \n \n \n \n \n30", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "3.38 Failure of Treadles/Track circuit – \n \n(a) The Station Master on finding that Treadles has failed shall inform the station in \nrear of the fact by telephone and exchange Private Numbers with him. The \nStation Master in rear shall ask for/and obtain “Line Clear” for the next train on \nthe Block Bells after obtaining a Private Numbers from the station in advance. \nThe Private Numbers shall be recorded in the Train Signal Registers against the \nentries of train in question at both stations. \n \n(b) The Station Master in rear shall then issue Form T/369(3b) to the Loco Pilots of \nthe train as an authority to pass the last Stop signal in the “On” position. \n \nIV – “C” CLASS STATIONS \n \n3.39. Conditions of granting Line Clear – (GR 8.04) – The line shall not be considered clear \nand line clear shall not be given, unless – \n \n(a) the whole of the last preceding train has passed complete at least 400 metres \nbeyond the Home signal and is continuing its journey; and \n \n(b) all signals taken “off” for the preceding train have been put back to “on” \nbehind the said train. \n \n3.40. Refusing “Line Clear”. – If a station receives the “Is Line Clear” signal and is not in a \nposition to accept the train, the “Is Line Clear” signal shall be answered as per \nprocedures prescribed in sub paras (i) & (ii) of Para 3.03(2). The time that the \n“Obstruction Danger” signal is sent and received shall be entered in the Train Signal \nRegister. \n \n3.41. “Train Entering Section” – The “Train Entering Section” signal shall be sent as soon as \nthe train passes the last Stop signal of the station. \n \n3.42. Train on Line. – \n \n(a) This indication on the Block Instrument is preceded by the prescribed Bell \nCode signal (three beats) and shall be sent in acknowledgement of the “Train \nEntering Section” signal received from the station in rear. The Station Master \nreceiving the train on line signal will also turn his Commutator to “Train On \nLine” position. \n \n(b) If the Station Master finds his Block Instrument still showing “Train on Line” after \nthe lapse of the full running time of the train plus five minutes he shall take \nsteps to ascertain from the Station Master in advance the cause of the delay \nin giving the “Train Out of Section” signal. Failing any response from the Station \nMaster in advance, the matter shall be reported immediately to the \nController. Action as per GR/SR 6.04 shall also be taken. \n \n3.43. “Train Out of Section”.- The “Train Out of Section” signal shall not be sent until – \n \n(i) The whole of the last preceding train has passed complete at least (400 \nmetres) beyond the Home signal and is continuing its journey; and \n \n(ii) All signals taken off for the said train have been put back to ‘on’ \nbehind it. \n31", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "3.44. Blocking Back and Blocking Forward – Blocking back and blocking forward are \nnever necessary at “C” class station. At such stations action as details below shall be \ntaken by the Station Master when the stations in advance and rear are either “A” or \n“B” class and desire to block back or block forward for shunting purpose – \n \n(a) In the case of the station in advance desiring to block back he shall \ntelephone to the “C” class station in rear as follows – \n \n“I am blocking section back for shunting purposes. \nPrivate Numbers…………………………” and the “C” class station receiving\nthis advice shall acknowledge it as follows. \n \n“I note the section is to be blocked back for shunting purposes. \nPrivate Numbers……………………………” \n \nThe Station Master at the shunting station shall then turn the needle of the \nBlock Instrument to “Train On Line”. \n \nAs soon as the Block Section is cleared the shunting station shall advice the \n“C” class station in rear as follows – \n \n“Shunting has been completed. Block section is clear. \nPrivate Numbers………………………….” \n \n The “C” class station in rear shall reply as follows – \n \n“I note shunting has been completed and block section is clear. \nPrivate Numbers………………………….” \n \nThe Station Master at the shunting station shall then turn the needle of the \nBlock Instrument to “Line Closed” position. \n \nThe times that the above message, signals and Private Numbers are sent shall \nbe entered in the Train Signal Registers at both stations, separately and \nimmediately after each operation. \n \n(b) In the case of the station in rear desiring to block forward he shall \ntelephone to the “C” class station in advance as follows – \n \n“I am blocking section forward for shunting purposes. \nPrivate Numbers………………………………..” \n \nThe “C” class station receiving this advice shall acknowledge it as \nfollows – \n \n“I note you are blocking section forward for shunting purposes. \nPrivate Numbers………………………………” \n \nand shall then turn the needle of the Block Instrument to “Train On Line” \nposition . \n \nAs soon as shunting has been completed and the Block Section is \ncleared the shunting station shall advise the “C” class station in \nadvance as follows – \n \n“Shunting has been completed. Remove Block. \nPrivate Numbers………………………………” \n32", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "The “C” class station in advance shall reply as follows- \n \n“Block removed. Private Numbers…………………………………” and shall turn \nthe needle of his Block Instrument to “Line Closed” position. \n \nThe times that the above messages, signals and Private Numbers are sent shall \nbe entered in the Train Signal Registers at both station separately and \nimmediately after each operation. \n \n3.45. Additional rules and regulations applying to stations at which the Block Instrument \nand Signals are interlocked. \n \nAt such stations electric locks are provided on the last Stop signal lever and on the \nBlock Instrument Commutator. The operation of the locks is described below – \n \n(a) Lock on the last Stop signal – \n \n(i) The last Stop signal lever is locked in the normal or “On” position, and \nthe signal cannot be taken “off” until the Block station in advance has \nsignalled “Line Clear” on the Block Instrument. \n \n(ii) The lever is free in the reverse or “off “position and the signal can be \nput to “ON” at any time. \n \n(iii) The signal once it has been taken “off” and put back to “ON” should \nnot be taken “off” again for the same “Line Clear”, nor should it be \ntaken “off” again for a subsequent “Line clear” unless the block Station \nin advance turns his Commutator cautiously to “Line closed” and then \ngives a fresh “Line Clear” or grants a “Line Clear” after a “Train on line” \nhas been signalled previously. \n \n(b) Lock on the Block Instrument – The Block Instrument Commutator is locked \nwhen turned to indicate “Train on Line” provided that “Line Clear” has \npreviously been signalled. The Commutator remains locked until the train for \nwhich “Line Clear” and “Train On Line” were signalled has operated a Treadle \nplaced in advance of the Home signal and the Home signal lever has been \nreturned to the normal or “ON” position. \n \n3.46. Failure of Treadles/Track circuit – \n \n(a) The Station Master on finding that his Treadle has failed shall inform the station \nin rear of the fact by telephone and exchange Private Numbers with him. The \nstation Master in rear shall ask for and obtain “Line Clear” for the next train on \nthe Block bells after previously obtaining a Private Numbers from the station in \nadvance. The Private Numbers shall be recorded in the Train Signal Registers \nagainst the train in question at both stations. \n \n(b) The Station Master in rear shall then issue form T/369(3b) to the Loco Pilot of the \ntrain in question as an authority to pass the last stop signal in the “on” position. \n \n \n \n33", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "3.47. (A) Rules and regulations for single line working on a double line section when \none line is obstructed. – \n \n1. Whenever an accident to a train or track or other obstruction \nprecludes the use of one of the lines on a double line section, the \ntraffic may temporarily be worked over single line under one of the \nfollowing systems – \n \n(a) By obtaining “Line Clear” on electric speaking instruments. \n(b) By the installation of single line Block instruments and Shunting \nLimit Board demarcating the block section in the wrong \ndirection, if the affected line is likely to remain out of use for a \nsubstantial period. \n \n2. When it is desired to introduce temporary single line working on double \nline, on electric speaking instruments, the Station Master at one end of \nthe affected section shall on receipt of reliable information in writing \nthat one line is clear, take steps to introduce temporary single line \nworking on that line in consultation with the Section Controller and the \nStation Master of the station at the other end of the section. \n \n3. If there is reason to suspect that the line over which temporary single \nline working is to be introduced, is also fouled or damaged, temporary \nsingle line working must not be introduced until a responsible \nengineering official of the rank not less than that of an Inspector has \ninspected that section and certified that the road is safe for the \npassage of trains. \n \n4. Single line working shall be introduced between the nearest stations \nprovided with cross-over between Up and Down lines on either side of \nthe obstruction. If there is an Intermediate Block Hut between the \nabove two stations, the same shall be treated as closed and the \nCommutator of the Block Instrument at such Block Huts shall be kept \nlocked in “Train On Line” position throughout the period single line \nworking is in force. The Commutator shall be locked also in that position \nwith SM’s key, wherever possible. In cases where it is not possible to \nkeep the commutators in “Train On Line” position, as in Daido \nInstruments the Block Instruments shall be put out of use and Caution \nIndicator hung on the handle of the Block Instruments. The signals at \nsuch Block Huts shall be kept in the “ON” position throughout and \nthese shall be passed by the Loco Pilots on a written authority in the \nprescribed form issued by the Station Master of the adjoining block \nstation in operation. \n \n5. All trains will be worked in accordance with the rules for the use of \nelectric speaking instruments on single line and “Line Clear” shall be \nobtained on the telephone attached to Block Instrument or Control \nTelephone or VHF set. \n \n6. At all stations on the portion of the section on which single line working \nhas been introduced, the Commutators of the Block Instruments \npertaining to both obstructed and un-obstructed lines shall be kept in \n“Train On Line” position throughout the period single line working is in \nforce. The Commutators shall be locked also in that position with SM’s \n \n34", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 40, + "text": "key, wherever possible. In cases where it is not possible to keep the \nCommutators in “Train On Line” position as, in Daido Instruments, the \nBlock Instruments shall be put out of the use and Caution Indicator \nhung on the handle of the Block Instruments. At these stations, if the \ntrain is running on the wrong line, all fixed signals shall be kept in the \n“ON” position. \n \n7. After ascertaining that one of the lines is clear for passage of traffic, the \nStation Master proposing single line working shall issue a message \ncontaining the following information under exchange of Private \nNumbers to the Station Master of the other end of the affected section. \n \n(a) cause of introduction of single line working; \n \n(b) the line in which single line working is proposed; \n \n(c) source of information that the said line is clear; \n \n(d) place of obstruction; \n \n(e) restriction of speed, if any, on the line; \n \n(f) names of intermediate stations, if any, which would be out of \n use. \n \n(g) assurance that the trap points, if any, have been spiked or \nclamped and padlocked; \n \n(h) assurance that if the train is running on the right line, the last \nStop signal shall be kept in the “ON” position. In case the train is \nrunning on the wrong line, all fixed signals shall be kept in the \n‘on’ position; and \n \n(i) the number and timings of the last train which arrived or left the \nblock station issuing the message. \n \n8. On receipt of acknowledgement from the Station Master, confirmed by \na Private Numbers single line working may be introduced, “Line Clear” \nwill be obtained on telephone attached to Block Instruments or Control \nTelephone or VHF set or any two way communication system set, and \ntrains run on Paper Line Clear Ticket. In accordance with the \ninstructions contained in the GR book and BWM. \n \n9. Loco Pilot of each train shall be handed over an Authority for \nTemporary Single Line Working on Double Line Section indicating :- \n \n(i) the line on which the train or light engine is to run; \n \n(ii) the kilometrages between which the obstruction exists; \n \n(iii) any restriction of speed which may have been imposed by way \nand works staff; and \n \n(iv) an assurance to the effect that any trap points on the line in \nquestion have been spiked or clamped; \n \n \n \n35", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 41, + "text": "(v) authority to pass the last Stop signal in the ‘On’ position. In case \nthe last Stop signal is the Starter, in addition to the written \nauthority, he shall also be shown hand signals at the foot of this \nsignal. \n \n10. An endorsement will also be made in the Caution Order given to the \nLoco Pilot of the first train to inform all Gateman and Trackman on the \nway about the introduction of temporary single line working and \nspecifying the road on which the train will run. This information shall be \nconveyed through the Loco Pilot of a subsequent train also, if \nnecessary. \n11. The speed of the first train passing over the temporary single line, will \nbe restricted to 25 kilometers per hour. Subsequent trains may run at \ntheir booked speed, subject to observance of other speed restrictions \nimposed by Way and Works staff. \n12. When a train is stopped between stations on account of accident, \nfailure, obstruction or other exceptional cause and the Loco Pilot finds \nthat it cannot proceed, it shall be protected as per G.R. 6.03. 13. In the case of a train proceeding on the right line : \n(a) The last Stop signal of the station in rear of the affected section \nmay be passed in the “ON” position on a written authority issued \nby Station Master in the prescribed form T/D 602. In case the last \nStop signal is the starter, in addition to the written authority hand \nsignal shall also be shown at the foot of this signal. \n(b) The approach Stop signals if any of the station in advance of the \naffected section, may be taken off. \n 14. In the case of train proceeding on the wrong line :- \n \n(a) The train shall be piloted out of the station on a written authority \nissued by the Station Master after all the facing points have \nbeen correctly set and locked and trailing points correctly set \n& locked over which the trains will pass. \n \n(b) On approaching the next station the Loco Pilot shall bring his \ntrain to a stop opposite the first Stop signal pertaining to the right \nline or at the last Stop signal pertaining to the Wrong line (on \nwhich he is running), whichever he comes across first. \n(c) The Station Master of the station in advance shall depute railway \nservant in uniform at the foot of the signal (whichever the train \nwould encounter first) who shall stop the train on hand danger \nsignal and thereafter pilot it into the station on a written authority \nissued by the Station Master . \n \n(d) If the Loco Pilot finds that no railway servant in uniform has been \ndeputed at the foot of the signal to pilot the train into the \nstation, G.R. 4.44 shall be observed. \n \n15. All the cross-over points in the facing direction over which the train shall \nproceed, while temporary single line working is in force, shall be \nclamped and pad locked. \n \n \n36", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 42, + "text": "16. Resumption of normal working – \n \n(a) On receipt of a written certificate from a responsible Engineering \nOfficial that the obstructed track is free and safe for passage of \ntrains, the Station Master will issue a message to the other \nstation or stations, as the case may be, under exchange of \nPrivate Numbers and decide in consultation with Section \nController, the train after passage of which the normal working \nhas to be introduced unless the conditions of this rule is \ncomplied with the abnormal work will continue, no intervention is \nallowed. \n \n(b) When Double Line working is introduced the Block Instruments \nand all fixed signals, including those of Intermediate Block Huts \nwhich were treated as closed, shall be brought into use \nimmediately and entry shall also be made in the Train Signal \nRegister Books of all stations concerned showing the time double \nline working was suspended, time single line work was \nintroduced and the time normal working was resumed. The Loco \nPilot of the first train entering the section after normal working is \nresumed shall inform all Gatemen and Trackmen on the way \nabout the resumption of normal working. \n \n17. All the records in connection with the temporary single line working \nshall be retained at the station and the Transportation Inspector of the \nsection must scrutinize them and submit his report to the Divisional \nRailway Manager within seven days of the resumption of normal \nworking. \n \n3.47.(B) Single Line Working on Double Line during total Interruption of Communication \n \nThe following rules must, in addition to the rules prescribed in “rules and \nregulations for working of trains during total interruption of communications \non single line” be observed by the staff. \n \n1. Whenever an accident to a train or track or other obstruction, \nprecludes the use of one line on a double line section during total \ninterruption of communications, single line working shall be introduced \nonly after a responsible official of the engineering department, not less \nthan Inspector in rank has certified that the other line on which single \nline working is to be introduced is free and safe for passage of trains. \nSuch an engineering official shall give the certificate only to the Station \nMaster of the station at that end of the affected section for which the \nunobstructed line shall be the right line for despatching trains. On \nreceipt of this certificate, the Station Master will follow the rules \nprescribed for opening of communications. \n \n2. Loco Pilots of trains, including light engine, shall be given a caution \norder on which, shall be stated clearly – \n \n(a) The line on which the train is to run; \n \n(b) Kilometreage where the obstruction exists; \n \n37", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 43, + "text": "(c) Any restriction of the speed which may be imposed by way \nand works staff; \n \n(d) An assurance to the effect that any trap point on the line in \nquestion have been spiked and clamped. \n \n3. All the cross-over points in the facing direction over which the train shall \nproceed, while temporary single line working is in force, shall be \nclamped and padlocked. \n \n 4. In the case of a train proceeding on the right line : \n \n(a) The last Stop signal of the station in rear of the affected section \nmay be passed in the “ON” position on a written authority issued \nby the Station Master in the prescribed form. In case the last \nStop signal is the starter, in addition to the written authority, hand \nsignals shall also be shown at the foot of this signal. \n \n(b) The approach Stop signals, if any, of the station in advance of \nthe affected section may be taken off. \n \n 5. In the case of a train proceeding on the wrong line : \n \n(a) The train shall be piloted out of the station on a written authority \nissued by the Station Master after all the facing points have \nbeen correctly set and locked and trailing points correctly set \nover which the train will pass. \n \n(b) On reaching the next station, the Loco Pilot shall bring his train to \na stop opposite the first Stop signal pertaining to the right line or \nat the last Stop signal pertaining to the wrong line (on which his \ntrain is running), whichever he comes across first. \n \n(c) The Station Master of the station in advance shall depute a \nrailway servant in uniform at the foot of the signal (whichever the \ntrain would encounter first) who shall stop the train on hand \ndanger signal and thereafter pilot it into the station on a written \nauthority issued by the Station Master. \n \n6. It will be the responsibility of the person in charge of the first engine or \nself propelled vehicle or other vehicle, sent under “Authority to \nproceed without Line Clear” in form T/D 602. to inform all the Gatemen \nand Trackmen en-route about the introduction of temporary single line \nworking as also the line on which it is proposed to run the train. \n \nThis information shall be conveyed through the Loco Pilot of a \nsubsequent train also, if necessary. \n \n 7. Resumption of normal working – \n \n(a) If after the introduction of single line working, communications \nare restored between the two affected stations, the trains will \ncontinue to run under special rules until action is taken in \naccordance with the instructions contained in these rules for the \ncancellation of the procedure. There after trains will be run in \n38", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 44, + "text": "accordance with the instructions for the movement of traffic \nduring temporary introduction of single line working on double \nline. \n \n(b) If, however, before communications are restored, the other line \nis released for the passage of traffic, trains shall be worked in \naccordance with the instructions for running of trains on double \nline section during total interruption of communications. \n \nNote – (i) In cases when single line working is introduced first on a double \nline section and then total failure of communications occurs, \nsingle line working would be introduced first as per instructions \ncontained in 3.47(A) above and subsequently during total failure \nof communications, the rules contained in Chapter VII of the \nBlock Working Manual would be followed. \n \n(ii) In cases when total failure of communications occurs on a \ndouble line section and then during this total failure, single line \nworking has to be introduced, the rules contained in BWM 3.05 \nwould be observed so long there is total failure of \ncommunications only. When single line working has to be \nintroduced subsequently, rules contained in BWM 3.47(B) would \nbe observed and trains passed in accordance with instruction \nincorporated in Chapter VII of the Block Working Manual. \n \n3.48 Working of trains in cases of obstruction on sections where there are Triple or \nQuadruple lines. – \n \n(a) When owing to an obstruction or for any other cause it becomes necessary to \nuse a line solely for trains to travel in the wrong direction all concerned shall \nbe advised and trains shall proceed on the authority of a Caution Order, “Line \nClear” being obtained by Telephone. The signals pertaining to the normal \nworking of the line shall be put out of use and trains shall be admitted on \nhand signals which shall be displayed at positions where the Home and \nWarner (or Outer and Warner) signals would be situated. In the event of a \nBlock Hut intervening Line Clear shall be obtained through the Control as laid \ndown in paragraph 3.04 (C). \n \nAll points whether facing or trailing at the station and Block Hut intervening \nshall be properly locked, clamped or spiked for the line on which trains will \nproceed. \n \n(b) The Authority for Temporary Single Line working on Double Line on form T/D \n602 shall clearly state – \n \n(i) that it constitutes the authority for an Up/Down train to proceed in the \nwrong direction on the Down/Up line. The Private Numbers confirming \nthe “Line Clear” received for the train shall be entered on the form. \n \n(ii) any restriction of speed which the Permanent Way Staff might have \nimposed. \n \n(c) First train will run with 25 KMPH and second and subsequent train will run with \nbooked speed. \n \n \n \n \n39", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 45, + "text": "3.49. Failure of Electrical Speaking Instruments – \n The Block Instruments having been put out of use. \n(a) Should the direct telephone also fail, this shall be done through the \nController. \n(b) Should communication with the Controller also fail trains shall be \npassed on (Forms T/C 602) as laid down in Chapter VII of this Manual. \n \n3.50. Persons to be advised. – \n(a) The persons to be advised in case of obstruction on a section are – \n(i) The Controller. \n \n(ii) The Controlling Station Master. \n \n(iii) The Transportation Inspector (Movement). \n \n(b) The Station Master sending this advice shall do so by the quickest means \npossible and mention what action has been taken by him. \n \nThe Divisional Railway Manager shall also be furnished with full particulars \nimmediately through the Controller. \nIf Control working is suspended, full particulars shall be communicated to the \npersons concerned. \n \n(c) Each Divisional Railway manager shall appoint Controlling Station Masters and \ndetail their lengths. The jurisdiction of each controlling Station Master shall be \nnotified to the staff on the division. \n \n3.51 Regulating Traffic when single line working is introduced – \n \nThe Controller shall be responsible for regulating traffic while Single Line Working is in \nforce. \n \n3.52. Warning Labour Gang. – \n \nWhenever an accident on the Double Line involves the necessity of Single Line \nworking, the person sent to rouse the Labour gangs shall be instructed to warn them \nof the line on which trains will run. \n \n3.53. Line Clear Forms at Double Line stations – \n \n(a) Station Masters at all Double Line stations shall keep in their offices ready for \nemergencies one complete set of abnormal working books and forms. \n \n(b) Transportation Inspectors (Movement) shall see that these books and forms \nare ready for use when they inspect stations. \n \n3.54. Whenever a Block Instrument is opened by the Inspector/Maintainer of signal \ndepartment for the purpose of maintenance it should be done only in the “line \nclosed” position of the instrument. \n \nA register is to be maintained and Cabinmaster/SM and the staff of signal department \nshall sign mentioning date and time of opening. The Cabinmaster /SM in charge of the \nCabin/Station shall immediately advise the station in rear duly exchanging Private \n40\n(c) First train will run 25 kmph and second and subsequent train will run \nwith booked speed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 46, + "text": "Numbers that the Block Instrument, has been taken on maintenance. During the \nperiod the Block Instrument is under such maintenance, “Line clear” will not be \nsignalled on the Block Instruments and trains to be passed according to rules for \nfailure of Block Instrument according to Chapter III of BWM. \n \nOn completion of Inspection/maintenance the instrument shall again be closed, \npadlocked and sealed in “Line closed” position and the Cabinmaster/SM and the \nsignalling staff will both sign the register in acknowledgement that the Block \nInstrument has been sealed and padlocked. Time the block instrument is made \navailable will be recorded in the register. \n \nThe Cabinmaster/SM in charge of the Cabin/Station shall not however resume normal \nworking on the Block Instrument unless Private Numbers has been exchanged with \nthe Cabinmaster/SM of the block station in rear inc o ni f rmaoti n that no train is in the \nblock section or the last train leaving the rear station on Private Numbers has cleared \nthe section. \n \n3.55. Special instructions for working of trains on Absolute Block System through \ncontinuous track circuit control and associated indications. \n \n(a) At stations in double line territory where block instruments at cabins are not \nprovided the movement of trains on Absolute Block System shall be controlled \nthrough continuous track circuit and inter-slotting or track circuiting only with \nassociated indications at the concerning cabins. \n \n(b) In sections where movements of the trains are controlled by this method the \nwhole of the section on the pertaining line in the direction a train is to move \nnormally continuous track circuit between last stop signal of the station in rear \nto the first stop signal and an adequate distance beyond it of the station \nreceiving the train with illuminated indications, to be provided at both the \ncabins on either end of the track circuit to indicate whether the respective \nsection is clear or occupied. In addition to joint control over the track by the \ntwo block cabins at either end of the block section by means of continuous \nTrack Circuit inter-slotting may also be provided if considered necessary. \n \nNo train shall however be allowed to enter into the continuous track circuited \nblock section unless Private Numbers has been exchanged between the \ncabins at either end of the section before the concerning signals of the \nrespective cabins are taken off. \n \n(c) In the event of total interruption of communication between the block cabins \nand the block station at either end of track circuit controlling the block \nsection trains shall be worked as per following. \n \n(i) When from the track indication it appears that the section from last \nstop signal to the first stop signal and overlap in the direction of the \ntrain is clear trains will be worked as per chapter III paragraph 3.05 of \nBlock Working Manual. \n \n(ii) when track indication shows occupied though 15 minutes have passed \nafter the preceding train entered no train shall be allowed to enter the \nsection. \n \nA messenger shall be sent to block station in advance with written messages – one \nfor “line clear enquiry” and one for “line clear reply”. The forms of the messages are \ngiven below :- \n41", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 47, + "text": "Form No. T/A 1425 \n Sr.No………… \nEASTERN RAILWAY \n…… \n \nLine Clear Inquiry and Reply Message Book in the event of \nFailure/Suspension/Non-provision of Block Instruments \nTrain Despatching Station \n \nLine Clear Inquiry \n \nDate ……………………. Mode of communication………………………. \n \nFrom Station Master…………………………(Name of SM) of …………….(Station) \n \nTrain No…………………..Up/Dn. \n \nLine Clear asked at………..hrs. and reply received from…………..station at………..........hrs.\n \nA. \nLast Train No………………Up/Dn left………………………….station at…………….. hrs.\n \n and arrived at………………………..station at………………..hrs. \n \nPrivate Number received(in figure and words)……………………………… \n \nTrain Entering Section \n \nTrain No…………………………….Up/Dn left at………………………hrs. \nB.* \nTrain entering section report given to ………………station and acknowledged at……hrs. \n \n Train Out of Section \n \nTrain No……………………….Up/Dn arrived at…………….station \nC* \nat………………………hrs. \n \nTrain Out of Section report received from…………..station and acknowledge at……..hrs. \n \nLine Clear Cancellation \n \nLine Clear Cancelled at………………..hrs. Reasons for cancellation………………���.. \nD* \nPrivate number exchanged given………………………received………………………… \n \n \n Signature of Station Master \n*Strikeout whichever is not applicable. \n*Separate Books to be maintained for each block section. \n \n42", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 48, + "text": "EASTERN RAILWAY \n…… \n Form No. T/B 1425 \n Sr.No………… \n \nLine Clear Inquiry and Reply Message Book in the event of \nFailure/Suspension/Non-provision of Block Instruments \nTrain Receiving Station \nLine Clear Inquiry \n \nDate ……………………. Mode of communication………………………. \n \nFrom Station Master…………………………(Name of SM) of ……………. Station \nTo Station Master ....................................... (Name of SM) of..................... Station \nTrain No…………………..Up/Dn. \n \nLine Clear asked by…………..station at ..............hrs and reply given at………hrs. \nA. \nLast Train No…………………Up/Dn left……………………station at…………….. hrs. \n \n and arrived at………………………..station at………………..hrs. \n \nPrivate Number given (in figure and words)……………………………… \n \nTrain Entering Section \n \nTrain No…………………………….Up/Dn left at………………station at ........………hrs. \n \nB. * Train entering section report received from ………………station and acknowledged \n \nat……..hrs. \nTrain Out of Section \n \nTrain No……………………….Up/Dn arrived at………………………hrs. \nC.* \n Train Out of Section report given to…………..station and acknowledged at…….......hrs. \n \nLine Clear Cancellation \n \nLine Clear Cancelled at………………..hrs. Reasons for \nD* \ncancellation…………………………… \n \nPrivate number exchanged \n \ngiven……………………………..Received…………………………. \n \n \n Signature of Station Master \n*Strikeout whichever is not applicable. \n*Separate Books to be maintained for each block section. \n43", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 49, + "text": "EASTERN RAILWAY \n \n Form No. T/C-1425 \n Sr. No………….. \n \nPAPER LINE CLEAR TICKET \n(Loco Pilot/Record) \n \nUp \n \n Number of Train……………………….Up(Description)………………………………. \n \nDate……………………. Time…………………….hours…………………….minutes \n \nFrom Station Master…………………………. \n \nTo The Loco Pilot of Train No……………………….Up. \n \n The line is clear and you are authorized to proceed to ……………………….Station. \n \nLast train No……………………………cleared section at …………………….station. \n \n \nPrivate No.(in words)………………………………(in figures)………………………………………. \n \n \n \n \nAUTHORITY TO PASS SIGNAL AT ON POSITION \n \n*You are authorized to pass Last Stop Signal in danger, when the signal is interlocked with Block \ninstrument. \n \n \n \n \n \n \n Signature of Station Master \n \n Station Master Stamp \n \n*Strike out whichever is not applicable. \n \n \n \n \n \n \n44", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 50, + "text": "EASTERN RAILWAY \n Form No. T/D-1425 \n Sr. No………….. \nPAPER LINE CLEAR TICKET \n(Loco Pilot/Record) \n \nDown \n \n Number of Train……………………….Dn (Description)………………………………. \n \n Date……………………. Time…………………….hours…………………….minutes \n \nFrom Station Master …………………………. \n \nTo The Loco Pilot of Train No……………………….Dn. \n \n The line is clear and you are authorized to proceed to ……………………….Station. \n \nLast train No……………………………cleared section at …………………….station. \n \n \nPrivate No.(in words)………………………………(in figures)………………………………………. \n \n \nAUTHORITY TO PASS SIGNAL AT ON POSITION \n \n*You are authorized to pass Last Stop Signal in danger, when the signal is interlocked with Block \nInstrument. \n \n \n Signature of Station Master \n Station Master Stamp \n \n*Strike out whichever is not applicable. \n \n \n (d) On receipt of the line clear through the reply message duly signed by the \nCabinmaster/SM of the station in advance, the train will be started on the \nauthority T/C-1425 or T/D-1425 for the last Stop signal recording thereon \nthe Private Numbers received in confirmation of the Line Clear. \n \n(e) In the event of total interruption of communication when single line working is \nin force between the two block cabins trains between these two cabins will \nbe worked on line clear obtained by sending a messenger in the manner \nindicated in paragraph (c) above and as per procedure laid down in rule \n3.47(A) of Block Working Manual. \n \n \n \n \n \n \n45", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 51, + "text": "(f) In case of stations provided with inter-slotting arrangement in addition to the \ncontinuous track circuit the last stop signal of the station despatching the train \nshall be taken off after receiving the slot for the last stop signal from block \ncabin at the other end of the section in advance confirmed by exchange of \nPrivate Numbers for allowing the train to enter into the block section leading \nto the station in advance. \n \nSuch slots for the last stop signal of the rear station shall not be released by the \nstation in advance unless the line concerned is clear not only up to the first \nstop signal but up to an adequate distance beyond it which shall not be less \nthan 120 metres. \n \n(g) Illuminated indications for the track circuit and the block sections will be \nprovided separately to indicate clearance or occupancy of the same. \n46", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 52, + "text": "Chapter – III A \n \nDOUBLE LINE BLOCK WORKING WITH AXLE COUNTER BLOCK \n \nPART – I \n \nGENERAL \n \nThis Chapter of Block Working Manual is for ‘Block Panel’ with ‘Block proving by Axle \ncounter’. These rules must be studied in conjunction with the General and Subsidiary \nRules and the Block Working Manual. \n \n3A.01. Block Panel. \n \nA Block Panel means a Panel associated with Axle counter equipment to control the \nmovements of trains on double line Block section. \n \n3A.02. Knowledge of Rules. \n \nEvery railway servant working in Block Panel must be conversant with the rules \nrelating to the Block Working. \n \n3A.03. Access to and operation of equipment. \n \n(1) No unauthorized person shall be permitted to have access to or operate \nSignals, Points, Block Panel and electrical communication instruments or any \nother appliance connected with the working of the railway. \n \n(2) No unauthorized person (whether railway servant or otherwise) shall enter any \nblock/signal cabin except when requires to do so in connection with the \nregular duties. All concerned supervisory staff will monitor strict compliance of \nthese instructions through regular and surprise checks. \n \n(3) The authorized persons for the purpose are SM or any other person \nauthorised by the competent Railway authority. \n \nPART – II \n \nDESCRIPTION OF THE BLCOK PANEL \n \n3A.04. Block Panel. \n \nThe running of every train shall in its direction from one block station to another on \ndouble line be regulated by means of a block panel with associated axle counter \nand other equipments. \n \n \n \n \n \n \n \n \n \n47", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 53, + "text": "3A.05. Block Panel Diagram. \n \n3A.06. Description of Block Panel. \n \nThe Block panel consists of push buttons, keys indications, counters, block bell, block \ntelephone and buzzer etc. mounted on a frame. The Block panel can be divided \ninto three portions viz. A, B & C for the purpose of its explanation. \n \n Portion – “A” It has three rows \n \n Upper row – it houses various indications pertaining to ‘Train Going To’ direction. \n \n Middle row – it houses various push buttons SM’s key and LCB key. \n \n Lower row – it houses LSS, TGT, ACK and TCF, ACK indications. \n \n Portion “B” – It houses various indications pertaining to ‘Train Coming From’ direction. \n \nPortion “C”– It houses Reset Counter, Reset key and Reset co-operation indication. \n The description of the various parts / portions is as given below : \n \n3A.07. Push Buttons. \n \n(i) TGT push button – ‘Train Going To’ Push button is located in the portion – ‘A’ of \nblock panel and is to be pressed along with ‘BELL’ push button to obtain line \nclear, to send a train into the block section. \n \n(ii) ‘TGT ACK’ - ‘Train Going To acknowledgement push button is located in the \nportion ‘A’ of Block panel and is to be pressed for acknowledgement of line \noccupied axle counter failed or line free axle counter restored in the ‘Train \nGoing To’ direction. \n \n(iii) ‘TCF ACK’ – Train coming from acknowledgement push button is located in \nthe portion ‘A’ of Block panel and is to be pressed for acknowledgement of \nline occupied / axle counter failed or line free / axle counter restored in the \n‘Train Coming From’ direction. \n \n(iv) ‘BELL’ push button – It is located in the portion ‘A’ of Block panel and when it is \npressed a bell beat is heard in the single stroke bell, at the other end of the \nblock section. \n48", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 54, + "text": "The Bell Push button shall be used to – \n \n(a) transmit the prescribed code of Bell signals. \n(b) get ‘Line Clear’ when pressed along with ‘TGT’ push button \n(c) Cancel the ‘Line Clear’ by the train receiving station which is already \nobtained by the train dispatching station, when operated along with 'LCB key' \nout. \n \n(v) ‘RSB’ Push button – Reset push button, when it is intended to reset the axle \ncounter by the receiving end SM. \n \n3A.08. Keys. \n \n(i) SM’S KEY: SM’s control key for block panel is a two position key. It is located in \nthe portion ‘A’ of Block panel. This key is provided to enable Station Master to \nhave control on the Block panel. \n \nSM’s key should normally remain in the personal custody of SM. It should be \ninserted and turned whenever any operation on the Block panel is to be \ndone. When this key is ‘out’ only the under mentioned operations are possible \n– \n \n(a) Exchange of Bell Code Signal. \n \n(b) Acknowledgement of buzzers of Train entering / clearing / axle counter \nfailure/restored by pressing TGT ACK/TCF ACK push buttons. \n \n(ii) LCB Key: Line clear blocking canceling key is a two position key normally kept \ninserted and turned. It is located in the portion ‘A’ of Block panel. It is to be \ntaken ‘out by receiving end Station Master in the following cases only. \n \n(a) In case of emergency for withdrawing the facility of obtaining Line \nClear available with sending SM. \n(b) if the sending end SM has already taken “Line Clear” to send a train, \nthis can be cancelled by taking out this key and simultaneously \npressing the Bell push button with SM’s key ‘IN’ provided the train for \nwhich permission has been achieved has not entered the Block \nSection. \n \n(c) The LSS of sending station will also be replaced to ‘ON’ automatically if \nalready taken ‘OFF’ for sending the train in the section. \n \nNote: This facility is to be used only in an emergency and adequate safeguards are \nto be provided in the Station Working Rules for recording this action, so that \nthis facility is not misused. \n \n(iii) RSK KEY - This reset key is located in the portion ‘C’ of the Block panel. It is a \nnon-locking key and when at receiving station this key is inserted turned and \npushed in, it reset the axle counter provided to prove the clearance of the \nblock section. \n \n(iv) This key, therefore, has to be used with great caution, be sure that the Block \nsection is clear of all obstructions. \n \n \n49", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 55, + "text": "3A.09. Indications – \n \n Separate indicators are available on the Block panel for TCF and TGT directions. \n \n(i) TCF Direction: (In the portion ‘B’ of Block panel) \n \n‘ ‘Line Closed’ - Indication appears as ‘Yellow’ light on the panel when there is \nno train; in the Block section and when the section has not been blocked. \n \n(b) ‘Train coming From’ – Indication appears as a ‘Green light on the panel at the \nreceiving station, when TGT and BELL push buttons are pressed simultaneously \nat sending station and the condition of granting line clear at receiving station \nhave been compiled with. \n \n(c) ‘Train on Line’ - Indication appears as a ‘Red light on the panel, when the \nblock section is occupied by a train or any other rail vehicle like motor trolley \netc. after ‘ line clear’ has been obtained on the block panel. \n \n(d) ‘Line Free’ - A–‘Green light’ to indicate that the block section is clear of trains \nor vehicles. \n \n(e) ‘Line occupied/Block forward/Block Back” – A red light indication to indicate \nline occupied / Block forward / Block back on the panel when the block \nsection is occupied by a train, either through a signaled move or when the \nline is ‘blocked back’, ‘blocked forward’. \n \n (ii) TGT Direction : \n In the Upper row of portion ‘A’ of the Block panel. \n \n(a) “Line Closed” - Indication appears as ‘Yellow’ light on the panel, when there is \nno train in the block section and when the section has not been blocked. \n \n(b) “Train Going to” - Indication appears as a ‘Green’ light on the panel at the \nsending station, when TGT and BELL push buttons are pressed simultaneously \nat sending station and conditions for “granting line clear” for the train at \nreceiving station been complied with. \n \n(c) “Train on Line” – Indication appears as ‘Red’ light on the panel when the \nblock section is occupied by a train or any other rail vehicle like motor trolley \netc. after line clear has been obtained on the Block panel. \n \n(d) “Line Free” – A Green light to indicate that block section is clear of train or \n vehicle. \n \n(e) “Line occupied/Block forward/Block Back” – A ’Red light indication to \nindicate line occupied/Block forward/Block back on the panel when block \nsection is occupied by a train either through a signaled move or when the line \nis ‘blocked back’, ‘blocked forward’. \n \n(iii) “LSS indication” – (In the lower row of portion ‘A’ of the Block Panel). \n50", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 56, + "text": "(a) A ‘Red’ lamp indication to indicate. \n \n(i) ‘ON’ aspect of last stop signal. \n \n(ii) When train passes, the LSS in ‘OFF’ position and the same replaced to \n‘ON’ position. \n \n(b) A ‘Green’ lamp indication to indicate that the Last Stop Signal has been \ncleared for the train to enter the block section. \n \n(iv) Acknowledgement indications: (In the lower row of portion ‘A’ of the \nBlock panel) \n \n(a) TGT ACK indication – A ‘Yellow’ lamp to draw the attention of \nthe Station Master at the train sending end, when the buzzer \nsounds, in the event of Block section being occupied or when \nthe train arrives. \n \n(b) TCF ACK indication – A ‘ Yellow’ lamp to draw the attention of \nthe Station Master at the train receiving end when the buzzer \nsounds, in the event of Block section being occupied or when \nthe train arrives. \n \n(v) Reset Co-operation Indication – (In the portion ‘C’ of the Block panel). \n \nA ‘Yellow’ lamp indication for ‘Reset Co-operation’ to indicate that co-\noperation has been extended by the sending for resetting the axle counter. \n \n3A.10. Counter (In the portion ‘C’ of the Block Panel). \n \n‘Axle Counter Reset’ – Counter for registering the number of attempts made to reset \nthe axle counter. \n \n3A.11. Buzzer : \n \nWhen a train occupies/clears a block section or axle counter fails/restores to normal, \na buzzer sounds. The Station Master can make the buzzer silence pressing TGT ACK or \nTCF ACK Push buttons, based on the event of proceeding the sounding of the \nbuzzer. Along with this buzzer ;Yellow’ indication also appears, above the TGT ACK or \nTCF ACK push buttons, which guides SM as to which button is to be pressed. \n \n3A.12. Block Bell : \n \nThis is a single stroke bell and is operated by pressing the BELL push button provided \non the panel at either end of the block section, this gives audible signal at the other \nstation. \n \n3A.13. Block telephone : \n \nThis provides speech communication between the Station Masters at the two ends of \nthe block section. \n \n \n51", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 57, + "text": "3A.14. Locks: \n \n Two locks have been provided in the rear of the Block panel as under: \n(a) Signal maintainer’s lock \n(b) SM’s lock \n \nUnless both these locks are unlocked, the block panel from the rear cannot be \nopened for maintenance purposes. \n \n3A.15. Block Working: \n \n(i) Trains are worked on the Absolute Block System. Block working is by means of \nBlock panel, Axle counters and associated equipments. The movements of \ntrains in the block section are controlled by a Block Panel provided with \noperating buttons, keys and indications. \n \n(ii) Each Block section is provided with two Block panels, one at either end of the \nblock section; serving for both the lines of the double line section. All \noperations like obtaining Line Clear, canceling Line Clear, etc. are done on \nthese panels. \n(iii) The occupancy or otherwise of the entire block section is proved by provision \nof Axle counters. It is not possible to either obtain Line Clear or close the block \nsection unless the entire section is clear of trains. The Line Clear is obtained by \nthe sending end SM and the Block section gets closed automatically with the \ncomplete arrival of the train at the receiving station. \n \n3A.16. Principle of Operation: \n \n Electrical control is provided on relevant Last Stop signal to ensure that: \n \n(i) The Last Stop signal at sending station cannot be taken ‘OFF’ until the sending \nstation SM has pressed the ‘TGT’ & ‘BELL’ Push buttons and all the conditions \nfor granting of Line Clear are available at the receiving station. The latter is \nautomatically checked by axle counter and associated equipment installed \non either side of the Block Section. \n \n(ii) (a) The Last Stop signal lever (in the case of lever frames) is free in the reverse \nposition so that it can be put back to normal position when desired. \n \n(b) Where a switch/push button has been provided for operating the Last \nStop signal it is possible to replace this signal to ‘ON’ position with the help of \nsignaling circuits provided at the station. \n \n(iii) If the receiving station is not in a position to accept a train or an emergency \nhas occurred after Line clear has been taken by the sending station, the \ncircuits permit the receiving station to put back to ‘ON’ the Last Stop signal at \nthe sending station provided the train has not left the station in rear. \n \n(iv) The principle of ‘One Line Clear for one Train’ and ‘One signal for one Train’ \nhas been followed in the circuit so that if the Last Stop signal of the sending \nstation goes back to ‘ON’ by the departure of a train from the sending station \nthe same cannot be re-cleared unless fresh Line Clear is obtained after the \nprevious train has arrived complete at the receiving station. \n \n \n52", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 58, + "text": "PART – II \n \nOPERATING PROCEDURES \n \n3A.17. Method of Obtaining Line Clear. \n \nFollowing is the sequence of operations for obtaining Line Clear to send the train \nfrom station in rear to station in advance. \n \nTaking two stations ‘X’ and ‘Y’ and a train awaiting for traveling from ‘X’ to ‘Y’, the \nblock section being clear and the Line Closed. Yellow indication being displayed in \n‘TRAIN GOING TO’ part of the portion ‘A’ of the Block panel at ‘X’ station & ‘TRAIN \nCOMING FROM’ part of the portion ‘B’ of the Block panel at ‘Y’ station. \n \n‘X’ Station (Sending) ‘Y’ Station (Receiving) \n1 Insert SM’s key and turn, press bell push \nbutton to send “Call Attention attend \nTelephone” signal to station ‘Y’. \n2 Bell signal is acknowledged by \npressing Bell push button. Attends \nTelephones. \n3 Receiving acknowledgement signals. \nAttend telephone and calls out his \nstation name \n4 Calls out his station name. \n \n5 Asks consent giving number and \ndescription of the train. \n6 Gives consent by repeating the \nnumber and description of the train, \nprovided it can be accepted. This \nshould be confirmed by giving a \nPrivate Number after ensuring that \nthe ‘LCB’ key is in the block panel \nand in the ‘turned’ position. \n7 Obtaining ‘Line Clear by pressing ‘TGT’ \npush button along with the ‘BELL’ push \nbutton and keeps them pressed. \n8 Block panel displays ‘Train Coming \nFrom’ green indication. ‘Line Closed’ \nYellow indication disappears. \n9 Block panel displays ‘Train Going To’ \ngreen indication. ‘Line Closed’ Yellow \nindication disappears. Release buttons. \n \n10 ‘Take Off’ the departure signals to send \nthe train into the block section, \nLSS green lamp indication appears in \nportion ‘A’ of the Block panel. \n \n11 As soon as the train occupies track just \nahead of the Last Stop signals, the LSS \nautomatically goes back to its ‘ON’ \nposition LSS ‘Red’ lamp indication \nappears in portion ‘A’ of block panel \nand ‘Train on Line’ Red indication \nappears automatically and a buzzer \nalso sounds. ‘Line Occupied; red \nindication appears and ‘Line Free’ \ngreen indication disappears. SM presses \n‘TGT ACK’ to silence the buzzer. \n12 Train On Line red indication appears \nautomatically on the panel buzzer \nsounds continuously. ‘Line Occupied’ \nred indication appears and ‘Line \nFree’ green indication disappears. \nSM presses ‘TCF ACK’ to silence the \nbuzzer. \n \n \n \n53", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 59, + "text": "‘X’ Station (Sending) ‘Y’ Station (Receiving) \n 13 Takes off reception signals. As soon \nas the train passes the Home signals, \nthe signal goes back to ‘ON’ \nautomatically. A buzzer sounds \ncontinuously after the train has \ncompletely passed the block overlap \nahead of the Home signal. \n 14 Block Panel displays ‘Line Closed’ \nYellow indication and ‘Train On Line’ \nred indication disappears. \n 15 SM presses ‘TCF ACK’ to silence the \nbuzzer. \n16 Block panel displays ‘Line Closed’ \nyellow indication & ‘Train On Line’ red \nindication disappears and buzzer \nsounds which is silenced by pressing \n‘TGT ACK’ push button by SM. \n17 The Home signal lever and its SM’s \ncontrol slide, where provided, are put \nback to normal position. \n \n \n 18 Gives ‘Train out of section’ signal \nafter satisfying himself that the train \nhas arrived complete or passed with \nthe tail lamp/tail board on the last \nvehicle. \n19 Acknowledges Train out of section \nsignals. \n \n \n3A.18. Refusal to the ‘Is Line Clear’ signal & sending of the obstruction Danger signal. \n \n(1) If the Line being blocked by the presence of a train in the section, or by \nshunting or for any other reason, the block station in advance is unable to \naccept, “is Line Clear” signal, such station must refuse that on telephone \ncommunication and also take out LCB key from the portion ‘A’ of the Block \nPanel. \n \n(2) If the block station in advance does not give consent to accept the train, the \ntrain must be stopped at the station in rear and should not be allowed to \nleave, until a fresh consent has been given and accorded by the block \nstation in advance. \n \n3A.19. The Train Entering Section Signal: \n \n(1) On departure of train across a block station and occupying the track circuit \njust in advance of LSS. A buzzer will sound at both, train sending as well as train \nreceiving station. This should be acknowledged by pressing the respective \nacknowledgement buttons i.e. ‘TGT ACK’ button by train sending SM and ‘TCF \nACK’ push button by train receiving station. \n \n(2) Then so acknowledged, the section shall be considered to be blocked for any \nother train. \n \n \n54", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 60, + "text": "3A.20. ‘Train out of section’ or ‘Obstruction removed’ signals. \n \nWhen the section is cleared after the arrival of the train or by removal of the cause \nof blocking the block section, which shall be detected by axle counter device, \nbuzzer will start at both train receiving and train sending stations. This should be \nacknowledged by pressing the respective acknowledgement buttons, i.e. TCF ACK \nbutton by train receiving SM and TGT ACK button by train sending SM. \n \n3A.21. The Obstruction Danger signal. \n \n(1) This signal is a ‘Danger’ signal’ and shall be operated in any case of danger \nwhen it is necessary to stop a train or to attract the immediate attention of the \nSM of the next station. \n \n(2) It must always be promptly acknowledged and immediate steps must be \ntaken to stop any train entering the block section. \n \n(3) If a ‘Line Clear’ has been obtained, the station receiving the obstruction \ndanger signal must cancel the ‘Line Clear’ so obtained. \n \n(4) The ‘Obstruction Danger’ signal should be recorded as a danger signal and it \nshould be used only in case of danger or sudden emergency. When it is \nnecessary to stop train for which line clear has already been given, the station \ntransmitting this signal, i.e. train receiving station shall take out LCB key and \npress ‘BELL push button simultaneously. This should be done with SM’s key in \n‘IN’ position. The receiving station SM must record the reasons for this in TSR \nand exchange Private Number with station in rear. \n \n3A.22. Procedure for Resetting of the Axle counter when failed. \n \nAfter a train has been received at the receiving end station or when no train has \nentered into the block section or after any block forward or block back operation is \ncompleted, if the ‘Line occupied’ indication still persists, then receiving station SM \nand sending station SM shall adopt the following procedure for resetting the axle \ncounter: \n \n(i) Verify, that the block section is clear of vehicles, by any one of the following \nmeans: \n \n(a) Observing the procedure laid down in G&SR, the complete arrival of a train to \nthe station in advance will be ascertained by the Station Master at the \nreceiving station by sending the complete arrival register to the Guard of the \ntrain who will certify by signaling in the complete arrival register with time but if \nthe train was running with L.V. without brake van/with L.V. No. the Station \nMaster himself will verify the Last Vehicle No. personally. \n \n(b) By checking up from the train signals register, the details of the last train \npassed through that block section and finding out from the SM of the station \nin advance or from the controller that the last train that has passed, has \narrived complete. \n \n55", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 61, + "text": "(ii) After the above verification, exchange Private Numbers with the receiving \nend cabin in token of such verification. \n \n(iii) The axle counter is to be reset by receiving station. The receiving station SM \nafter satisfying that no vehicle is left behind in the Block section, advises the \nfull facts to the sending station SM and requests him to co-operate in resetting \nthe axle counter. \n \n(iv) The sending station SM presses the ‘RSB’ push button provided on his block \npanel. \n \n(v) On getting a yellow ‘Reset Co-operation’ indication the receiving station SM \ninserts turns, and presses the RSK key on the panel for resetting the axle \ncounter. \n \n(vi) The reset counter increases by one number. On release of pressure on the RSK \nkey; ‘Line Occupied’ Red indication disappears on the Block panels at both \nthe ends. \n \n(vii) This increment of counter should be recorded in the train register along with \nexchange of Private No. for every reset of axle counter done manually. The \nreceiving end SM should then extract the RSK key and keep it in safe custody. \nAt the receiving end a counter register to be maintained at the station for \neach resetting of the axle counter. \n \nNote: In case the SMs are unable to check the complete arrival of the train by any \none of the means listed in para (1) above. Then before following the resetting \nprocedure for resetting the axle counter, the first train should be sent on “Authority to \nproceed without line clear” (for Up trains on form No. T/C 1425 and for Down trains \non form No. T/D 1425) with a Caution Order informing the Loco Pilot to look out for \nany obstruction and restricting the speed to 15 KMPH in day time with clear visibility \nand 8 KMPH at night time and when the visibility is poor during day time. After this \ntrain has completely arrived at the receiving end station, the axle counter should \nthen be rest by following the procedure as indicated above. \n \n3A.23. To Cancel Line Clear. \n \n(A) When a line clear has been obtained and afterwards found that the train for \nwhich line clear already obtained has to be detained owing to any reason, \nthe following procedures must be adopted: \n \n(i) if LSS is not taken off, SM should not clear the LSS. \n \n(ii) If LSS is already taken off, it must be put back to ‘ON’ and SM should \ninform the Loco Pilot of the train for which the LSS was taken off, \nregarding canceling the line clear obtained for the said train. \n \nFor canceling the ‘Line Clear’ the following procedures must be adopted: \n \n\"X” Station (Sending) “Y” Station (Receiving) \n1 Block Panel indicates ‘Train Going \nTo’ green indication. \n1 Block panel indicates ‘Train \nComing From’ green indication. \n2 Gives ‘Call Attention/Attend \nTelephone Signals. \n3 Acknowledges Call Attention \nTelephone Signal. \n4 Attends Telephone 4 Attends Telephone. \n56", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 62, + "text": "5 Inform that the train for which line \nclear has been obtained is being \ndetained and the line clear is to \nbe cancelled. In support of this he \ngives a Private Number \n6 Acknowledges and gives consent \nby giving a Private Number. Also \ntakes out the LCB key and \nsimultaneously presses Bell push \nbutton with SM’s key ‘IN’ \n7 ‘Train Going To’ green indication \ndisappears & ‘Line Closed’ yellow \nindication appears on the Block \npanel. \n8 ‘Train Coming From’ green \nindication disappears & ‘Line \nClosed’ Yellow indication, \nappears on the Block panel. \n 9 LCB key is inserted and turned. \n \n Note: Next train can now be sent following the regular procedure as per para 3A.17 \n \n(B) Where Line Clear has been obtained and the train has also been dispatched \ninto the Block Section and it is afterwards found that the train has to return \nback to the station from which it was started the following procedure must be \nadopted. \n \n\"X” Station (Sending) “Y” Station (Receiving) \n1 Block Panel indicates ‘Train On \nLine’ red indication. \n1 Block Panel indicates ‘Train On \nLine’ red indication. \n2 Gives ‘Call Attention/Attend \nTelephone signal. \n3 Acknowledges ‘Call attention / \nAttend Telephone signal. \n4 Attend Telephone. 4 Attend Telephone. \n5 Informs that the train which left the \nstation has returned back to this \nstation. Complete, supported by \nhis Private Number. \n6 Acknowledges by giving Private \nNumber. \n7 ‘Train On Line’ red indication still \npersists ( as in 1 above.) \n7 ‘Train On Line’ red indication. Still \npersists (as in 1 above.) \n8 ‘Line Free’ green indication \nappears on the Block Panel. \n8 ‘Line Free’ green indication \nappears on the Block Panel. \n \nNote: The following train shall be worked on ‘Paper Line Clear’. After the arrival of \nthe said train at the station in advance, ‘Train On Line’ indication disappears and \n‘Line Closed’ Yellow indication appears at both the stations and further trains will be \nworked in the normal way. \n \n(C) When station in advance wished to cancel the ‘Line Clear, he must (except in \ncase of emergency when the Obstruction Danger; signal is to be used) \ninforms the station in rear on the telephone and when the station in rear \nagrees. The cancellation must be done as described in para 3A.23 (A). \n \n3A.23. NOTE : WHENEVER ANY OF THE ABOVE OPERATIONS IS TO BE DONE BY THE \n SM/CABIN MASTER, HE SHALL NOT DO SO WITHOUT THE PERMISSION \n OF HIS STATION MASTER AND SECTION CONTROLLER ON DUTY. \n \n \n \n \n57", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 63, + "text": "3A.24. Loco Pilot’s Authority to Proceed. \n \n(i) On the Double Line sections, the Loco Pilot shall not take his train into a block \nstation unless the Last Stop signal pertaining to him has been taken ‘OFF’ as \nlaid down in GR. 14.08. \n \n(ii) When the ‘Block Panel’ is in working condition & LSS has failed. \n \nIf the Block Panel is in normal working condition but there is only failure of Last \nStop signal, Line Clear working shall continue to be done on the Block Panel \nitself and a written authority on the Form T 369(3b) with an endorsement \nthereon, by the Station Master that the Line Clear has been obtained on Block \nPanel along with the Private Number received from the Block station in \nadvance, shall constitute the Loco Pilot’s Authority to proceed. \n \n(iii) In case of failure of Block Panel - \n \nIf there is failure of Block Panel and Line Clear cannot be obtained on it, then \nline clear should be obtained using identification sheet through electrical \ncommunication as laid down in SR 14.13 \n \n3A.25. Block Forward. \n \n(a) The Station Master who intends to block forward the Line shall advise the \nStation Master of the station in advance on Block telephone by supporting a \nPrivate Number and ask permission to ‘Block forward’ who will acknowledge \nthe message and grant permission supported by a Private Number. The SM in \nadvance will ‘take out’ LCB key and keep it in safe custody. Loco Pilot shall be \ngiven shunting Authority in Form T/806 for entering the block section for \nshunting. On completion of shunting, the Station Master shall inform the \nStation Master of the station in advance of the completion of shunting \nsupported by a Private Number which shall be acknowledged by the SM of \nthe station in advance by a Private Number. \n \nOn completion of the shunting the Station Master of the station in advance \nshould restore the LCB key of the panel. \n \n(b) All the entries in the TSR will be made in ‘RED’ ink. Reasons for Block Forwarded \nhas to be recorded against the entry in the remarks column. \n \nShunting being performed at the Station ‘X’ \n“X” Station “Y” Station \n1 Block Panel indicates ‘Line Closed’ \nYellow indication \n1 Block Panel indicates ‘Line \nClosed’ Yellow indication. \n2 Inserts the SM’s key and turns and \ngives ‘Call attention’ signal \n3 Inserts the SM’s key turns and \nacknowledges the ‘Call attention’ \nsignal. \n4 Attends Telephone. 4 Attends Telephone. \n5 Informs intention to do shunting in \nthe Block section and give Private \nNumber. \n6 Acknowledges and removes the \nLCB key and keeps it in his \npersonal custody. \n \n \n \n \n58", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 64, + "text": "7 Prepares T/806 and sends it to the \nLoco Pilot. When the movement \ntakes place into the Block section, \nthe buzzer sounds, which is \nsilenced by pressing ‘TGT ACK’ \npush button. The Line occupied \nred indication appears. \n8 The buzzer sounds, which is \nsilenced by pressing ‘TCF ACK’ \npush button. The ‘Line Occupied’ \nred indication appears. \n9 When the shunting is completed \nand the train has cleared the \nblock section the buzzer sounds \nwhich is silenced by pressing the \n‘TGT ACK’ push button \n10 The buzzer sounds, which is \nsilenced by pressing the ‘TCF \nACK’ push button. \n11 ‘Line Occupied’ red indication \ndisappears and ‘Line Free’ yellow \nindication appears. \n11 ‘Line Occupied’ red indication \ndisappears and ‘Line Free’ yellow \nindication appears. \n12 Gives ‘Call Attention’ signal and \nattends telephone. \n13 Acknowledges ‘Call Attention’ \nsignal & attends telephone. \n14 Informs that shunting is completed \nsupported by a Private Number. \n15 Acknowledges supported by a \nPrivate Number and restore the \nLCB key. \n \n3A.26. Block Back: \n \n(a) The Station Master who intends to Block Back the line shall ask the Station \nMaster of the station in rear on the telephone for permission to ‘Block Back’ \nwho will acknowledge the message and grant permission supported by a \nPrivate Number. The LCB key shall be ‘taken out’ by the SM who intends to \nperform shunting and shall be kept in personal custody of SM. The SM will then \nissue the necessary memo to the Loco Pilot on the prescribed shunting Order \nForm No. T/806 authorized to him to perform shunting in the Block Section. \n \n(b) On completion of the shunting the LCB key shall be restored to the Block \nPanel. Then the SM shall inform the Station Master of the station in rear, of the \ncompletion of shunting supported by a Private Number which shall be \nacknowledged by the Station Master of the station in rear by a Private \nNumber. \n \n(c) All the entries in the TSR will be made in ‘RED’ ink. Reasons for Block Back must \nbe recorded against the entry in Remarks Column. \n \n(d) The following operations are to be done on the Block Panel for ‘Block Back. \n(Shunting being performed at station ‘X’ towards ‘Y’ on the wrong line). \n \n“X” Station “Y” Station \n1 Block Panel indicates ‘Line Closed’ \nYellow indication. \n1 Block panel indicates ‘Line \nClosed’ yellow indication. \n2 Inserts the SM’s key and turns and \ngives ‘Call Attention’ signal. \n3 Inserts SM’s key and turns and \nacknowledges ‘Call Attention’ \nsignal. \n4 Attends telephone. 4 Attends telephone. \n5 Informs intention to perform \nshunting in block section on wrong \nline. \n6 Acknowledges & gives consent by \ngiving a Private Number. \n59", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 65, + "text": "7 Takes out the LCB key and keeps it \nin his personal custody. Issues T/806 \nto the Loco Pilot for performing \nshunting into the Block section. \n \n8 When the movement takes place \nin the block section, the buzzer \nsounds which is silenced by \npressing ‘TCF ACK’ push button. \n‘Line occupied’ red indication \nappears. \n9 The buzzer sounds which is \nsilenced by pressing ‘TGT ACK’ \npush button ‘Line Occupied’ Red \nindication appears. \n10 When the shunting train has \ncleared the block section, the \nbuzzer sounds which is silenced by \npressing ‘TCF ACK’ push button. \n‘Line occupied’ red indication \ndisappears and ‘Line Free’ green \nindication appears. \n11 The buzzer sounds which is \nsilenced by pressing ‘TGT ACK’ \npush button ‘Line Occupied’ Red \nindication disappears and ‘Line \nFree’ Green indication appears. \n12 Restores the LCB key and gives \n‘Call attention’ attend telephone \nsignal. \n13 Acknowledges and attends \ntelephone. \n14 Informs that shunting is completed \nsupported by a Private Number. \n15 Acknowledges supported by a \nPrivate Number. \n \n \nPART – IV \nBLOCK FAILURE \n \n3A.27 Block failures. \n \n The block failures can be categorized into the following – \n \n(A) Failure of Block panel. \n(B) Failure of last Stop signal. \n \n(A) Failure of the Block Panel: \n \nThe Block Panels must be considered to be defective for Up and/or Down trains, as \nthe case may be in the following cases: \n \n(i) When no indication of any sort at all appears on the block panel. \n \n(ii) When none of the indications viz. “Train coming from/Train going to”, appears \non the block panels except ‘Line Free’ or “Line Occupied” panels except \n“Line Free” or “Line Occupied” \n \n(iii) when no train has entered in the block section but the Block Panel show “line \nOccupied” red indication and this indication persist even after resetting has \nbeen tried as per para 3A.22. \n \n(iv) When “TRAIN GOING TO” or “TRAIN COMING FROM” indication does not \nappear by appropriate action, though condition for asking “LINE CLEAR” and \ngranting permission to approach are available. \n60", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 66, + "text": "(v) When “TRAIN ON LINE” indication does not appear on the entry of train into \nBlock section at either of the station. \n \n(vi) When a train has arrived at the receiving station but the block panel still shows \n“TRAIN ON LINE” Red indication and/or also shows “Line Occupied: Red \nindication and these indications persist even after resetting has been tried as \nper para 3A.22. \n \n(vii) Total failure of communication during which trains shall be worked as per \nextant rules in force on the railway. \n \n(viii) Any damage is seen or reported to block equipments i.e. Block Panel, Axle \nCounter, Track Devices, Axle counter equipment and Block multiplexer \nequipment etc. \n \n(ix) When Last Stop signal cannot be kept at ‘ON’ during its suspension / \ndisconnection \n \n(x) When Last Stop signal of the station does not go back to ‘ON’ position on the \nentry of a train into the Block section. \n \n(xi) When the Bell Code signals are received indistinctly. \n \nNote: (i) In all the above cases, the Block panel must be treated as defected block \nworking suspended and trains must be dealt with by taking Line Clear on the \nElectric communication Equipments provided and by following provisions of \nGR 14.13 & SR. \n \n(ii) In respect of the failure indicated in the terms No. A (vii) of the para above, \ntrains must be dealt with under the extant rules as outlined in GR 14.13 & SR. \n \n(iii) In respect of failures indicated in the item Nos. (v), (ix) & (x) of the para (A) \nabove, all efforts must be made to keep the LSS in the ‘ON’ position. If it is not \npossible, then a competent railway servant should be deputed with Red Hand \nSignal to take his position at the foot of the LSS to warn Loco Pilots of the \napproaching trains. In addition, all trains in the relevant directions should be \nstopped at the Home signal and after ensuring that they have come to stop, \nthe Home signal should be cleared to caution aspect only. The Starter should \nnot be taken off and the train should be dispatched by issue of relevant \nauthority to pass the Starter and the LSS. Caution Order should also be issued \nto the Loco Pilots about the defect of the LSS. \n \n(iv) The Block Panel should not be restored for normal working until it is tested \nby a competent signaling staff and certified fit by him for use. \n \n(B) Failure of Last Stop Signal. \n \nThe Last Stop signal must be considered to have failed for Up or Down direction as \nthe case may be in the following cases – \n \n(i) The Last Stop signal cannot be taken ‘OFF’ even though Line Clear has been \nobtained. \n \n61", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 67, + "text": "(ii) The Last Stop signal can be cleared without getting ‘Line Clear’. \n \n(iii) The Last Stop signal does not restore on ‘ON’ position after the train enters the \nBlock section. \n \nIn all the cases indicated paras (A) and (B) above failures should be informed \nto S&T staff immediately. \n \nNote: In respect of the cases indicted in paras (B) (ii) & (iii) above, the precautions \nindicated in Note No. (iii) & (iv) under para 3A.27 (A) dealing with failures of \nthe Block panels should strictly be adhered to. \n \n3A.28. Suspension of Block Working. \n \nBlock working must be suspended and trains dealt with in accordance with the \nextant instructions in the following cases. \n \n(A) Suspension of Block Panel. \n \nThe Block Panel shall be considered inoperative and should be suspended in the \nfollowing cases – \n \n(i) When material lories, motor trolleys, tie-tamping machines and rail motor / \ntower wagon (4-wheeler) has to run in the section, these shall be worked on \nauthority of Caution Order. \n \n(ii) Abnormal movement i.e. Single Line Working on Double Line or mid-section \naccidents etc. \n \n(iii) Block Back / Block Forward with the respective direction only. \n \n(iv) When un-signaled reception has been restored at the receiving station. \n \n(v) When any part of the Block Equipment is to be opened for repairs which shall \nbe done only under duly accepted disconnection notice. Block Panel \nworking shall only be resumed by a Railway servant authorized as per extant \nrules on the Railway. \n \n(B) Suspension of Last Stop Signal. \n \nThe Stop signal shall be considered inoperative and deemed to have suspended in \nthe following cases – \n \n(i) When the Last Stop signal has been undertaken for repairs by S&T staff. \n \n(ii) During the ‘Block Forward’ only. \n \n(iii) During the single line working on double line section due to some emergency \nlike; mid-section accident or otherwise. \n \n(iv) When the material lorries/trollies, tie-tampering machines or tower wagon has \nto run in the section. \n \n62", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 68, + "text": "Note: In respect of the cases listed in para (A) & (B) above, as soon as the causes of \n block working is removed normal working can be restored by SM. \n \n3A.29 Working of trains when there is failure of Block Panels. \n \nWhenever the Block Panels fail, Line Clear should be obtained on the electric \ncommunication equipment and by following provisions of GR 14.13. \n \nIf block working can be carried on the Block Panel but the LSS cannot be taken off, \nthen Line Clear should be obtained on the Block Panels but Caution Order should be \nissued as an Authority for entering the Block section. \n \n3A.30 Working of Lorries and Motor Trollies. \n \nAll light vehicles and heavy material trollies will work with block back or block \nforward. \n \n(2) Please insert the following para after item No. 1 (B) (vi) and 2(B)(vi) of A/C 2 of BWM \n(Reprinted 2004) dated 26-10-2006. \n \nA speed restriction of 30 kmph. be imposed additionally, if working train on PLC \nexceeds duration of 24 hrs. of PLC working introduction. \n \n (Authority: Railway Board’s letter No. 2005/Safety(A&R)/19/16 dated 16-10-2007.) \n \n63", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 69, + "text": "CHAPTER - IV \nSINGLE LINE ELECTRICAL BLOCK INSTRUMENTS \nDESCRIPTION AND METHOD OF OPERATING \n4.01 Types of Instruments – The following types of Electrical Block Instruments are in use on \nthe Eastern Railway where Single Line working is in force- \n(a) Neale’s Token Instrument (Old/converted type) \n(b) Neale’s Token Instrument (New type) \n(c) Tablet Instrument \n(d) Tokenless Instrument \n(i) Handle type – (Daido & Kyosan) \n (ii) Push Button type. \nNote :- Tokenless Instruments have been dealt in Chapter VIII of BWM. \n4.02. Description of Instruments - In the following pages will be found a description of \neach of the above types of instruments together with instructions for their operation. \n \n64", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 70, + "text": "4.03. Neale’s Token Instrument (Old type) – This instrument is illustrated and is provided with \nthe following. \n(a) an Operating Handle. \n(b) A Bell Plunger \n(c) A Block Bell \n(d) A Current Indicator ( Galvanometer) \n(e) Drawer \n(f) Lock on Drawer \n(g) A token Delivery Aperture \n(h) A Mechanical Key Lock \n(i) A glass window for observing when Tokens are running short. \n \n4.04. The Operating Handle is circular disc with a pointer engraved on it as shown below :- \n \n(a) The Pointer indicates the three positions of the Operating Handle – \n (i) Line Closed which is the normal position of the handle and indicates \n that no Token has been extracted at either end of the Block section \n \nwhich is therefore clear of trains.\n \n(ii) Receiving position TCF which indicates that Line Clear has been given \n for a train to approach and that a Token has been extracted at the \n other end of the Block section, and \n (iii) Sending position (TGT) which indicates that line clear has been \nreceived to despatch a train and a Token has been extracted from the \ninstrument. \n (b) The Operating Handle cannot be turned without the permission of the \nStation Master at the other end of the Block section who has electrical \ncontrol over it. \n4.05. Bell Plunger – The Bell Plunger is placed in the centre of the Operating Handle and \nwhen depressed rings the bell of the corresponding Block Instrument at the other \nend of the Block section. It shall only be employed for signalling trains by means of \nthe prescribed code of Bell signals. Each depression of the Bell Plunger causes one \nbeat on the bell of the corresponding Block Instrument at the other end of the \nsection. \n65", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 71, + "text": "4.06. Block Bells – These bells are provided to convey the prescribed Code of Bell signals. \n4.07. Current Indicator or Galvanometer – The Galvanometer is provided with a needle \nthe movement of which indicates the passage of an electrical current received or \nsent and also the operation of the corresponding Block Instrument at the other end \nof the section. \n4.08. Drawer – This provides the means for inserting a Token into the instrument and is so \nformed that only the correct Token can be inserted. \n4.09. Lock on Drawer – This lock where provided to enable the Drawer to be locked by the \nStation Master when he leaves the office or cabin. The keys shall always remain in \nthe possession of the Station Master on duty. \n4.10. Token Delivery Aperture – This is the opening at the bottom of the instrument through \nwhich tokens are obtained. \n4.11. Mechanical Key Lock – The Mechanical Key lock is an attachment to the Token \ninstrument added where required for the purpose of providing an interlock between \nthe Token Instrument and the Starter signal of the section which it controls. It may \nalso be used for other purposes such as the control of outlying points. The key can \nonly be removed from the lock after the Token has been extracted from the \ninstrument and the removal of the key locks the operating Handle in the sending \nposition. \n4.12. Glass Window – This provides a means whereby the station Master can observe \nwhether the Tokens are falling short. \n4.13. Description of Tokens- \n(a) The Tokens used in this instrument are of the ball type with grooves cut into them, \nthese grooves being of a different pattern for adjoining Block section. \n(b) Each Token has engraved on it the Code initials of the two stations at either end \nof the Block section to which it applies. Every Token also bears a distinctive number. \n4.14. Method of signalling trains from Block station to Block station with Neale’s Token \nInstrument (Old type) – Before any operation on Token or Block Instrument is made \nthe name of Stations working together shall be exchanged on the telephone one \nwith the others, as an assurance that the correct stations are in communication. \nTaking two adjacent station X and Y and supposing that a train is to proceed from X \nto Y and the Operating Handles of the Token Instruments at both stations are normal, \nthe following is the sequence of operations for signalling the train. \nStation X Station Y \n \n(1) Sends “Attention” signal to Y \n(giving name of station on the \ntelephone). \n \n (2) Acknowledges “Attention” signal to \nX (giving name of station on the \ntelephone). \n(3) Attends Telephone. \n (4) Attends Telephone. \n(5) Asks Y for a Private Numbers for \nthe train. \n \n66", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 72, + "text": "(6) Y gives a Private Numbers to X. \n(7) Sends Y “Attention” signal. \n (8) Acknowledges “Attention” signal to \nX. \n(9) Sends “Is Line Clear” signal \ninquiry to Y, keeping the Bell \nplunger pressed in for a count of \nfive on the last stroke. \n \n (10) On the last beat of X’s “Is Line Clear” \nsignal turns the operating Handle of \nhis instrument to the ‘Receiving’ \nposition and acknowledge the “Is \nLine Clear” signal to X keeping the \nBell Plunger pressed in for a count of \nfive on the last stroke. \n(11) Turns the Operating Handle to \nthe “Sending” position on \nreceipt of the last beat of Y’s \nacknowledgement signal. This \nwill release a Token from the \ninstrument, which he shall \nintimate to Y by giving the \n“Attention” signal (one beat). \n \n(12) Sends “Attention” signal to Y on \ndeparture of the train with the \ntoken. \n \n (13) Acknowledges “Attention” \nsignal to X. \n(14) Sends “Train entering Section” \nsignal to Y. \n \n (15) Acknowledges “Train entering \nSection” signal to X. \n (16) Obtains the Token from the Loco \nPilot on arrival of the train and \nplaces it in the instrument. \n (17) Turns the Operating Handle of the \ninstrument to the “Line Closed” \nposition. \n (18) Sends “Attention” signal to X. \n(19) Acknowledges “Attention” signal \nto Y. \n \n \n (20) Sends “Train out of Section” signal to \nX keeping the Bell plunger pressed in \nfor a count of five on the last stroke. \n(21) On the last beat of Y’s “Train out \nof Section” signal turns the \nOperating Handle of his \ninstrument to the “Line Closed” \nposition and acknowledges \n“Train out of section” signal to Y. \n \n \n67", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 73, + "text": "4.15. Neale’s Token Instrument (New Type) – the following is an illustration of this type of \ninstrument. \n \n(a) The operating Handle indicates “Coming From” and “Going To” in place of \n“Receiving” and ”Sending”. \n(b) When there is no Token in the instrument the Operating Handle can only be \nmoved to the “Coming From” position. \n(c) The Token is inserted by placing it in a drum at the top of the instrument and \ndrum must be revolved to allow the Token to drop into the Token Chamber. \n(d) Four small circular glass windows are provided in place of the rectangular \nwindow in the old instrument for observing whether Tokens are running short. \n(e) A shutter is provided which gives two indications- \n(i) A green Disc with a white cross to indicate that there are one or more \nTokens in the instrument, and \n(ii) A red disc with word “Empty” on it to indicate that there is no Token in the \ninstrument. \n (f) the Tokens instead of having grooves of different patterns for adjoining Block \nsections have holes of different shapes. \n(g) The difference in the operation of the two instruments is that with the old type \nthe Station Master giving the “Line Clear” for a train to approach is the first to \nrestore his operating Handle to normal while with the new type the reverse is \nthe case. \n4.16. Method of signalling trains from Block station to Block station with Neale’s Token \nInstrument (New Type) – \nBefore any operation on Token or Block Instruments is made the names of the \nstations working together shall be exchanged on the telephone one with the other \nas an assurance that the correct stations are in communication. \nThe method of signalling trains from Block station to Block station is exactly similar \nfor the Neale’s Token Instrument (Old Type) until the\n \noperation of \nSection signal is arrived at when the procedure differs slight as \nbelow. \n68\nto that laidd won \nsending Train out of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 74, + "text": "Station X Station Y \n(17) Sends “Attention” signal to X (giving \nname of station on the telephone). \n(18) Acknowledges “Attention” \nsignal to Y (giving name of \nstation on the telephone). \n \n (19) Sends “Train out of Section” signal to X \nkeeping the Bell Plunger pressed in for \na count of five on the last stroke. \n(20) On the last beat of Y’s “Train \nout of Section” signal turns the \nOperating Handle of his \ninstrument to “Line Closed”. \n \n(21) Acknowledges “Train out of \nSection” signal to Y keeping \nthe Bell Plunger pressed in for a \ncount of five on the last stroke. \n \n (22) Turns his Operating Handle to “Line \nClosed” on the last beat of X’s \nacknowledgement signal. \n \n4.17. Neale’s tablet instrument. – The following is an illustration of this type of instrument. \n \nThis instrument differs from the Neale’s token (new type) instrument in the following \nrespects. – \n(a) a flat tablet is used in this instrument as a token instead of a ball. The tablet is \na metal disc and is engraved with the code initials of the stations at each end \nof the block sections to which it applies. The Tablets are provided with \ndifferent grooves so that they cannot be put in to the instruments other than \nthose to which they relate. The Tablets are numbered serially. \n (b) the tablet is issued from a drawer instead of an aperture ; \n69", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 75, + "text": "(c) a small rectangular shutter is provided to show whether there are tablets in \nthe instrument or not. If there are less than five tablets, these will not be seen. \n4.18. Whenever a single line Block Instrument is opened by the Inspector/Maintainer of \nsignal department for the purpose of maintenance – it shall be done only in the “Line \nClosed” position of the instrument. \nA register is to be maintained and Cabinmaster/SM and the staff of signal department \nshall sign mentioning date and time of opening. The Cabinmaster/SM in charge of the \ncabin/station shall immediately advise the station in rear duly exchanging Private \nNumbers that the Block instrument has been taken on maintenance. During the \nperiod the Block Instrument is under such maintenance “Line Clear” will not be \nsignalled on the Block Instrument and trains to be passed according to rules for \nfailure of Block Instrument according to Chapter II of BWM. \nOn completion of Inspection/maintenance the instrument shall again be closed \npadlocked and sealed in “Line Closed” position and the Cabinmaster/SM and the \nsignalling staff will both sign the register in acknowledgement that the Block \nInstrument has been sealed and padlocked. \nThe Cabinmaster/SM in charge of the cabin/Station shall not however resume normal \nworking on the block instrument unless Private Numbers has been exchanged with \nCabinmaster/SM of the block station in rear in confirmation that no train is in the block \nsection or the last train leaving the rear station on Private Numbers has cleared the \nsection. \n70", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 76, + "text": "CHAPTER - V \nRULES AND REGULATIONS FOR SINGLE LINE WORKING BY \n MEANS OF ELECTRICAL BLOCK INSTRUMENT \n5.01. Class of stations. – All single line stations on the Eastern Railway are ‘B’ class. \n5.02. Conditions under which line clear may be given – [G.R. 8.03(2)] – at a Class ‘B’ \nstation on single line, the line shall not be considered clear and Line Clear shall not \nbe given, unless – \n(a) the whole of the last preceding train has arrived complete. \n(b) all necessary signals have been put back to ‘on’ behind the said train; and \n(c) the line is clear – \n(i) at stations equipped with two aspect signalling – Up to the Shunting Limit \nBoard or Advanced Starter (if any) at that end of the station nearest to the \nexpected train; \nor \nup to the Home signal if there is no Shunting Limit Board or Advanced \nStarter; \nor \nup to the outermost facing points if there is no Shunting Limit Board or \nAdvanced Starter or Home signal. \n \n(ii) at stations equipped with multiple-aspect signalling or modified lower \nquadrant signalling – \n \nUp to the Shunting Limit Board or Advanced Starter (if any) at that end of \nthe station nearest to the expected train; \n or \nup to the outermost facing points if there is no Shunting Limit Board or \nAdvanced Starter. \nNote.- At a class ‘B’ single line station, this rule does not forbid direct reception of a \ntrain from one side, when Line Clear has been given to the Block station on \nthe other side provided the distance between the outer signal and outermost \nfacing points in two aspect signalling, and between the Home signal and \noutermost facing points in multiple aspect signalling, or modified lower \nquadrant signalling is not less than the sum-total of the adequate distance \nprescribed in Rule 8.01 in regard to conditions for granting Line Clear and \nRule 3.40 in regard to condition for taking “off” Home signal for the admission \nof train even where shunting Limit Boards or Advanced Starters have not been \nprovided as prescribed in sub-rule (1) of Rule 3.32. \n5.03. (I) Obstruction in the face of an approaching train equipped with two aspect signals \n– (G.R. 8.09) the line outside the Home signal in the direction of a train for which Line \nClear has been given shall only be obstructed when a Shunting Board or an \nAdvanced Starter is provided in accordance with General Rule 3.32(1) and under \nspecial instructions which take into consideration the speed, weight and brake \npower of train, the gradients, the position of the Outer signal and the distance from \nwhich that signal can be seen by the Loco Pilot of an approaching train. \n71", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 77, + "text": "5.03 (II) Obstruction in the face of an approaching train at stations provided with \nmanually operated multiple-aspect or modified Lower quadrant signal – (G.R. 8.09) – \nThe line outside the outer most facing points in the direction of a train for which Line \nClear has been given, shall only be obstructed when a shunting board or an \nAdvanced Starter is provided and under special instructions which takes into \nconsideration the speed, weight and brake power of trains, the gradients, the \nposition of the first stop signal and the distance at which that signal can be seen by \nthe Loco Pilot of an approaching train. \n5.04 (I) Obstruction within station section equipped with two aspect signals. – \n (G.R.8.10) – If necessary signals are kept “on” shunting may be carried on \n either – \n(a) between Shunting Boards or Advanced Starters subject to the \nprovisions of General Rule 8.09; or \n(b) between the Home signals, if there are no Shunting Boards or \nAdvanced starters; or \n(c) between the outermost facing points, if there are no Home signals or \nAdvanced Starters or Shunting Boards. \nProvided that when signals have been taken “Off” for an incoming train on to \na line which is not isolated in accordance with General Rules 4.11 (I), no \nshunting movement shall be carried on towards points over which the \nincoming train will pass. \nNote : When line clear has been given for a train, Shunting shall not be carried out \nunder the provisions of Rules 5.04 (a) (b) and (c) above in thick, foggy or \ntempestuous weather impairing visibility. \n5.04 (II) Obstruction within station section at a station equipped with manually \n operated multiple aspect signals. – (G. R. 8.10(I) – If the necessary signals \nare kept “on” shunting may be carried on either – \n \n(a) between Shunting Board or Advanced Starter subject to the provisions \nof Rule 8.09; \n \n(b) between the outermost facing points, if there are no Shunting Boards or \nAdvanced Starters. \n \nProvided that when signals have been taken “off” for an incoming train on to \na line which is not isolated in accordance with G. R. 4.11(I) no shunting \nmovement shall be carried on towards points over which the incoming train \nwill pass. \n \nNote : No obstruction shall be permitted within the Station Section when line clear \nhas been given for a train in thick, foggy or tempestuous weather impairing \nvisibility. \n \n5.05. (I) Obstruction outside Station Section at a Class ‘B’ single line station equipped \nwith two aspect signals. (G. R. 8.11) – The line between the station section and the \nouter signal shall not be obstructed unless a railway servant specially appointed in \nthis behalf by the Station Master is in charge of the operations, and unless – \n72", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 78, + "text": "(a) the Block section into which the shunting is to take place is clear of an \napproaching train; or \n \n(b) if an approaching train has arrived at the Outer signal, the Station \nMaster has personally satisfied himself that the train has been brought \nto a dead stand at that signal. \n \nProvided that the line shall not be obstructed under clause (b) in thick, foggy \nor tempestuous weather impairing visibility, or in any case unless authorized by \nspecial instructions. \n \n5.05. (II) Obstruction outside station section at a Class “B” Single line station equipped \nwith manually operated multiple aspect signals (G.R. 8.12) – The line outside the \nstation section up to the first stop signal shall not be obstructed unless a Railway \nservant specially appointed in this behalf by the Station Master is in charge of the \noperations, and unless the block section into which the shunting is to take place is \nclear of an approaching train. \n \n5.06. Obstruction outside the first stop signal at a class “B” station on single line (G.R. 8.13) \n– The line outside the first stop signal shall not be obstructed unless the line has been \nblocked back. \n \n5.07. Blocking Back – The following is the method of blocking back – \n \nIf “Line Clear” has not been given for a train to approach, the station Master of the \nshunting station shall telephone to the next station concerned as follows- \n \n“I am blocking section back for shunting purposes. \nPrivate Numbers…………………………………..” \n \n The Station Master receiving this advice shall acknowledge it as follows – \n \n“I note the section is to be blocked back for shunting purposes. \nPrivate Numbers…………………………………..” \n \nAs soon as the Block section is cleared the shunting station shall telephone \nas follows :- \n \n“Shunting has been completed. Block section is clear. \nPrivate Numbers…………………………………..” \n \n The station Master receiving this message shall reply as follows :- \n \n“ I note shunting has been completed and Block section is clear. \nPrivate Numbers…………………………………..” \n \n5.08. Use of Token Instruments – \n \n(a) The station Master on duty is the sole person authorized to take a Token from \nor place one in the instrument. No Token shall be taken from the instrument \nunless a Private Numbers has been obtained. The Station Master is responsible \nfor seeing that the Token is correctly placed in the pouch before it is handed \nover to a Loco Pilot. \n73", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 79, + "text": "(b) If there is any reason to suspect that the line is in contact which is indicated by \nthe irregular ringing of the bell, or by the irregular movement of the \nGalvanometer needle, the Station Master shall immediately suspend Token \nWorking and introduce paper Line Clear Working advising the Divisional \nRailway Manager. The Controller, Transportation Inspector (Movement) and \nthe Signal Inspector of the occurrence. \n \n(c) This action shall also be taken if there is any reason for thinking that the \ninstrument at the other end of the block section is being worked by an \nunauthorized person or that the man at the end is not working the instrument \nproperly. \n \n5.09. Code of Bell Signals – The following Code of signals shall be used for single line Block \nWorking. \n \nRef. \nNo. Indication Code How Signalled How \nAcknowledged \n1. Call Attention and/or Attend \nTelephone. \n \n0 One stroke or \nbeat \nOne stroke or \nbeat \n2. Is Line Clear or Line Clear \nEnquiry. \n \n00 Two Two and \nsending \n3 Train Entering Section. \n \n000 Three Three and \nsending Train on \nline \n4. (a) Train out of section. \n \n(b) Obstruction removed. \n \n \n0000 \n \nFour \n \nFour \n5. (a) Cancel Last Signal. \n \n(b) Signal given in error. \n \n \n00000 \n \nFive \n \nFive \n \n6. (a) Obstruction Danger Signal \n (General). \n \n(b) Stop and Examine Train. \n \n(c) Train passed without Tail \n Lamp or Tail Board. \n \n(d) Train divided. \n \n(e) Vehicles running away on \n the Block Section. \n \n(f) Vehicles running away on \n right line. \n000000 \n \n000000-0 \n000000-00 \n \n 000000-000 \n 000000-0000 \n \n 000000-00000 \n \nSix \n \n \n Six pause one \n Six pause two \n \n Six pause three \n Six pause four \nSix pause five \nSix \n \n \nSix pause one \n Six pause two \n \n Six pause three \nSix pause four \nSix pause five \n Testing Signal 0000000000000000 Sixteen Sixteen \n \n \n74", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 80, + "text": "5.10. Acknowledgement of Signals – \n \n(a) Each signal received shall be acknowledged by sending the authorized beats \nin acknowledgement. \n \n (b) No signal shall be acknowledged until it is clearly understood. \n \n(c) A signal shall not be deemed to be complete until it is acknowledged. \n \n(d) Should the station to which a signal is sent fails to reply, the signal shall be \nrepeated at intervals of not less than 20 seconds until the reply is received. \n \n5.11. Explanation and application of Bell Codes – \n \n(1) “Call Attention”- This signal shall be sent and acknowledged before sending \nany other signal. \n \nThe only exception to this rule, is when “Obstruction Danger” signal (six beats) \nis being sent. In such cases the “Attention” signal shall not precede the \n“Obstruction Danger” signal and the Station Master receiving the \n“Obstruction Danger” signal shall immediately acknowledge it by an exact \nrepetition. \n \n(2) “Is Line Clear” or “Line Clear inquiry” – This signal is sent when permission to \nwithdraw a Token is required. It shall not be sent unless the “Train out of \nSection” signal has been received and acknowledged for the last preceding \ntrain. The beats describe the class of train for which Line Clear is required. \n \n(3) Train entering Section – (a) This signal is sent when a train enters the Block \nsection and shall not be sent until the train has passed the last Stop Signal. \n \nNote: In cases, where, due to any reason, there is delay in conveying the “Train \nentering Section” signal by beats on block instruments or acknowledgement \nthereof, the time of the train entering the section should also be repeated on \nthe block telephone and an entry made to this effect in the “Remarks” \ncolumn of the Train Signal Register. \n \n(4) “Train out of Section” – \n \n(a) This signal is sent when the whole train has arrived complete and the \nconditions under which Line Clear may be given, have been complied \nwith. \n \n (b) “Obstruction removed” – This signal is sent after the “Obstruction \nDanger” signal when the obstruction has been removed. \n \n \n \n \n \n75", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 81, + "text": "(5) “Cancel Last Signal” or “Signal given in Error” – This signal is sent when it is \nrequired to cancel the previous signal or when the previous signal has to be \naltered. When used to cancel a “Line Clear” signal (given or received) it shall \nbe confirmed by the exchange of Private Numbers and a record of Private \nNumbers shall be made in the Train Signal Registers at both station with a brief \nstatement of the reasons for cancellation. \n \n (6) “Obstruction Danger” – \n \n(a) This signal is sent when it is necessary in consequence of any obstruction \nor other cause for an approaching train (for which “Line Clear” has \nalready been sent) to be stopped at the Block station in rear. The Station \nMaster sending the “Obstruction Danger” signal shall immediately place \nall approach signals to the “ON” position. The station Master receiving \nthe “Obstruction Danger” signal shall immediately place all signals to the \n“ON” position and take all possible measures to stop the train leaving his \nstation. On no account shall the train be allowed to proceed until the \n“Obstruction Removed” signal has been received from the station which \nsent the “Obstruction Danger” signal and a new “Line Clear” has been \nobtained. \n \n(b) “Stop and examine Train” – \n \n(i) This signal is sent to the Block station in advance when anything \nunusual is observed on a train passing a station such as – \n \n I. Signals of alarm by a passenger \n II. Goods falling off an open wagon \n III. Vehicle on fire \n IV. Hot axle-box \n V. A carriage door opening outward \n VI. A goods wagon door open and not fastened or secured or \n VII. Any other dangerous condition likely to foul or obstruct the \n railway line or lines. \n \n(ii) Station Master and their staff shall observe the condition of vehicles \non train passing their stations. In the event of any defect or \nirregularity, as referred to in subparagraph (I) above, being \ndetected, immediate steps shall be taken to stop the train by \nshowing danger signals. If the train cannot be stopped, the Station \nMaster shall at once send “Stop and Examine Train” signal to the \nStation Master of the Block station in advance and advise him by \ntelephone why the signal was sent under exchange of Private \nNumbers. \n \n(iii) The Station Master sending the signal shall if he considers it \nadvisable stop a train coming in the opposite direction with a view \nto ascertaining whether any injury to a passenger or damage to \nthe train has been caused by the train for which the signal was \nsent. \n \n (iv) The Station Master receiving the signal shall acknowledge it \nimmediately and ascertain if the Station Master giving the message \nconsiders that the adjacent line or lines is/are likely to be fouled. In \n76", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 82, + "text": "case the fouling of adjacent line/lines is considered likely, the \nstation Master receiving the message shall use all available means \nto stop the train in question and also any train proceeding by \nadjacent lines likely to be fouled. Till such time as the affected \ntrain which was likely to foul adjacent line or lines arrives complete \nat the station where the message was received, the Station \nMaster, at either end of the block section shall not allow any train \nby such adjacent lines in either direction. When the affected train \nhas been stopped it shall be carefully examined and dealt with as \nthe occasion may require. \n \n(iv) If after examination of the train the reason for the signal is not \napparent or there is a likelihood of a passenger having fallen down \nor some goods or materials having fouled or obstructed the railway \nlines, trains may be permitted to enter the section by the same or \nadjacent lines after advising the Loco Pilots of the circumstances \nand warning them through a Caution Order (Form T/409) to \nproceed cautiously to the next Block station and to keep a sharp \nlook out for any possible obstruction. Issuing of Caution Order shall \nbe discontinued only when it has been ascertained that the \nconcerned block sections are free from obstructions. \n \n(v) If however, the Station Master sending the signal notices signals of \nalarm by a passenger in the passing train or goods falling off and \nopen wagon or any other dangerous condition likely to have \nfouled or obstructed the railway line or lines of the section in rear \nalso he shall after taking action as per sub-paragraph (ii) above, \nuse all means available to stop trains, if any, proceeding in the \nopposite direction towards the Block station in rear by adjacent line \nand send immediately “Obstruction Danger” Signal to the Station \nMaster of the Block station in rear to stop trains, if any, approaching \nin the same direction either by the same line or adjacent line. He \nshall then advise him by telephone why the signal was sent, under \nexchange of Private Numbers. Thereafter trains may be permitted \nto enter the section by the same or adjacent lines after advising \nthe Loco Pilots of the circumstances and warning them through a \nCaution Order (Form T/409) in accordance with the procedure as \nmentioned in Sub-paragraph (v) above. \n \n(c) “Train passed without Tail Lamp or Tail Board” – This signal is sent to the \nstation in advance should a train pass without a Tail-lamp on the last \nvehicle, which shall be burning by night and the “Train out of Section” \nsignal shall not be sent to the block station in rear and the Token \ndelivered by the train shall not be inserted in the instrument but shall be \nkept in the custody of the Station Mater until he has heard from the \nstation in advance that the train has been stopped and found to be \ncomplete. \n \nIf the station in advance reports that the train is incomplete, the Block \nsection in rear shall be considered obstructed and the Station Master \nshall take immediate steps to clear the section. \n \n(d) “Train Divided” – This signal is sent if a train parts when leaving a station \nor if it passes a station in two or more parts. The Station Master receiving \n77", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 83, + "text": "the “Train Divided” signal shall take off signals to admit the first portion \nof the train into the station where it shall be brought to a stand. After \nascertaining the number of vehicles that have arrived on the train the \nStation Master shall advise the station in rear. The “Train out of Section” \nsignal shall not be sent until the Station Master has satisfied himself that \nno portion of the train has been left in the Block section. \n \n(e) “Vehicles running away” – This signal is sent if a vehicle or portion of a \ntrain has escaped and is running away or if a train enters the Block \nsection without a Line Clear authority. \n \n(i) The Station Master receiving this signal shall keep all signals in the \n“ON” position but if there is a train in the same Block section running \nin front of and same direction as the runaway vehicles, the signals \nshall be taken off to allow the train into the station where it should \nbe stopped. \n \n(ii) The facing points shall then be reversed to protect the train \nstanding at the station and all possible measures taken to stop the \nrunaway vehicles. \n \n(iii) If the signal is received too late to take the action mentioned \n above the Station Master shall repeat the signal to the next \n station towards which the runaway vehicles are proceeding. \n \n(7) “Testing Signal” – This signal is used by the Block Maintenance staff to \nascertain whether the Block Instruments, etc. are in order and it shall be \npromptly repeated by Station Master. \n \n5.12. Obtaining token – \n \n(a) In the case of a stopping train the “Is Line Clear” Signal shall not be sent until \nthe “Train Entering Section” signal has been received. \n \n(b) In the case of a train booked to run through the “Is Line Clear” signal may be \nsent before the “Train Entering Section” signal is received but not earlier than \nfive minutes before the train in question is booked to leave the station in rear. \n \n5.13. Delivery of token – \n \n(a) The Station Master is responsible for seeing that the proper Token for the \nsection into which a train is proceeding is given to the Loco Pilot. \n \n(b) When an incoming Token is received, the Station Master on duty shall \nexamine it and satisfy himself that it is the correct Token for the particular \nBlock section and shall enter the number of the Token in the Train Signalling \nRegister before inserting it in the instrument. \n \n(c) Under no circumstances shall a Token be handed over to the Loco Pilot unless \nit has been obtained from the instrument in accordance with the rules laid \ndown. \n \n78", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 84, + "text": "(d) The Station Master shall be responsible for seeing that every member of his \nstaff through whose hands Tokens may have to pass, is acquainted with the \ndistinguishing features of the Tokens of the adjoining sections. \n \n5.14. Canceling Line Clear. – \n \n(a) If, after “Line Clear” has been received and a token/tablet has been extracted, \nit becomes necessary to cancel the “Line Clear”, the Token shall be replaced \nin the instrument and the Operating Handle returned to its normal position in \naccordance with the sequence of operations laid down for signalling trains. \n \n(b) Whenever a Token/tablet is returned to the instrument from which it was \nextracted, Private Numbers shall be exchanged and a record made in the \nTrain Signal Registers at both stations with a brief remark as to the \ncircumstances of the case. \n \n(c) If a Token/tablet has to be returned to the instrument from which it has been \nextracted owing to the return of the Train, as in the case of a Divisional \nMaterial Train the Station Master shall, after having returned the Token send \nthe “Train out of Section” signal and then proceed to turn the Operating \nHandle to its normal position in accordance with the sequence of operations \nlaid down for signaling trains. \n \n5.15. Refusing Line Clear – \n \nWhen a Station Master is asked for a Private Numbers for a train but desires \nprecedence to be given to a more important train to proceed from his station \nhe shall state the fact and a record of the transaction shall be entered in the \nTrain Signal Registers at both stations. \n \n5.16. Authority to proceed – \n \n(a) No train shall enter a Block section from a station where Electrical Block \nball/token/tablet Instruments are in use without a Token/tablet being in \npossession of the Loco Pilot, except in the case of failure of the token/tablet \nInstrument or in case of an engine or a train proceeding to assist a disabled \ntrain in which case the Loco Pilot shall be given a written authority. \n \n(b) The Loco Pilot shall satisfy himself that the Token/tablet handed to him applies \nto the section he is about to enter. He shall keep the Token/tablet in his \npossession until he reaches the end of the section when he shall make it over \nin the authorized manner except in the following circumstances – \n \n(i) When a train disabled and a portion of the train is left in the section in \ncharge of the Guard, the Loco Pilot before proceeding shall hand over \nthe Token/tablet to the Guard and obtain from him receipt for it. \n \n(ii) When a train parting occurs and a portion of the train is left in the section, \nthe Loco Pilot shall not deliver the Token on arrival at the station but retain \nit in his possession until he has brought-in the rear portion of his train. \n \n(c) Whenever it may be necessary to give a Loco Pilot any special instructions \nrespecting the road or any other circumstances demanding caution, the \nToken/tablet shall be supplemented by a Caution Order on Form T/409. \n79", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 85, + "text": "5.17. Wrong Token/Tablet delivered to Loco Pilot – \n \nWhen an incorrect Token/Tablet is delivered to a Loco Pilot he shall carefully \nnote the number and then return it to the issuing Station Master who shall \ngrant a receipt for it. The Loco Pilot shall report the case in writing at the end \nof the trip. \n \n5.18. Exchange of Tokens by Non-stopping trains – \n \n(a) The outgoing Token shall be made over to the Loco Pilot by means of a loop \nat the Line Clear post. The Loco Pilot shall deliver the incoming Token by \ncarefully dropping the loop (with Pouch and Token) on the station platform or \nin the Token net where provided. At night a torch \n \nlight shall be displayed at the Line Clear post and at the place where the \nincoming Token is to be dropped. \n \n(b) Should a Loco Pilot over carry a Token to a station beyond the section to \nwhich it applies he shall hand it over to the Station Master on duty on arrival of \nhis train at that station and obtain a receipt for the same. \n \n5.19. Exchange of tokens by stopping trains – \n \n(a) The Loco Pilot shall deliver the loop with Pouch and Token to the station \ngroup-D staff waiting to receive it on the platform or on that side of the line \nwhere he can remain with safety. At night the station group-D staff shall be \nprovided with a lighted torch. If Loco Pilot finds that there is no station group-D \nstaff waiting to receive the incoming Token he shall keep it in his possession \nuntil it is sent for. \n \n(b) the outgoing Token shall be handed over to the Loco Pilot by a group-D staff. \n \n(c) When a train is worked by more than one engine or two or more light engines \nare coupled together, the token shall be carried by the Loco Pilot of the \nleading engine. \n \n5.20. Transferring Tokens – When a Station Master observes that Tokens are nearly \nexhausted at his station he shall advise the Block Signal Inspector of the section by \nmessage as follows – \n \n “Tokens short on the Up/Down side…..” \n \nThe Block signal Inspector (supervisory) of the section shall at once arrange for the \ntransfer of Tokens. \n \n(a) When removing tokens from an instrument the member of the Signalling staff \nwho is authorized to carry out this duty shall show the Tokens removed to the \nStation Master and make the following entry in the Token Register which shall \nbe signed by the Station Master on duty. \n \n No. of Tokens…………………………. \n \n For section …………………………. \n80", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 86, + "text": "Time removed …………………………. \n \n Position of Operating Handle …………………………. \n \n Date …………………………. \n \n ..…………………………......... \n Signature of Station Master \n \n(b) The member of the Signalling staff shall then proceed to the next station. Show \nthe Tokens to the Station Master on duty before inserting them into the \ninstrument and make the following entry in the Token Register which shall be \nsigned by the Station Master – \n \n No. of Tokens…………………………. \n \n For section …………………………. \n \n Time inserted …………………………. \n \n Position of Operating Handle …………………………. \n \n Date……………………………… \n \n ..…………………………......... \n Signature of Station Master \n \n(c) The member of the Signalling staff shall keep a record in the Token Register of \nthe individual numbers of the Token transferred. \n \n5.21. Interruption of Token working – \n \n(a) When a Token/Tablet is lost or damaged or when through any defect both \ninstruments remain locked, the following procedure shall be carried out – \n \n The Station Master at the station where the instrument is defective shall- \n \n(i) after having given the intimation to the Station Master at the other end \nof section and obtained his acknowledgement, immediately suspend \nToken/Tablet working and introduce paper Line Clear working. On \nsections where Traffic Control is in operation the Controller shall also be \nadvised. \n \n (ii) record the failure and time in the Train Signal Register. \n \n(b) The Station Master receiving advice that Token/Tablet working is suspended \nshall acknowledge the message by repeating it and make a record in his Train \nSignal Register. \n \n(c) When the failure has been rectified it shall be recorded in the Train Signal \nRegister and the entry signed by the Station Master and the member of the \nSignalling staff who rectified the failure. \n \n81", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 87, + "text": "(d) Token/Tablet working shall not be resumed while there is a train in the Block \nSection. \n \n(e) Before resuming Token/Tablet working the Station Master at the stations where \nthe instrument was defective shall intimate regarding resumption of normal \nworking to the Station Master at the other end of the section and obtain his \nacknowledgement. \n \n (f) After Token working has been resumed the Station Master shall - \n \n(i) Intimate signal Inspector (Supervisory) Signal Inspector & the Signal & \nInterlocking Maintainer (Electrical) of the section (Omitting the person) \nwho rectified the failure. \n \n Record the time Token working was resumed in his Train Signal Register. \n \n(g) The Station Master receiving advice that Token working has been resumed \nshall acknowledge the message by repeating it and make a record in his Train \nSignal Register. \n \n(h) If a lost Token is found after a failure message has been sent, but before the \narrival of the Signalling staff and even if trains have been passed meanwhile \non Paper Line Clears, the instruments shall be restored by the Station Master \npersonally, who shall provided that the Block Section is clear, advise the \nStation Master at the other end of the section as follows :- \n“No……………..Token No……………….found. Propose to restore Token \nInstrument.” \n \n (i) The Station Master receiving the advice shall reply as follows – \n \n“No……………..Your No……………….Restore your instrument and let me \nrestore mine. \n \nBoth station Masters shall then proceed to place their instruments in the \nnormal position carrying out the regular sequence of operations and the \nStation Master who reported the failure shall advise the Signalling staff as \nfollows – \n \n Lost Token found. \n \nand send a copy of the message by train to the Divisional Railway Manager. \n \n(j) If a lost Token is found after the instruments have been restored by the \nSignalling staff it shall be put in paper cover and kept in the station safe until it \ncan be put into the instrument by the Signalling Inspector to whom the \nfollowing message shall be sent. \n \n “Token No……………………..found.” \n \n(k) If a lost token is found at a station to which it does not belong it shall be put \ninto a stout cover and dispatched to the Divisional Railway Manager of the \nsection to which it refers. \n \n \n82", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 88, + "text": "5.22 I. Failure of Electrical Block and Electrical Speaking Instruments – In the event of \nfailure of the Token/Tablet instruments train shall be passed on Paper Line Clear \nwhich may be obtained – \n \n (a) by the direct telephone \n \n (b) through the Controller in the event of failure of telephone. \n \n (c) by V.H.F. set. \n \n5.22 II. Reporting of Failures. \n \n(a) All failures of Electrical Block and Electrical speaking Instruments or any \nelectrical signalling apparatus shall be reported to the following \npersons by message – \n \n Divisional Railway Manager \n \n Assistant Signal and Tele-communication Engineer \n \n SSE (S&T) (Supervisory) or SSE/JE (S&T) of the section \n \n Transportation Inspector (Movement) \n \n(b) The Station Master shall record details of all failures in the Block Failure \nRegister maintained at his station. \n \n(c) When a failure has been rectified, the Signal Inspector or his authorized \nrepresentative shall certify to that effect in the column provided in the \nBlock Failure Register. \n \n5.23. (i) Should the direct telephone communication also fail all messages for \n passing trains shall be transmitted through Control telephone. \n \n(ii) The Station Master asking line clear from the Station Master at the other end of \nthe block section, will indicate the times of arrival at or departure from his \nstation of the last two trains. Similarly the Station Master, who is granting “Line \nClear”, will give to the Station Master asking permission the times of arrival at \nor departure from his station of the last two preceding trains. \n \n(iii) Thereafter line clear shall be asked and given under exchange of Private \nNumbers. \n \n(iv) Section Controller should ensure that the Station Master at either end shall, \nbefore asking and granting “Line Clear” repeat the arrival and departure \ntimings of the last two preceding trains. He should also check correctness of \nthe particulars to ensure that correct stations are contacted and record on his \ncontrol chart the Private Numbers exchanged between the stations \nconcerned. The Station Masters concerned shall however be entirely \nresponsible for safety of trains. \n \nNote : On A.C. electrified sections due to poor audibility of direct speech between \ntwo stations on control telephone system the “Line Clear” messages shall not \nbe conveyed direct between the stations but will instead be exchanged \n83", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 89, + "text": "through the Controller on duty. A record of Private Numbers shall be kept by \nthe stations and the Controller. \n \n5.24. Train Signal Register – \n \n(a) The exact time at which all signals are sent or received and also Private \nNumbers when used shall be entered immediately after being acknowledged \nin the Train Signal Register by the Station Master on duty. \n \n(b) The entries shall be in ink and no eraser shall be made in any circumstances. If \nan incorrect entry is made, a line shall be drawn lightly through it and the \ncorrection made above it and initialed so that the original entry may be \nclearly seen. \n \n(c) The Train Signal Register is on no account to be taken out of the Block Cabin. \nIt shall be examined and signed daily by the Station Master. The only \nexception to this rule is when an accident has occurred under which \ncircumstances the register may be removed for safe custody by the Station \nMaster or by an Inspector after a new register has been brought into use. \n \n(d) The number of every Token extracted from and inserted into the instrument \nshall be entered in the Train Signal Register. \n \n(e) The Train Signal Register shall also be scrutinized by the Transportation \nInspector (Movement), who shall place his initials against such portions of the \nregister as he has examined. \n \n5.25. Station Masters changing duty – \n \n(a) The Station Master who makes any entry for a train shall continue on duty until \nthe entries affecting that train are completed. By this it shall be understood \nthat the man who gives permission for the train to enter the Block Section shall \nremain on duty till the train has arrived and the “Train Out of Section” signal \nhas been given and acknowledged. The man who receives permission for the \ntrain to enter the Block Section shall remain on duty till the “Train Out of \nSection” signal has been received and acknowledged. \n \n(b) In the case of train working in the Block Section and in exceptional \ncircumstances like accidents, engine failures, OHE failures etc. where \nabnormal delay of the train is apprehended, Sub-rule (a) need not be \nobserved, but the fact shall be recorded in the remarks column of the Train \nSignal Register by the Station Master going off duty, who shall be responsible \nfor seeing that the entry is initialed by the Station Master coming on duty. \n \n(c) A line shall be drawn across the Train Signal Register whenever Station Master \nchanges duty and the Station Master going off duty shall sign his name legibly \nand enter the time above the line. The Station Master coming on duty shall \nsign his name below the line. \n \n84", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 90, + "text": "CHAPTER - VI \n \nRULES FOR SINGLE LINE WORKING BY MEANS OF ELECTRICAL \nSPEAKING INSTRUMENTS \n \n6.01. Preliminary – \n \nThe rules in this Chapter apply at stations on the Single Line where the normal method\nof passing trains is by means of Electrical Speaking Instruments and also at stations\nwhere the Electric Block Instruments have failed. \n \n6.02. Authority to proceed – \n(a) The authority to proceed shall be a Paper Line Clear Ticket, no engine or train \nshall leave a station unless the Loco Pilot has in his possession a Line Clear Ticket \nwritten on the authorized form and applicable to the Block Section which the \ntrain is about to enter. \n (b) Sub-rule (a) does not apply \n(i) when an engine or train enters a Block Section to assist a disabled train, \nand \n (ii) when there is a Total Interruption of Communication \n(c) When it is necessary to give a Loco Pilot any special instructions respecting \nthe road, or any other circumstances demanding cautious driving, the paper \nLine Clear Ticket shall be supplemented by a Caution Order on Form T/409. \n6.03. Line Clear Enquiry Message Books – \n Line Clear Inquiry Message Book contain 50 pages, progressively numbered. \n6.04. Line Clear Enquiry Message (Outward/Inward) – \n(a) The form in use for obtaining line clear is “Line Clear Enquiry Message \n(Outward/Inward)”, T/A 1425 or T/B 1425. \n6.05. Conditional Line Clear Ticket – \n (a) Conditional Line Clear Ticket for up in Form T/G 602 is a form in red font with a \nwater arrow mark in the middle facing upward. The Station Master will sign the \nform only after mentioning the time the last train left and endorsing the Private \nNumbers in support of “Line Clear”. He also shall mention the particulars of last \nthree trains left and particulars of three trains to follow. For Loco Pilots, as special \ninstruction it is mentioned there in that when following a train keep sharp look \nout at speed not exceeding 25 KMPH when view ahead is clear and 10 KMPH \nor less when view is impaired due to any reason. \n(b) The Conditional Line Clear Ticket shall not be signed by the Station Master or \nrenewed from the book until the train, on the arrival of which its issue is \ncontingent, has arrived complete and shall only be used on sections where \n85", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 91, + "text": "Conditional Line Clear Working is authorized by approved special instructions \nand during failure of telephonic or other electrically operated means of \ncommunication and trains have to be worked according to the rules as laid \ndown in Chapter VII. \n(c) Conditional Line Clear Ticket for Dn in Form T/H 602 is same form as described in \n6.05 (a) except only water colour arrow heading downward. \n6.06. The contents of Line Clear Inquiry Message of Inquiry Forms – \nIn both Up and Down Line Clear Inquiry Message Forms are used for recording the \nmessages that pass between the two stations concerned, namely – \nA. – Line Clear Enquiry. \n \nB. – Reply received to Line Clear Enquiry from station. \n \nC. – Out report dispatched to station. \n \nD. – In report received from station. \n6.07. Messages not to be recorded in wrong way – Messages dispatched to and received \nfrom one station shall not on any account be entered wrongly. According to the \nsequences all the entries shall be made. \n6.08. Cancelling Line Clear – When a “Line Clear” is cancelled, all the entries relating to it \nshall be remarked “Cancelled” and the foils preserved. \n6.09. Describing trains in messages. – In Inquiries for “Line Clear” and in replies to them the \ntrain shall be distinctly described thus “No. 1 Up Mail” or “No. 101 Up Goods or No. \n102 Down goods” as the case may be. A separate inquiry and reply message shall \nbe sent for each train and on no account shall a Line Clear message received for \none train be used for another train. \n6.10. Persons authorized to obtain and give “Line Clear” – No one except the Station \nMaster on duty is permitted to give or ask for “Line Clear”. \n6.11. Numbering of messages. – \n(a) Every message dispatched from a station shall be numbered consecutively to \nstations on either side from midnight to midnight commencing with No. 1 to \neach station. \n(b) When a message is in reply to another, each station’s consecutive number shall \nbe quoted at the beginning of the message, thus – \n “No……………………..Your No……………………… \n(c) When the message bears reference to a former message in the same direction \nthe number of that message shall also be quoted at the beginning, as in the \ncase of a Line Clear Message being cancelled, thus – \n “No……………Your No…………………..and my No………………….. \n86", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 92, + "text": "6.12. Inquiry for “Line Clear” or Line Clear Inquiry Message – This message is dispatched \nfrom a station asking the station in advance if the line is clear for a train which is \neither waiting or expected to arrive. \n6.13. Procedure in sending inquiry Message – This message shall be written by the Station \nMaster in his Line Clear Inquiry Message (Inward/Outward) Book in space “A” and \ncommunicated as soon as it has been written out. The time of dispatch being \nentered on it together with the detail of the Last Train which passed over the section. \n6.14. When Line Clear Inquiry Message should be sent – \n(a) When the Station Master on duty receives the Train Entering Section advice or is \ninformed that a train is approaching his station, he shall apply for Line Clear to \nthe next station in advance. \n(b) In cases where owing to the run between stations being short there would not be \nsufficient time to ask for and receive “Line Clear” under the provisions of the \nforegoing paragraph without causing delay to trains, the Line Clear Inquiry \nmessage shall be dispatched to the station in advance immediately Line Clear is \ngiven to the station in rear. \n(c) At terminal station and where trains have long halls, the Inquiry Message shall not \nbe sent more than 15 minutes before a train is due to leave. \n6.15. Replies to Inquiries –On receiving an inquiry as to whether the Line is Clear, the \nStation Master shall give a reply in accordance with the prevailing conditions and \nprescribed rules. \n6.16. Train Entering section – \n(a) This message shall be dispatched on the departure of a train from a station \nand shall be recorded in space “C” of the Line Clear Inquiry Message \n(Inward/Outward) Book. \n(b) The Station Master receiving the “Train Entering Section” messages shall enter it in \nspace “C” of the Line Clear Inquiry Message (Inward/Outward) Book. \n6.17. Train Out of Section – \n(a) This message shall be dispatched when a train has arrived complete and the \nconditions under which “Line Clear” for another train in the same direction can \nbe given, have been complied with. This message shall be recorded in space \n“D” of T/A 1425. \n(b) The Station Master receiving the TOs advice shall record it in space “D” of \nT/B -1425 form. \n6.18. (I) Obstruction outside the Outer signal – The line outside the outer signal shall not be \nobstructed unless the line has been blocked back. \n (II) Blocking Back – The following is the method of blocking back - \nIf Line Clear has not been given for a train to approach the Station Master of the \nshunting station shall communicate by means of electrical speaking instruments \nto the next station concerned as follows – \n87", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 93, + "text": "“I am blocking section back for shunting purpose. \nPrivate Numbers…………………………” \n The Station Master receiving this advice shall acknowledge it as follows – \n“I note the section is to be blocked back for shunting purposes. \nPrivate Numbers…………………………..” \nAs soon as the Block Section is cleared the shunting station shall communicate \nby means of electrical speaking Instruments as follows – \n“Shunting has been completed Block section is clear. \nPrivate Numbers……………………….” \n The Station Master receiving this message shall reply as follows – \n “I note shunting has been completed and Block Section is clear. \nPrivate Numbers…………………………” \n6.19. Writing and signing Trains Messages – \n(a) All Inquiry and Line Clear messages shall be written in black ink or using a \ndot pen and signed in full by the Station Master. \n(b) Every messages relating to the passage of trains shall first be written in the \nLine Clear Inquiry Message Book as prescribed and then communicated \nword for word. Such messages shall be written immediately before these \nare required to be communicated and not in advance. \n6.20. Writing signing and dating Paper Line Clear Tickets – \n(a) All written matter on Paper Line Clear Tickets shall be entered with the \ngreatest care every word and number including the Station Master \nsignature being carefully and distinctly written. The date shall be clearly \nwritten in numerals thus “9.2.79” and not thus “9th February 1979.” The name \nof issuing and destination stations shall be written in full and in addition the \ncode initials of both the issuing station and the destination station shall be \ninserted in block letters in the spaces provided for the purpose. \n(b) Signing and dating the Authority to proceed – In all cases the date and time \nof receipt of the Line Clear Inquiry Message shall be entered on the Paper \nLine Clear Ticket and Station Master shall be careful to see that this is done \nbefore signing the Paper Line Clear Ticket. And then it shall be handed over \nto Loco Pilot. \n(c) Station Masters shall be held responsible for the accuracy of the Paper Line \nclear Ticket and no alteration or correction shall be permitted on a Paper \nLine Clear Ticket whether initialed or not. \n (d) A Paper Line Clear Ticket without the signature of the Station Master and \nthe date is to be treated as incomplete and shall not be accepted as an \nAuthority to Proceed. Loco Pilots shall satisfy themselves that the Paper Line \nClear Ticket is complete in every detail i.e. – \n(i) that the date and time of receipt are noted thereon. \n(ii) That it applies to his train, and \n(iii) That the Private Numbers is entered both in figures and words. \n88", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 94, + "text": "In the event of any of these details being omitted or incorrectly entered \nthe Loco Pilot shall not proceed until the Station Master gives him a correct \nLine Clear Ticket. He should, if requested by the Station Master state in what \nway it is incorrect. \n (e) All incorrect Paper Line Clear Ticket shall be retained by the Loco Pilot and \nnot surrendered by him to anyone except the Running Shed Foreman to \nwhom he shall report the matter. The Running Shed Foreman/Traction Loco \nController shall in turn submit a report to the Divisional Railway Manager \nenclosing the incorrect Paper Line Clear Ticket. \n(f) A Paper Line Clear Ticket which is required to be cancelled in order to give \nprecedence to another train is not to be treated as incorrect but shall be \nsurrendered by the Loco Pilot/Motorman to the Station Master on request. \n6.21. Private Numbers – \n(a) Every Line Clear message shall be allotted a Private Numbers by the \n Station Master giving “Line Clear”. \n (b) The Private Numbers shall form part of the Line Clear Inquiry message and \nshall be communicated as the last words in it. It shall be entered on the \nPaper Line Clear Ticket both in figures and words thus – P.N. 24 – twenty-four. \n (c) When Private Numbers are given by means of telephone in order to avoid \nerror or confusion the number should be given and acknowledged in three \ndifferent ways e.g. “Thirty six”, “Three-six” and “Chhatis”. \n(d) A Private Numbers allotted to a “Line Clear” subsequently cancelled \n hall not be re-allotted. A fresh number shall be given to each “Line \n Clear” whether cancelled or not. \n6.22. Private Numbers Sheet – \n(a) The Station Master shall be provided with sheets of numbers printed in \ngroups of five. One sheet only shall be in use at a time for both Up and \nDown trains (Main as well as Branch lines) and for all purposes for which \nPrivate Numbers are used . Private Numbers shall be allotted in the order in \nwhich they are printed on the sheet and each Private Numbers as it is \nallotted shall be scored out by a line drawn diagonally across it, the \noccasion for which is used being entered against it thus – \nPrivate No. Stn. \nTransmitted \nto \nPurpose for which \nutilized \n \nBRP \nMGT \nBRP \n17 Up L/C \n14 Dn. L/C \n151 Up L/C \n \nUsed. \n Unused at the end of day. \n13 \n82 \n69 \n44 \n35 \n \n \n16 \n9 \n72 \n22 \n92 \n89", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 95, + "text": "(b) Any numbers of a group of five which have not been allotted up to mid \nnight shall be scored through vertically the next days date being written at \nthe head of the next group of five as shown above. \n6.23. The Same Private Numbers appearing consecutively. Should it occur from any cause \n(such as a misprint or the changing form one group to another that a Private \nNumbers is the same as the last one issued the issuing station shall cancel this number \nin his sheet, and the remark “Same as Last Private Numbers” sign it and issue the next \ndifferent number. Should the message have been completed before the duplication \nof numbers is discovered it shall be cancelled and entirely rewritten with a fresh and \ndifferent Private Numbers. \n6.24. Custody of Private Numbers Sheet – Private Numbers sheets in stock shall be kept \nunder lock and key by the Station Master who shall issue one sheet at a time as \nrequired and see that an adequate supply is always on hand. The sheet in use shall \nalso be kept under lock and key by the Station Master on duty, who shall be \nresponsible for seeing that no other person is allowed to see or have access to it and \nwhen he goes off duty shall hand it over to his relief. Each sheet as it becomes \nexhausted shall be sent in a sealed envelop to the Divisional Railway Manager. \n6.25. Delivery of Paper Line Clear Ticket Form – \n(a) The Station Master shall be responsible for seeing that the proper Paper Line \nClear Ticket for the proper direction into which the train is proceeding is \ngiven to the Loco Pilot. \n(b) The Station Master shall be responsible for seeing that every member of his \nstaff through whose hands Paper Line Clear Ticket Form may have to pass is \nacquainted with difference between Up and Down Paper Line Clear Ticket \nForm and that they know which is the Up and which is the Down direction. \n(c) When a train stops at a station the Paper Line Clear Ticket shall be handed \nto the Loco Pilot by one of the Group-D staff appointed by the Station \nMaster to do so where conditional Line Clear working is authorized. If a train \nis detained to cross another train the Station Master shall not issue the Paper \nLine Clear Ticket until the whole of the other train has arrived clear of the \npoints and particulars of its arrival have been entered on the Paper Line \nClear Ticket. \n (d) In the case of a non-stopping train, the Paper Line Clear Ticket Form shall \nbe delivered to the Loco Pilot at the outermost facing points by means of a \nLoop. At night a lighted torch shall be displayed, so that the Loop can be \nseen by the Loco Pilot. \n6.26. Disposal of Paper Line Clear Ticket Forms – \n(a) The Loco Pilot shall hand over all Paper Line Clear Ticket Forms to the \nRunning Shed Foreman at the end of the run. \n(b) The Running Shed Foreman shall in turn send them to the Divisional Railway \nManager’s Office where they shall be checked before being destroyed. \n6.27. Disposal of used Paper Line Clear Ticket Books – Used Paper Line Clear Ticket Books \nshall be retained at stations intact for six months and then be disposed of in \naccordance with instructions issued from time to time. \n90", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 96, + "text": "CHAPTER - VII \n \nRULES AND REGULATIONS FOR WORKING OF TRAINS DURING \nTOTAL INTERRUPTION OF COMMUNICATIONS ON SINGLE LINE \n \n7.01. Rules for Working of Trains on the Single Line in the event of Total Interruption of \nCommunications. – The following procedure shall be adopted for train passing in the \nevent of total interruption of communications occurring between two block stations \ni.e. when “Line Clear” cannot be obtained by one of the following means stated in \norder of preference viz. \n (a) Block Instruments; Track circuits or Axle Counters; \n \n(b) Telephones attached to the Block Instruments; \n \n(c) Stations to Stations fixed Telephones wherever available; \n \n(d) Fixed Telephones such as Railway Auto Phones, BSNL Phones under \nSpecial instructions. (i.e. “Line Clear” shall be obtained with \nidentification number separately for each train as detailed in Appendix \n– “A” of BWM. \n \n(e) Control Telephone; \n \n(f) V.H.F. sets under special instructions, but not as sole means of \ncommunication on sections where Passenger trains run. \n \nProvided further that – \n \n(A) The order of pref erenc e , as mentioned above, should not be violated \nunder any circumstances. Any violation should be treated with utmost \nseverity for taking up the defaulters. \n \n(B) In case of failure of all other means of communication, leaving VHF as \nthe only alternative, it can be used for line clear only under special \ninstructions specifying the circumstances, duration and manner in which \nVHF will be used till restoration of any one of the other means of \ncommunication. \n \nThe use of VHF sets for prolonged duration will be permitted only in \npresence of supervisory staff in terms of the following instructions – \n \ni. In a single line station, in case of any defect in block instrument whereby \npaper line clear ticket has to be introduced, SSE/JE (S&T) should reach \nthe station immediately, within one hour of occurrence of such failure. \n \nii. In case the failure is not rectified within three hours, the Sectional TI or \nany other nearby supervisory Station Master should go to the station for \nassisting the staff there and to ensure that all rules are meticulously \nadhered to and appropriate authority for each and every train issued, \ntaking care that there are no mistake. \n \n91", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 97, + "text": "iii. In such incidents, Section Controller should also ensure that no crossing \nor precedence is arranged at a station where such failure is continuing. \niv. Similar precaution to b taken during introduction of single line working \n in double line sections. \nv. In case of failure of block instruments in double line section, similar \n action should be taken for rectifying the failure in three hours. Section \n Controller should not allow precedence at such stations till the \n instruments are put right. \n vi. Further, in case the senior supervisors mentioned above do not reach \n station where such failure occurred within the stipulated period and if \n there is mishap, they should be held equally responsible for the same. \n \n In case, the non-attendance is due to orders of the Superiors, the \n Superiors even of officers level should be held accountable. \n This procedure should be introduced immediately. The speed restriction \nof 30 Kmph, however, being imposed on this account should be \ndiscontinued. \n \n(C) VHF sets can, however, be used as the only means of communication, \nunder separate special instruction, for specific sidings / sections where \nonly freight trains are running. \n \n(D) In all cases where line clear is obtained / granted by a means of \ncommunication other than Block Instrument / Track Circuit / Axle \nCounter or telephone attached to Block Instrument, the system of \ncalling station name, followed by establishing identity of the Station \nMaster on duty by either cross checking by Private Numbers given for \nline clear to preceding three trains, or Identification Number Sheet \nshould be prescribed. \n(E) Further, wherever Global System of Mobile Radio has been / is being \nprovided, the use of VHF sets for the purpose of line clear should not be \npermitted. \n \nThe instructions laid down in the succeeding paragraphs, shall be \nfollowed for working trains between block stations. \nNote: These instructions shall also be followed whenever during \ntotal interruption of communications, an accident to a train or track \nor other obstruction precludes the use of the one of the lines on a \ndouble line section or whenever total interruption of communications \noccurs during single line working on a double line section. \n7.02. The Station Master who has a train to despatch through the affected block section \nshall open communications by establishing contact with the Station Master of the \nblock station at the other end of the affected block section by sending an engine or \nself propelled vehicle or any other vehicle, enumerated below, in the order of \npreference laid down. \n (i) Light engine; \n92\nA speed restriction of 30 kmph be imposed additionally if working train\non PLC exceeds duration of 24 hrs. of PLC working introduction. (Authority : \nPly. Board's Letter No. 2005/Sofety (A&R) /19/16. dated :16/01/2007)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 98, + "text": "(ii) Train engine after it is detached from the train by the Loco Pilot on \n instructions from the Station Master on duty; \n (iii) Motor trolly/Tower wagon duly accompanied by a Guard or by a \n Station Master other than the Station Master on duty; \n(iv) Trolly/Cycle Trolly/Moped trolly duly accompanied by a Guard or by a \nStation Master other than the Station Master on duty; \n(v) Diesel Car/Rail Motor Car/EMU/MEMU/DMU Rake after ensuring that\n all passengers have detrained. \n7.03. Before the light engine / train engine / Motor Trolly / Tower wagon / Trolly / Cycle \nTrolly / Moped trolly / Diesel car / Rail motor car / EMU / MEMU / DMU rake is sent into \nthe affected block section to open communications, the Loco \nPilot/Motorman/Guard/Station Master being sent to do so shall be advised by the \nStation Master on duty of the circumstances in which and the purpose for which he is \nbeing sent. The Station Master on duty shall also satisfy himself that the Loco \nPilot/Motorman/Guard/Station Master being sent to open communications, \nthoroughly understands the rules for working of trains during total failure of \ncommunications on the single line. If the Loco Pilot/Motorman/Guard/Station Master \nwho is being sent to open communications, is not conversant with the Rules for \nworking of trains during total failure of communications on single line, the Station \nMaster on duty shall explain these rules to such staff. The Station Master on duty shall \nalso obtain the signature of the Loco Pilot/Motorman/Guard/Station Master on \nAuthority for Opening of Communication during Total Interruption of Communication \non Single Line Section (Form T/B 602) in token of such staff having fully understood the \ncircumstances in which and the purpose for which he is being sent and the Rules for \nWorking of Trains during total failure of communications on single line. \n7.04. (1) Before despatching the light engine/train engine/Motor trolly/Tower \nWagon/Trolly/Cycle Trolly/Moped Trolly/Diesel Car/Rail Motor car/EMU/MEMU/ \nDMU rake the Station Master on duty shall hand over Authority for Opening of \nCommunication during Total Interruption of Communication on Single Line \nSection to the Loco Pilot/Motorman/Guard/Station Master who is being sent to \nopen communications, which includes – \n(i) An “Authority to Proceed without Line Clear”. \n(a) A Caution Order, specifying the speed upto which the engine or self \npropelled vehicle or other vehicle referred to in para 2 may run to the \naffected block section. \n(b) An Authority to pass the last stop signal in the “On” position in case \nthere is a last Stop Signal at the station. \n(c) A Line Clear Enquiry message addressed to the Station Master of the \nblock station at the other end of the affected block section asking for \n“Line Clear” for the train waiting to be despatched to his station. \n(d) A conditional “Line Clear” message to the Station Master of the block \nstation at the other end of the affected block section permitting him- \n(e) To return the Light Engine/Train Engine, either light or attached to a train \nwaiting to be despatched from his station, or attached with another \nengine; or \n93", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 99, + "text": "(f) To return Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake running by \nitself; or \n(g) To return Motor Trolly/Cycle Trolly/Moped Trolly either running by itself or \nloaded in a train waiting to be despatched from this station. \n7.04. (2) The Line Clear Enquiry message asking Line Clear for the trains to be despatched \nthrough the affected block section, and the Conditional Line Clear message for \nthe return journey or the engine or self propelled vehicle or other vehicle referred \nto in para 2, as the case may be, shall be written out on Form T/B 602. \n N.B. : The particulars of engine either running light or attached to a train or attached \nto another engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake/Motor \nTrolly or Trolly or Cycle Trolly or Moped Trolley running by itself or loaded in a train, \nas may be applicable, shall be correctly filled in while preparing the message. \n7.04. (3) The Loco Pilot/Motorman/Guard/Station Master going to open \n communications shall on receipt of “Authority for opening \n communication during total interruption of communication on single line \n section” and sign on its original and carbon copy in token of his having \n understood its contents. In case the Loco Pilot is illiterate, the contents \n shall be explained to him by the Station Master on duty, in the presence \n of the Guard concerned if any. \n7.04. (4) In case a light engine or an engine and brake van is to be despatched to \nproceed to the next block station and then continue its journey onward after \narrival at the next station and is not meant for opening communications, the \nLoco Pilot of engine or the engine and brake van, shall be given with the \n“Authority for opening communication during total interruption of \ncommunication” and the items “Line Clear Enquiry Message and Conditional \nLine Clear Message” shall be striked out in form. Such engines or engine and \nbrake van shall be issued only the “Authority to Proceed Without Line Clear”, the \nCaution Order and the Authority to Pass the Last Stop Signal in the ‘On’ position, \nreferred to in para 4.1 (i), (ii) and (iii) where necessary. Should it be necessary to \ndispatch another light engine or another engine and brake van in the same \ndirection, an interval of at least 30 minutes shall be allowed to elapse before it is \ndespatched. \n7.04. (5) The Last Stop Signal shall not be taken ‘OFF’, while permitting an engine or self \npropelled vehicle or other vehicle to proceed to the next station on “Authority \nfor opening communication during total interruption of communication on single \nline section”. \n7.05. After an engine or self propelled vehicle or other vehicle is despatched to the \nnext station to open communications with Line Clear Enquiry Message and a \nConditional Line Clear Message to the next station for the return journey of the \nengine or self propelled vehicle or other vehicle no other train or engine or self \npropelled vehicle or other vehicle shall be allowed to leave the station and \nproceed in the same direction until the engine or self propelled vehicle or other \nvehicle sent to open communications returns. This does not, however, prevent \nand engineering officials going into the section on his push trolley for his work on \nsection on which push trolleys do not run on Line Clear. \n7.06. (a) The engine or self propelled vehicle or other vehicle proceeding on “Authority for \nopening communication during total interruption of communication on single \n94", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 100, + "text": "line section” shall switch on the Flasher light wherever provided and shall \nproceed at a speed not exceeding 15 kilometres per hour by day and when the \nview is clear and 10 kilometres per hour during night or when the view is \nobstructed, making free use of engine whistle or horn of the self propelled \nvehicle, where provided. In thick, foggy or tempestuous weather or in dust storm \netc. when visibility is impaired, the engine or self propelled vehicle or other \nvehicle proceeding on “Authority to Proceed Without Line Clear” shall proceed \nat walking pace only making repeated use of the engine whistle or horn of self \npropelled vehicle, where provided, preceded at an adequate distance by two \nmen on foot, one displaying a red light and the other carrying fog signals ready \nfor immediate use. Normally one of these men will be provided by the Station \nMaster from his Group-D staff and the other from the crew of the engine or the \nperson whose Motor Trolly/Trolly/Cycle Trolly/Moped Trolly is being used. In case \nof single manned self propelled vehicle, both these men shall be provided by the \nStation Master. The Station Master on duty shall explain to both of them their \nduties, in the presence of the Loco Pilot / Motorman / Guard / Station Master \nincharge of the self propelled vehicle or other vehicle being sent to the next \nstation and satisfy himself that they understand the same. \n(b) Both by day and night a tunnel must not be entered until the Loco \n Pilot/Motorman/Guard/Station Master has ascertained that it is clear. should \nthere be any doubt on this point, the engine or other vehicle etc. should be \npiloted by a railway servant equipped with hand signal and detonators. Before \nentering the tunnel the head lights, side and tail lights and other lights (where \nprovided) shall also be lit. \n (c) No obstruction on the line beyond the outermost facing points shall be \nallowed until the return of the engine/Tower Wagon/Diesel Car/Rail Motor \nCar/EMU Rake/Motor Trolly/Cycle Trolly/ Moped Trolly. \n7.07. In the event of an engine/self propelled vehicle/other vehicle, proceeding on \n“Authority for opening communication during total interruption of communication on \nsingle line section” meeting in the mid-section, an engine self propelled \nvehicle/other vehicle sent from the other end, the Loco \nPilots/Motormen/Guards/Station Masters, as the case may be, shall taking into \nconsideration the importance of the train for which they are proceeding to get Line \nClear, the distance from the nearest station, gradients to be encountered, the \npresence of catch siding etc. decide to which of the two stations, the engines/self \npropelled vehicles/vehicles should proceed. Before proceeding, the engines or self \npropelled vehicles shall, if possible, be coupled up. If the engines/self propelled \nvehicles cannot be coupled up they should run at a safe speed and adequate \ndistance apart. In the case of Motor Trolly/Push Trolly/Cycle Trolly/Moped Trolly, \nmeeting an engine and Brake Van/Diesel Car/Rail Motor Car/EMU Rake, the Motor \nTrolly/Push Trolly/Cycle Trolly/Moped Trolly shall, if possible, be loaded in the Brake \nVan/Diesel Car/Rail Motor Car/EMU Rake. \n7.08. On sighting the station to which the engine/self propelled vehicle/other vehicle \nrunning by itself or with another similar unit coupled together or separately, to which \nit is/they are proceeding, the leading engine/self propelled vehicle/other vehicle \nshall stop out side (i.e. in rear of) the first Stop signal of the station. The engine or self \npropelled vehicle or other vehicle following the leading engine/self propelled \nvehicle/other vehicle, shall stop at a safe distance behind the leading engine/self \npropelled vehicle/other vehicle. The Station Master shall be advised of the stoppage \nout side the first stop signal either by using the engine whistle/horn of the self \npropelled vehicle, if provided, or by sending a man if necessary. They shall not enter \n95", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 101, + "text": "the station till permitted by the Station Master to do so either by taking ‘Off’ the \nrelevant signals or otherwise. \n7.09. When the engine or engines/self propelled vehicle or self propelled vehicles/other \nvehicle or vehicles have been admitted into the station, the “Authority for opening \ncommunication during total interruption of communication on single line section” T/B \n602 with the Line Clear Enquiry Message and the Conditional Line Clear Message \ngiving the Line Clear for the return journey shall be delivered to the Station Master on \nduty who shall keep this document in his safe custody and also post the Line Clear \nEnquiry Message and the Conditional Line Clear Message in his Line Clear Books. On \nthe Authority of the Conditional Line Clear Message for the return journey the Station \nMaster on duty shall make out a Conditional Line clear Ticket T/G 602 (UP) or T/H 602 \n(DN) and hand over it to the Loco Pilot/Motorman/Guard/Station Master to return to \nthe block station from where he came with his engine (either light or attached to a \ntrain or another engine or a self propelled vehicle if one is waiting to proceed in that \ndirection)/self propelled vehicle/other vehicles. \n7.10. In case of the engine or self propelled vehicle or other vehicle returning to the station \nfrom which he was sent without reaching the next station the “Authority for opening \ncommunication during total interruption of communication on single line section” \nshall be taken back by the Station Master on duty of the station from which this was \nissued and cancelled. The original entries shall also be cancelled. \n7.11. Station Master on duty before dispatching the engine either light or attached to a \ntrain/self propelled vehicle/other vehicle, on the return journey shall hand over to the \nLoco Pilot/Motorman/Guard/Station Master, ‘Conditional Line Clear Reply Message’ \nfor the ‘Line Clear Enquiry Message’, giving Line Clear for the train waiting at the \nother station, thereby authorizing the Station Master at that station to start the train \nwaiting there on complete arrival of the engine, either light or attached to a \ntrain/self propelled vehicle/other vehicle at his end. \n7.12. The Conditional Line Clear Reply Message in Form T/F 602 shall be worded as follows:- \n Message No ……………………… \n Your Message No ……………………… on arrival of * Train Engine with/without \n train/self propelled vehicle/other vehicle No ……………………… at yours line \n will be clear and kept clear for following train/s :- ……………………… \n * \n (i) Train No ……… Private No. (in words) ………..(in figures) ……….. \n (ii) Train No ……… Private No. (in words) ………..(in figures) ……….. \n (iii) Train No ……… Private No. (in words) ………..(in figures) ……….. \n (iv) Train No ……… Private No. (in words) ………..(in figures) ……….. \n * Strike out whichever is not applicable. \n \n* The particulars of engine either returning light or attached to a train or \nattached to another Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU \nRake/Motor Trolley or Trolley/Cycle Trolley or Moped Trolley running by itself or \nloaded in a train as may be applicable shall be correctly filled in while preparing \nthe message. \n96", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 102, + "text": "7.13. On the return journey, engine either light or attached to a Train/Diesel Car/Rail Motor \nCar/EMU Rake/Train loaded with Motor Trolly/Push Trolly/Cycle Trolly/Moped Trolly \nmay run at booked speed observing speed limits in the Working Time Table and other \nrelevant rules. The Motor Trolly/Push Trolly/Cycle Trolly/Moped Trolly returning by itself \nmay run at their normal speed observing the rules governing their running on Line \nClear. \n7.14. On reaching the station, the engine either light or attached to a train/Self-propelled \nvehicle/other vehicle shall again stop outside (i.e. in rear of) the first Stop Signal of \nthe station and thereafter be guided by the instructions from the Station Master, who \nmay arrange to receive it by taking ‘Off’ the relevant signals or otherwise. \n7.15. On arrival at the station the “Conditional Line Clear Reply Message” shall be handed \nover to the Station Master who shall record in the Line Clear Message Book and on its \nauthority issue a Conditional Line Clear Ticket for the waiting train. \n7.16. If there be an even flow of trains in both directions, Enquiry and Conditional Line \nClear Messages for each succeeding train may be sent through the Guard of the \npreceding train. \n7.17. The arrival and departure time of all trains, engines, trollies etc. which are passed \nunder the above rules must be carefully recorded in the Line Clear Enquiry and Reply \nBooks, and also in the counterfoil of the “Authority to Proceed Without Line Clear” \nand in the Train Signal Register. \n7.18. If the Station Master at one end of the interrupted section has more than one train to \ndispatch in the same direction before another train is normally expected from the \nopposite direction, he shall, in such cases, send the available engine of a train to \nobtain “Line Clear” not only for that train but also for the following trains which may \nbe waiting or expected at his station. In the Line Clear Enquiry Message, it shall be \nstated that these latter trains will be despatched after the first train at intervals of 30 \nminutes. After the Loco Pilot returns with the Line Clear for the required number of \ntrains to the station at which he had left the train, the Station Master shall dispatch \nthe first train on the authority of the Line Clear for the trains and shall also endorse on \nthat Line Clear that a particular train (giving its number and description in full) shall \nfollow at a specified interval. The Station Master shall give similar information to the \nGuard also in writing. The Loco Pilots of the second and subsequent following trains \nshall be given a caution order restricting the speed to 25 kilometres per hour over the \nstraight line when the view ahead is clear and to 10 kilometres per hour when \napproaching or passing any portion of the line where the view ahead is not clear \ndue to curve, obstruction, rain, fog or any other cause. \nWhen dispatching the second and subsequent trains, the particulars of the last \npreceding train along with its time of departure will be endorsed on the Line Clear as \nalso the particulars of the train which would follow. The Line Clear for the last train of \nthe series should be endorsed with the particulars of the proceeding train together \nwith its time of departure. \nWhile adopting this procedure, the Guard and the Loco Pilot should be instructed to \nkeep a sharp look out and be prepared to stop short of any obstruction. \n7.19. When a train is stopped in the block section the Guard shall immediately exhibit a \nhand danger signal towards the rear and check up that the tail board/ lamp or the \ntail light is correctly exhibited. If the stoppage is on account of accident, failure \nobstructions or other exceptional cause and the train cannot proceed, the Loco \n97", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 103, + "text": "Pilot shall sound the prescribed code of whistle to apprise the Guard of the fact, \nwhere upon the Guard shall protect the train by placing one detonator at 250 \nmetres from the train on the way out and 2 detonators, 10 metres apart, at 500 \nmetres from the train, irrespective of the gauge, When a train is detained outside \nsignals and if the detention exceeds or is likely to exceed 10 minutes it shall also be \nprotected accordingly. In the absence of the Guard the duty of protecting the train \nshall devolve on the Loco Pilot. \n7.20. When trains follow one another no train shall be backed. In exceptional \ncircumstances when it may be unavoidable to back a train, the train shall be \nbacked only after providing protection by placing one detonator at 250 metres and \ntwo detonators, 10 metres apart, at 500 metres from the point up to which the train is \nto be backed. \n7.21. Trains must continue to work on this system until anyone of the means of \ncommunications, mentioned in rule (1) is restored by the competent authority. \n7.22. As soon as anyone of the means of communications has been restored, the Station \nMaster must send a message to the Station Master at the other end of the section on \nthe form T/I 602 ; \n From Station Master_______________ To Station Master______________ \nDate_________Time________ hours_______minutes \nMessage No.___________ Train (No. and description)______________arrived complete \nat__________ hours_______minutes. Last train (No. and description)______________ \ndispatched to your station at__________ hours_______minutes. Cancel the Conditional \nLine Clear Working of trains/ Present method of working of trains. Line Clear must be \nobtained by means of __________________________________________ Acknowledge. \nPrivate No. (in words) ____________________________________ (in figures)___________. \n \n Signature of Station Master \n \n On receipt of the above message, the Station Master at the other end of the section \nmust acknowledge in the following form :- \nACKNOWLEDGEMENT \nFrom Station Master_______________ To Station Master______________ \nMessage No.___________. Your Message No.___________. Understand that train (Number and \ndescription)______________ which was the last train to leave my station has arrived complete \nat station at__________ hours_______minutes/not arrived. Conditional Line Clear Working of \ntrains is being/will be cancelled immediately after \n98", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 104, + "text": "the complete arrival of train number_____________. Line Clear for the next train will be \nobtained by means of_________________________________________. \n Private No. (in words) ______________________ (in figures)___________. \n7.23. Line Clear shall not be obtained or given by means of communication restored, until \nboth the Station Masters are satisfied that all trains and engines etc. despatched \nfrom their stations have arrived complete at the other station. Even if the \ncommunication is restored immediately after the departure of the light engine/self \npropelled vehicle/any other vehicle referred to in rule 2, sent under “Authority for \nopening communication during total interruption of communication on single line \nsection” normal working should not be resumed until the light engine/self propelled \nvehicle/any other vehicle reaches the next station and both the Station Masters are \nsatisfied under exchange of Private Numbers that no light engine/self propelled \nvehicle/any other vehicle is on the section. Thereafter an intimation about this shall \nbe given to Section Controller also on controlled sections, if communication with \nSection Controller has also got restored and normal working resumed. If, however, \ncommunication with Section Controller has not got restored along with restoration of \ncommunication between two stations, the Section Controller shall be advised of the \nposition immediately on restoration of communication with him. \n7.24. On the section where total interruption of communication occurs, the Transportation \nInspector of the section, must scrutinize the train passing records of the station and \nsubmit his report to the Divisional Railway Manager within 7 days of the resumption of \ncommunication. \n99", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 105, + "text": "CHAPTER-VIII \nRULES FOR WORKING OF TRAINS ON SINGLE LINE BY MEANS OF \nTOKENLESS BLOCK INSTRUMENT, HANDLE TYPE \nAND PUSH BUTTON TYPE \n \n8.01. The following are the Rules for working of trains on the single line by means of \nTokenless Block Instrument approved as a means of granting or obtaining Line Clear \n(GR 14.01) \n Preliminary :- \n (i) The Object of the Train passing system by Electric Tokenless Instrument is to \neliminate the delay in the exchange of token balls through the Token \nInstrument and to ensure movement of only one train at time in the Block \nSection. \n (ii) Station, where tokenless train passing system is in operation are furnished \nwith two instruments one for each adjoining section. Telephone \ncommunication is provided with each Instrument.99 \n (iii) At stations where tokenless train passing system is in operation, authority to \nproceed from one Block station to other will be on signal Indication (taking \noff the last stop departure signal) only in terms of GR 14.08 (b)(iv) \n (iv) Passing of trains on this system does not in any way dispense with the use of \nfixed, Hand or Fog signals, whenever and wherever such signals may be \nrequired, to protect trains from obstructions on the line, not does it change \nin any way the rules in force in regard to such signals. Provisions of chapter III \nof the G & SR Book shall apply fully. \n (v) Loco Pilots must act strictly in accordance with the General Rules, subsidiary \nRules and any other regulations for the time being in force for the \nobservance of signals. \n (vi) Trains will be started on the Guard’s signal after the correct departure signals \nhave been taken “OFF” or after the Station Master’s permission has been \nobtained. \n (vii) Rules (v) above applies also to guards with such variations as follow from the \ndifferent nature of their duties. \n8.02. Types of Instruments – \nThe following types of Instruments are in use in Eastern railway – \n (A) Daido’s/Kyosan’s handle type instrument or of similar type. \n \n (B) Push button type tokenless instrument of Podanur or similar type. \n \n \n100", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 106, + "text": "8.03. Arrangement of Instrument – \n(1) Two Instruments will be used as a pair to cover a Block Section being connected \nby two line wires. For example, if A and B are two Block Station either end of the \nBlock Section, one instrument will be at Station A and the other at Station B. \nTelephonic Communication is provided in conjunction with the Block Instrument. \n(2) The Block Instruments may be provided at the Station Building or in the cabin at \neither end of the Block Section and be operated by Station Master or \nCabinmaster. Accordingly, in regard to operation at the Block Instrument, the use \nof word “SM” hereinafter means SM or Cabinmaster as the case may be, except\nwhere otherwise specified. \nPart - A \n8.04. Description of Instruments – The sketches below illustrate the Daido’s/Kyoson’s type \nof instruments. The description of their components and the working thereof are as \nunder – \n(a) An operating handle. \n(b) Bell Plunger (push button PBI) \n(c) Push Button (PB2) \n(d) A Block Bell \n(e) A cancellation switch (S1) with veeder counter. \n(f) A switch (S2) with veeder counter \n(g) The Station Mater’s Key (S. M) \n(h) An occupation Key (OCC) \n(i) A Buzzer (BZ1) \n(j) A Buzzer (BZ2) \n(k) Train on Line Indicator (TOLK) \n(l) Time Release Indicator (TERK) \n(m) Current Indicator (Galvanometer). \n(n) Telephone. \n \n \n \n \n \n \n \n \n101", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 107, + "text": "Diagram showing the Instruments \n \nDAIDO \n \n \n \n \n \n \n \n \n102", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 108, + "text": "THE DIADO/KYOSAN’S TOKENLESS BLOCK INSTRUMENT \n (a) The Operating Handle – This has three position as under (A pointer is engraved \non the handle to indicate to which of the positions that handle has been \nturned)- \n \n (i) “Line Closed” (or “N”) is the normal position with the handle vertical and \nthe arrow pointing upwards. This position indicates that no “Line Clear” has \nbeen given or received on the instrument for a train to enter the block \nsections. \n (ii) The “Train Coming From” (or “R”) is the position with the handle horizontal \nand the arrow pointing to the right and indicates that “Line Clear” has \nbeen given to the station at the other end of the block section for a train to \nenter the block section and approach the station from that end. \n(iii) The “Train Going To” (or “L”) is the position with the handle horizontal and \nthe arrow pointing to the left and indicates that “Line Clear” has been \nreceived from the station at the other end of the block section for a train to \nbe despatched into the block section towards the station at the other end. \n Note: The operating handle is normally locked in the vertical or Line closed position \nIt is released to be turned to the “Train Coming From” or “Train Going To” \nposition when such release is electrically permitted by the Station Master at \nthe other end of the block section. The handle when turned to either of the \npositions (TGT or TCF) will remain locked in that position until its release is \nagain electrically permitted by the station at the other end. \n (b) Bell Plunger – The bell plunger or push button (PBI) when pressed rings the bell of \nthe corresponding block instrument at the other end of the block section. It shall \nonly be employed for signalling trains by means of the prescribed code of bell \nsignals. Each time the bell plunger is pressed the bell of the corresponding block \ninstrument at the other station will give one beat. \n N.B. : The use of the bell plunger is also necessary for enabling the release of operating \nhandle of the instrument of the station at the other end. For this purpose the bell \nplunger has to be operated or kept pressed along with push button (PB2). \n (c) Push Button (PB2) – The operation of push button (PB2) shall always be made \nafter the bell plunger (PBI) has been operated and kept pressed. Keeping (PBI) \nand (PB2) jointly pressed in this manner will release the operating handle of the \ninstrument at the other end and enable it to be turned to the “Train Going To” or \n“Train Coming From” position or from any of these positions to the “Line Closed” \nposition. \n103", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 109, + "text": "(d) A Block Bell – The block bell responds to signals given through the pressing of the \nrelevant bell plunger by the stations at the other end of the block sections and \nserves to convey information through the prescribed Code of bell signals. \n (e) A Cancellation switch (S1) with Veeder Counter – This is a switch attached to a \nnumber counter and is required to be operated for cancellation of “Line Clear” \nby the Despatching Station before the Train enters the Block Section. The \nnumber counter attached to switch (SI) registers the next higher number for \neach operation of switch (SI) \n (f) A switch (S2) with Veeder Counter – This is a switch attached to a number \ncounter and is required to be operated by the Despatching Station for closing \nthe Block Section after the train returns back to the desptching station from the \nBlock Section and is received under proper Reception Signal. The number \ncounter attached to switch (S2) registers the next higher number for each \noperation of switch (S2). \n (g) The Station Master’s Key (“SM”) – This key when not in use in the instrument shall \nalways remain in the possession of the person in charge of block working. The \nkey when taken out of the instrument makes the instrument inoperative and thus \nprevents unauthorized manipulation of the Instrument when the person in \ncharge of block working leaves the office or cabin. The bell code signals sent by \nthe Station at the other end will however be audible and the Telephone may be \nused for communication. \n (h) An occupation Key (“OCC”) – This key when handed over to the Loco Pilot \nauthorizes him to shunt beyond the advanced Starter up to the point for which \nshunting order has been given to him. The key can be taken out or put in only \nwhen the Operating Handle is in the “LINE CLOSED” position “N” and S.M’s key \ninserted. The removal of the “OCC Key” locks the Operating Handle in the “LINE \nCLOSED” position. The SM’s key can be taken out after removal of “OCC Key” \nbut has to be inserted back before the “OCC Key” is replaced in the instrument. \n (i) A Buzzer (BZ1) – The Buzzer (BZ1) provides audible indication at both Stations \nwhen the train enters the Block Section and stops only when the Receiving \nStation acknowledges the “Train Entering Section” signal. \n (j) A Buzzer (BZ2) – The Buzzer (BZ2) provides audible indication at the Receiving \nStation when the whole of the Train passes within the Home signal and it stops \neither when the S.M’s Home Signal Control Slide and Home signal lever is put \nback to normal or the Operating Handle is turned back from the “TRAIN \nCOMING FROM” position (R) to “LINE CLOSED” position (N). \n (k) Train on Line Indicator (TOLK) – This is a visual indication at both stations in \naddition to audible indication and automatically appears when the train enters \nthe Block Section. This indication disappears in the process of turning Operating \nHandle from (L) to (N) or (R) to (N) \n (l) Time Release Indicator (TERK) – This visual indication appears at the Despatching \nStation after a predetermined time to 2 to 3 minutes, when the cancellation \nswitch (SI) is operated for cancelling “Line Clear”. \n (m) Current Indicator (Galvanometer) – The Galvanometer is provided with a Needle \nthe movement of which indicates the passage of an electric current received or \nsent and also the operation of corresponding Block Instrument at the other end \n104", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 110, + "text": "of the section. This indicates the flow of current whenever the push button (PBI) is \npressed. \n (n) Telephone – The Telephone is provided for communication between the two \nstations. The normal means of communication on the Telephone will be \nestablished by lifting the hand set preceded by “Call Attention” signal having \nbeen given previously. \n Note : The description and function of other Types of Tokenless Block Instruments \n are practically same. \n8.05. Method of Signalling Trains from Block Station to Block Station with Daido’s/Kyosan’s \nTokenless Block Instruments – In the case of each train, after “Call Attention” Signal \nhas been sent before any other operation on Tokenless Block Instrument is made, the \nnames of Stations working together shall be exchanged on the telephone, one with \nthe other, as an assurance that the correct stations are in communication. \nTaking two adjacent stations X and Y and supposing that a train is to proceed from X \nto Y Block Section being clear, the Operating Handles of the Tokenless Block \nInstruments and all concerned signals and signals lever at both stations are normal, \nthe following is the sequence of operation for signalling the train – \nStation X Station Y \n1. Inserts S. M’s Key and turns. \n2. Presses the bell plunger or Push Button \n(PBI) and sends “Call Attention” signal \nto Y. \n \n 3. Receives “Call Attention” signal. \n 4. Inserts (“SM’s”) Key and turns. \n 5. Acknowledges the “Call Attention” \nSignal to X by pressing the Bell Plunger \nor Push Button (PBI). \n6. Attends telephone. \n 7. Attends telephone. \n8. Gives name of Station on telephone. \n 9. Gives name of Station on telephone \n10. Asks “Line Clear” for the train on \ntelephone giving the number and \ndescription of the train duly recording, \nthe transaction in Train Signal Register. \n \n 11. Accepts “Line Clear Enquiry” on \ntelephone repeating the number and \ndescription of the train duly recording \nthe transaction in Train Signal Register \nsupported by a Private Numbers. \n12. Sends “Call Attention” Signal to Y. \n 13. Acknowledges the “Call Attention” \nSignal to X by pressing the Bell Plunger \nor Push Button (PBI). \n14. Sends “Is Line Clear” signal to Y \nthrough Bell Plunger or Push Button \n(PBI) keeping the same pressed on \nthe last beat and also presses Push \n \n \n105", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 111, + "text": "Button (PB2) conjointly with (PBI) until \nthe station X operates his Handle. \n 15. On the last beat of X’s “Is Line Clear” \nsignal, turn the operating handle of his \nInstrument to “TRAIN COMING FROM” \nposition (R) and acknowledges the “Is \nLine Clear” signal to X keeping the Bell \nPlunger or Push Button (PB1) pressed on \nthe last beat and also presses Push \nButton (PB2) conjointly with (PB1) until \nthe station X operates his Handle. \n16. Turns the Operating Handle to the \n“TRAIN GOING TO” position (L) on the \nreceipt of the last beat of Y’s \nacknowledgement signal and \nacknowledges line clear by giving \n“Call Attention” Signal (one beat). \n \n17. (a) Takes “OFF” the last stop signal. \n(b) Train enters Block section. \n (c) Last Stop signal returns to ‘ON’ \n position. \n (d) “Train on Line” indication \n appears automatically and \n Buzzer (BZ1), starts operating. \n (e) Replaces Last Stop Signal lever. \n \n 18. “Train On Line” Indication appears \nautomatically and Buzzer (BZ1) starts \noperating. \n19. Sends “Call Attention” Signal to Y. \n 20. Acknowledges “Call Attention” signal to \nX. \n21. Sends “Train Entering Section” signal \nto Y. \n \n 22. Acknowledges “Train Entering Section” \nsignal to X and keeps (PB1) pressed on \nthe last beat till Buzzer (BZ1) stops. \n \nNote – In cases, where, due to any \nreason, there is delay in conveying the \nTrain Entering Section signal by beats on \nblock instruments or acknowledgement \nthereof the time of the Train Entering the \nsection should also be repeated on the \nblock telephone and an entry made to \nthis effect in the Remarks column of the \nTrain Signal Register. \n23. Buzzer (BZ1) stops. \n 24. (a) Takes OFF the reception \n signals. \n (b) Train enters the station. \n (c) Buzzer (BZ2) starts operating. \n (d) Reception signal replaced to \n ‘ON’ position automatically. \n106", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 112, + "text": "(e) Puts back levers of reception \n signals to normal position. \n (f) Buzzer (BZ2) stops when SM’s \n Home slide or Home Signal \n lever is put back to normal if the \nInstrument remains in SM’s office but \nwill continue to ring when the same \nis in cabin. \n 25. Sends “Call Attention” signal to X. \n26. Acknowledges “Call Attention” \nsignal to Y. \n \n 27. Sends “Train Out of Section” signal to X \nkeeping Bell Plunger of Push Button \n(PB1) pressed on the last beat and also \npresses Push Button (PBI) conjointly with \n(PB2) until the station X operates the \nHandle. \n28. On the last beat of Y’s “Train Out of \nSection” signal turns the operating \nHandle of his instrument to “LINE \nCLOSED” position (N) and \nacknowledges “Train Out of Section” \nsignal to Y, keeping Bell Plunger or \nPush Button (PB1) pressed on the last \nbeat and presses Push Button (PB2) \nconjointly with (PB1) until Station Y \noperates his handle. \n \n 29. Buzzer (BZ2) stops when the instrument \nis fitted in Cabin. \n \nNote – Same procedure is repeated when sending a train from station Y to station X. \n8.06. Cancelling “Line Clear” – How to cancel a “Line Clear” before train enters the Block \nsection? Before proceeding to cancel the “Line Clear” obtained the Station Master \nat the Station at which the Operating handle of the Instrument is in “TRAIN GOING \nTO” position (L) shall personally ensure that the last stop signal has been properly put \nback to ‘ON’ position and the Station Master’s slide for the last stop signal \nconcerned is put back to normal and that they remain so until the cancellation \nprocedure is completed. \nStation X Station Y \nOperating Handle at “TRAIN GOING TO” \nposition (L) and concerned signals and \nsignal levers normal. \nOperating Handle at “TRAIN COMING \nFROM “ position (R) and all concerned \nsignals and signal levers normal. \n1. Calls the attention of station Y and takes \nhis consent on telephone with Private \nNumbers duly recording in Train Signal \nRegister. \n \n 2. Gives consent on telephone to station X \nwith Private Numbers duly recorded in \nTrain Signal Register. \n107", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 113, + "text": "3. (a) Turns cancellation switch (S1) from \nnormal to cancellation position. \n(b) Veeder counter registers next higher \nnumber. This is duly recorded in Train \nSignal Register. \n(c) Wait for 2 minutes. \n(d) Time Release indicator operates. \n \n4. Sends “Call Attention” signal to Y. \n 5. Acknowledges “Call Attention” signal to X. \n6. Sends “Train Out of Section” signal to Y \nkeeping Bell Plunger or Push Button (PB1) \npressed on the last beat and also \npresses Push Button (PB2) conjointly with \n(PB1) until the Station Y operates the \nHandle. \n \n 7. On the last beat of X’s “Train Out of \nSection” Signal turns the Operating Handle \nof his instrument to “LINE CLOSED” position \n(N) and acknowledges “Train Out of \nSection” Signal to X keeping Bell Plunger or \nPush Button and also presses (PB2) \nconjointly with (PB1) until the station X \noperates his Handle. \n8. Restores cancellation switch (S1) to \nnormal and turns the Operating Handle \nTo “LINE CLOSED” position (N) on \nReceipt of the last beat of Y’s \nacknowledgement signal. \n \n8.07. Normalizing of Tokenless Block Instrument after the Train returns back to the \nDespatching Station from the Block Section and is received under proper reception \nSignals – \nStation X Station Y \nOperating Handle at “TRAIN GOING TO” \nposition (L) and all concerned signals and \nsignal levers normal. \nOperating Handle at “TRAIN COMING \nFROM “ position (R) and all concerned \nsignals and signal levers normal. \n1. Calls the attention of station Y and takes \nhis consent on telephone, with Private \nNumbers, duly recorded in Train Signal \nRegister. \n \n 2. Gives consent on telephone to station \nX with exchange of Private Numbers, \nduly recorded in Train Signal Register. \n3. (a) Turns the concerned switch (S2) from \n normal position to operated position. \n(b) Veeder-counter registers next higher \n number. This is duly recorded in the \n Train Signal Register. \n \n \n108", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 114, + "text": "(c) Takes ‘OFF’ the Reception signals. \n \n(d) Train enters the Station. \n \n(e) Buzzer (BZ2) starts operating. \n \n (f) Reception signals replaced to \n ‘ON’ Position automatically. \n \n(g) Puts back levers of Reception \n signals to normal position. \n \n(h) Buzzer (BZ2) stops when SM’s Home \n Slide is put back to normal if the \n Instrument remains in SM’s Office, \n but will continue to ring when the \n same is in the Cabin. \n4. Sends “Call Attention” signal to Y. \n 5. Acknowledges “Call Attention” signal \nto X. \n6. Sends “Train Out of Section” signal to Y \nkeeping Bell Plunger or Push Button (PB1) \npressed on the last beat and also presses \nPush Button (PB2) conjointly with (PB2) \nuntil the Station Y operates his Handle. \n \n 7. On the last beat of X’s “Train Out of \nSection” signal turns the operating \nHandle of his Instrument to “LINE \nCLOSED” position (N) and \nacknowledges “Train Out of Section” \nsignal to X keeping Bell Plunger or \nPush Button (PB1) pressed on the last \nbeat and also presses (PB2) until the \nstation X operates his Handle. \n8. Restores switch (S2) to normal and turns \nthe Operating Handle to “Line Closed” \nposition (N) on the last beat of Y’s \nacknowledgement of signal. \n \n \n9. Buzzer (BZ2) stops with the instrument in \nCabins. \n \n \n8.08. Shunting between last Stop Signal and Opposing First Stop Signal – \nStation X Station Y \nOperating Handle at “LINE CLOSED” Position \n(N) and all concerned signals and signal \nlevers normal. \nOperating Handle at “LINE CLOSED” \nPosition (N) and all concerned signals \nand signal levers normal. \n1. Calls the attention of station ‘Y’ and \nObtains his consent on telephone, duly \nrecording the Private Numbers. \n \n 2. Gives consent on telephone to station \n‘X’ confirming by Private Numbers. \n109", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 115, + "text": "3. Inserts S. M.’s Key and turns. \n \n \n4. (a) Takes out the Occupation Key \n “OCC” of the concerned section \n Instrument. Takes out S. M’s Key. \n \n(b) Hands over Occupation key \n to the Loco Pilot. \n \n(c) Loco Pilot completes shunting \n and returns The Occupation \n Key to S.M. \n(d) Inserts S.M’s key and the \n Occupation key is put back \n in the instrument. \n \n \n5. Informs the Station Master at ‘Y’ on \ntelephone confirming by Exchange of \nPrivate Numbers. \n \n 6. Acknowledges on telephone. Records \nthrough Exchange of Private \nNumbers. \n \n8.09. Additional Equipments provided at the Block station at which tokenless Instruments \nare located \n(a)(I) Lock on the last stop signal – \n (I) The Last Stop Signal lever is locked on the normal or ‘ON’ position by \nmeans of an Electric Lever Lock, in addition to Electric Signal Reverser \nfitted on the Signal for the automatic replacement to ‘ON’ position after \nthe train has operated the track circuit of 2 rail length slightly ahead of the \nLast Stop Signal and the signal cannot be taken ‘OFF’ until the Operating \nHandle has been turned to “TRAIN GOING TO” position (L). \n(II) The lever is free in the reverse or “OFF” position and the signal can be put \nback to “ON” and taken “OFF” again at any time so long the train has not \noperated the Track Circuit ahead of the Last Stop Signal. \n (III) Once the Last Stop Signal is replaced to “ON” position by the operating of \nTrack Circuits ahead of the Last Stop Signal, by the passage of a train \nneither the signal can be taken “OFF” again on the same “Line Clear” nor \nthe Last Stop signal lever can be pulled from normal to reverse position \nuntil the train has cleared the Block Section and the Instrument has been \nput back to “LINE CLOSED” position (N) and again turned to “TRAIN \nGOING TO” position (L). \n (b) Control on Reception Signals – \n(I) Reception signals are controlled by Reversers and/are automatically \nreplaced to ‘ON’ by the operation of the Track Circuit ahead of the Home \nSignals by the passage of the train. These signals cannot be taken off \nunless the Operating Handle is in “TRAIN COMING FROM” position or in \nnormal position. \n110", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 116, + "text": "(II) Operation of switch (S2) is essential for taken off the reception signals \nwith Operating Handle in “TRAIN GOING TO” position and closing the line \nwhen a train returns back to the despatching station. \n(III) The Reception Signals, however, may be taken off (provided it has not \nfailed due to some other reason), in case the Tokenless Block Instrument \nhas failed or is locked either in the “NORMAL” or “TRAIN COMING FROM” \nposition. \n8.10. Certificate of Competency – \ni) No person should be permitted to operate a Block Instrument unless he has \nsatisfactorily passed the prescribed examination and holds a duly authorized \ncertificate of competency. This certificate shall be valid for a period of 3 \nyears. Principal/Zonal Training Centre shall issue the necessary certificate of \nBlock competency to the staff concerned undergoing training after the Initial/ \npromotional and Refresher Course. \nWhere, however, for any reason staff are not sent for Refresher Course within \nthe period of 3 years, the validity of the Competency Certificate issued by the \nPrincipal, Zonal Training Centre may be extended locally for a period of one \nyear only after jointly re-examining the staff by TI(M) / Station Manager and \nSection Engineer (Signal) concerned. After extension of the validity has been \ncertified by the TI(M) / Station Manager and Section Engineer (Signal) it shall \nbe countersigned by the Sr. Divisional Safety Officer / Divisional Safety Officer \nor an Asstt. Operations Manager duly authorized on his behalf. Refresher \ncourse must be made mandatory and any staff overdue refresher course \nmust not be permitted to perform duty i.e. when any staff becomes overdue \nfor Refresher Training should be taken off duty until such time as he completes \nthe training. (Board’s letter No. 2000/Safety(A&R)/19/40 dt. 19-12-2000) \nii) The TI(M) / Station Manager and Section Engineer (Signal) must also have \nvalid competency certificate from Sr. DSTE / DSTE / Principal, Zonal Training \nCentre for Block competency for the purpose of discharging their duty under \nRule 1.14(i). \n8.11. The Tokenless Instruments and bells must be used exclusively for the purpose shown in \nthese regulations. They must only be used by the Station Master on duty, except \nwhere otherwise ordered. For Bell Codes, see GR 14.05. \n8.12. The Station Master on duty will be responsible to see that no unauthorized person \nmanipulates the Tokenless Instruments. \n8.13. Working of Motor Trollies and Material Trollies – When any of these trollies has to run \ninto the Block section the Station Master of the station from which the trolly has to \nleave, will advise the Station Master at the other end by a message and obtain his \nacknowledgment supported by a Private Numbers. Copies of these messages will be \nmade over to the trolly holder as his authority to proceed into the block section. On \narrival at the other end the trolly holder will deliver the copies of the messages to the \nStation Master and will give an endorsement on the copies of the message carried \nby him that the trolly has arrived complete and signed with date and time in the \nmessage. The copies of these messages must be retained by the Station Master at \nthe receiving end and pasted in the Station diary. “Out” and “IN” reports of the trolly \nwill also be given by separate messages by the Station Masters concerned. The trolly \nholder will also be given a Form T/369(3b) at the station from which the trolly is \n111", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 117, + "text": "leaving as the last stop signal of the station cannot be taken off. At the receiving \nstation the trolly will be admitted with a Pilot Memo as the Reception Signals cannot \nbe taken off. \nRecords must be maintained in the train signal register books at both the stations in \nred ink recording the time “Line Clear” was asked for and the time received with \nPrivate Numbers and also the time the trolly left and arrived at the other end. \nTo cancel line clear for Motor/Material trollies messages will be exchanged between \nthe Station Masters and records maintained in the Train Registers in red ink. Private \nNumbers will be exchanged with the exchange of messages. \n8.14. Working of Ballast and Material Trains – If a Ballast or Material train is required to \ncome back to the station from where it started, the “Line Clear” will be obtained \naccording to the procedure detailed above. The train will be despatched on signals \nas usual when the TOL indication will appear. \nWhen the train returns the reception signals will be taken off using cancellation \nswitch (S2) and the procedure for closing the line will be as for normalizing of block \ninstrument when train returns to the despatching block station. \n8.15. Failure of Tokenless Instruments – The Tokenless instruments must be suspended in the \nfollowing circumstances. In case of failure under paragraph 1 below the Block \nMaintainer of the section who is authorized to attend to the same should be called. \nIn the case of failures under Paragraph II below, the working of the Block Instrument \nmust not be resumed until the instruments have been examined by a person holding \nthe special permit. \n Paragraph I. \n (a) If code signals on the Bell are not received distinctly or fail altogether. \n(b) When telephone connection between the two stations fails. \n (c) If the last stop signal fails to go to “ON” position as the train passes the signal. \n (d) If the Block Instrument or its battery counter is found unlocked or the seal is found \nbroken in the absence of an authorized representative of the Signal Branch. \n (e) If the last vehicle or track circuit fails to operate after the passage of the train \nand the Home Signal is thrown back to normal. \n (f) If the TOL indication fails to appear on the instrument after the train has entered \nthe Block Section ahead. \n (g) If the station cannot take off the last Stop Signal after Line Clear has been \nobtained from the station ahead i.e. when the Last Stop Signal is out of order or \nsuspended. \n Paragraph II. – \n (a) When due to transmission failure Block, handle becomes locked. \n112", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 118, + "text": "(b) If a train arrives at a station without “Line Clear” having been given for it. In this \ncase the irregularity must be reported as accident unless the Loco Pilot has \ncome under conditions of total interruption under the stipulated procedure. \n (c) If the last stop signal can be taken off without line clear having been obtained. \n (d) If at the receiving station the Train arrival (audible) indication appears when a \ntrain is in the Block Section. \n (e) If the “Line Clear” cannot be properly cancelled although the proper \nmanipulation has been done. \n (f) If there is reason to believe that there is contact between the Block and any \nother circuit. \nNote : Before initiating operation of the operating handle of the Tokenless Block Instrument \nto any desired position the Station Master /Cabinmaster must ensure that all the \nrelevant Station Master Control slide/Signal Levers as well as the arm of Last Stop \nSignal corresponding to the line on which the movement is intended, have been \nplaced to normal/on position. Failure to comply will render the Tokenless Block \nInstrument inoperative. \n \n8.16. (a) When the communication on telephone fails or through any defect both the \nBlock Instruments remain locked or the instruments cannot be made to work \naccording to the method described in Rule II the following procedure shall be \ncarried out. \n(i) After having advised the Station Master at the other end of the section by \nphone or over the control phone where provided and obtained \nhis acknowledgement Tokenless Block working will be suspended and \npaper line clear working introduced. \n (ii) the failure and time will be recorded in the Train Signal Register. \n (iii) The S.I.M.(E), SSE/JE (S6T) & TI(M) of the section concerned and ASTE, \n DSTE, Sr.DSO/DSO of the Division will be advised by message as follows. \n Tokenless working with ...…………………station ……………………… \n Suspended. Cause…………………………………train working on \n paper line clear. \n In the above message, the Station Masters must, as far as possible, \n state definitely the apparent cause of failure. \n(b) The Station Master receiving advice that Tokenless block working is suspended \nshall acknowledge the message by repeating it and making a record in the \nTrain Signal Register. \n (c) When the failure has been rectified, it shall be recorded in the Train Signal \nRegister and the entry signed jointly by the Station Master and the member of \nBlock Signalling staff who rectified the failure. \n(d) Tokenless working must not be resumed while there is a train in the Block \nSection. \n113", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 119, + "text": "(e) Before resuming Tokenless working the Station Master at the station where the \ninstrument was defective, shall advise the Station Master at the other end of \nthe section by message or over control phone, where provided and obtain his \nacknowledgement. \n (f) The Station Master receiving advice that Tokenless working has been resumed \nshall acknowledge the message by repeating it and made a record in his \nTrain Signal Register. \n (g) When the Tokenless instruments are brought into use again the advice issued \nmust be cancelled by message by the Station Master who issued the message \nreporting the failure. \n8.17. Train parting and portion of train left on line – When for any reason a portion of train is \nleft in mid-section or the Loco Pilot has come with his train incomplete GR. 6.08 & \n6.09 must be rigidly observed by the Guard & Loco Pilot. In absence of a Token or \nLine Clear ticket the Guard, before giving his written permission to the Loco Pilot to \nproceed with light engine or the vehicles, must protect his train first. \nThe Cabin SM / Cabinmaster / Cabinman of the cabin will immediately report to \nthe Station Master on duty that the train has arrived incomplete and the Station \nMaster on duty will not give the “Train out of section” report to the station in rear \ntill the complete arrival of the train even though the Buzzer will ring continuously, \non arrival of the light engine or the first portion of the train. \n8.18. Failure of last stop Signal – \n(a) When the tokenless block instrument are functioning normally but the last \nstop signal cannot be taken off despite “Line Clear” having been obtained \nthe SM / Cabinmaster / Cabinman will intimate this fact to the ASM on duty if \nthe instrument is in the cabin and request the latter to issue T/369(3b) for train \nin question duly confirming his assurance that he has obtained line clear by \nexchange of Private Numbers. The Station Master on duty on receipt of the \nadvice shall issue T/369(3b) with the following endorsement – \n“Line clear has been obtained for your train. Private Numbers received \nfrom……………………………………cabin………………………………..’ \nSuitable record of this transaction should be kept in the Train Signal Register in \nthe Cabin and in the Log Register of the Station Master on duty. \nIn case the instrument is in the Station Master’s office the Station Master on \nduty will issue the T/369(3b) after exchange Private Numbers with the \ncabinman controlling the Last Stop Signal for the said train. \nWhen the block instrument also fails, Paper Line Clear working will be \nintroduced as mentioned in Paragraph above. \n114", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 120, + "text": "Part B \nPUSH BUTTON TYPE \n8.19. (1) Arrangement of Push Button Type Tokenless Block Instruments – Two \n Instruments will be used as a pair to cover a Block section being \n connected by two lines wires, For example, if A and B are two Block \n stations either end of the Block section, one instrument will be at Station A \nand the other at Station B. Telephonic communication is provided in \n conjunction with the Block Instruments. \n (2) This Block Instrument may be provided at the Station Building or in the cabin at \neither end of the Block Section and be operated by Station Master or Cabin- \nmaster. Accordingly, in regard to operations of the Block Instrument the use of \nworked S. M. hereinafter means S. M. or Cabinmaster as the case may be \nexcept where otherwise specified. \n8.20. (1) Description of Push Button Type Tokenless Block Instrument. – \nA sketch of the instrument is given below :- \n \n6D-2.1 TOKENLESS BLOCK INSTRUMENT PUSH BUTTON TYPE \n(SINGLE LINE) (IRS TYPE) \n \n(2) The instrument consists essentially of two parts \n (i) A relay Cabinet housing all Relays; and \n(ii) A dash board called ‘Control Panel’ containing Push Buttons, Indicators Bell, \nTelephone etc. These two are manufactured as a compact unit with Control \nPanel coming on top of the Relay Cabinet. The overall height render the \nindicators at the eye-level and the buttons within comfortable reach of a \nman of normal height. \n Control Panel \n The Relay Case and Control Panel are mounted on the same frame. \n \n115", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 121, + "text": "DESCRIPTION OF PUSH BUTTONS, INDICATORS ETC. \n1. Push Buttons – \n(i) Bell Code Button; Colour: Black, Code: BCB. This is the most often used button. \nThis is used to call the other Station Master’s attention and for exchange of \ncode signals. \n When used in conjunction with other buttons it transmits relevant coded \ncurrents. When pressed alone, it transmits isolated positive pulse. \nWhenever pressed alone or in conjunction with any other button, lights \n up the relevant indicators. \n(ii) “Train Going to” Button; Colour : Green, Code : TGB, to be pushed along with \nBCB for setting the instrument to TGT, TCF code is transmitted on line and TGT \ncode is received from lines if conditions permit. \n(iii) “Line Closed” Button; Colour : White, Code : LCB. To be pushed along with BCB \nfor closing the section or cancelling “Line Clear” Line closed code is transmitted \nand received provided conditions permit. \n(iv) “Cancel” Button, Colour : Red, Code : Cancel \nTo be pushed along with BCB for cancelling a ‘Line Clear’. The action \nadvances the associated counter by one. \nIf the train has pushed back the cancelling action may be immediately done if \nthe train had not left the station at all, it can be done only after the FREE \nindicator is lit which signifies the lapse of prescribed time interval. \n(v) “Panel Lamp” Button; Colour : Yellow, Code : Panel lamp. The indicator \nexcepting TOL and FREE are lit when this is pressed. This is to be pressed only \nwhen the condition of the instrument is to be verified. Using BCB for this purpose \nalone will unnecessarily transmit a pulse on the line and call the other Station \nMaster Lighting up of Indicators only when required minimizes the drain on the \npower source. \n (vi) “Shunt Key” Button; Colour : Blue, Code : SHK \nTo be pressed when it is required to remove the key from the Shunt Heppers \ninstrument. \n (vii) “Catch / Slip Siding Control Key” Button; colour : Blue, Code : SCK \n To be pressed when it is required to remove the key from the Siding \n Heppers instrument. \n2. Panel Indicator – \n(i) “Train coming from” (green) indicates when lit that the instrument is in TCF \n condition i.e. it has granted ‘Line Clear’. \n(ii) “Line Closed” (White) indicates when lit that the section has been closed. \n116", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 122, + "text": "(iii) “Train Going To” (Green) indicates when lit that the instrument is in TGT \n condition i.e. it has obtained ‘Line Clear’. \n (iv) “Last stop Signal” indications : When lit RED indication means the Last \n stop Signal is ‘ON’ and Green one means that the signals ‘OFF’. \n(v) “S. N. R.” Indicator : This is an aid to the Station Master to verify of all his relevant \ncontrols/levers etc. are normal, first and Last Stop Signals are at ‘ON’ etc. \nAll these above indications are lit only when the BCB or Panel Lamp button is \npressed. They are normally off. \n (vi) Train on Line (Red) indicates that the train has entered the block section \n on Line Clear Remains lit till the section is closed. \n (vii) “FREE” indicator (Green) indicates that the prescribed time interval has \n lapsed and the cancellation of ‘Line Clear’ can commence when the \n train has not left the Station and ‘Line clear’ has to be cancelled. \nBoth the above indicators (vi) & (vii) are lit on establishment of their respective \nconditions without the requirement that BCB or Panel Lamp button should have \nbeen pressed. \n Station Master’s Key (Code : SMK) \nThis is used by the Station Master to lock up his instrument to prevent its manipulation \nby any other person. When the instrument is locked by the Station Master, it is not \npossible to set the instrument to TGT or initiate ‘Line Closed’ or send bell code while it \nis still possible for the instrument to transmit and receive code transmit TGT code \nreceive TCF code or ‘Line Closed’ Code answer Back with ‘Line Closed’ code and \nonly receive bell code. Thus the NON Co-operative feature is not destroyed by \nlocking up of the instrument. But communication between stations is possible with the \nKey OUT. \n Single Stroke Bell \nThis bell operate every time bell code is received to call the attention of the Station \nMaster or as code signal. \n Alarm Bell \nThis bell rings intermittently at the receiving station when TOL code is received and \ncontinuously when the train arrives at the station. \n Telephone \nThis is provided on the left side of the instrument A push button on it has to be \npressed while speaking. This is electrically isolated from both local and line circuits. \n3. The following equipments in addition will be provided at the block stations at which \ninstruments will be located. \n (i) A track circuit of 2 rail lengths ahead of the last Stop Signal to put back the \nsignal to ‘ON’ position when the train enters this track circuit. The last stop signal \n117", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 123, + "text": "is put back to ‘ON’ position and the ‘Train on Line’ indication will come up & \nAlarm bell will sound at the receiving station of Block Section. \n (ii) Electrical Signal reverser or equivalent electrical circuits on the Last Stop Signal of \nthe despatching station is provided in order to enable the signal to return \nautomatically to ‘ON’ position when the train enters the Block Section. \nOnce the Last Stop Signal is replaced to ‘ON’ position it cannot be taken ‘OFF’ \nunless a fresh line clear is obtained. The S.M. will ensure that the last stop signal \nhas gone back to ‘ON’ position. SM’s slide where provided should also be \nreturned to normal. \n (iii) A lever lock or other equivalent arrangement to interlock the last Stop Signal \nwith the Line Clear indication of the Block Instrument. \n (iv) 2 Track circuits of two rail lengths each in advance of the Home signal. The \nfunction of the track circuits is to restore the Home Signal to ON position and \nsound the Alarm Bell at the receiving station when the train has passed within \nthe Home signal. The sounding of the Alarm Bell will announce the arrival of the \ntrain. \n8.21. (1) Certificate of Competency – \n i) No person should be permitted to operate a Block Instrument unless he has \nsatisfactorily passed the prescribed examination and holds a duly authorized \ncertificate of competency. This certificate shall be valid for a period of 3 \nyears. Principal/Zonal Training Centre shall issue the necessary certificate of \nBlock competency to the staff concerned undergoing training after the Initial \npromotional and Refresher Course. \n Where, however, for any reason staff are not sent for Refresher Course within \nthe period of 3 years, the validity of the Competency Certificate issued by the \nPrincipal, Zonal Training Centre may be extended locally for a period one \nyear only after jointly re-examining the staff by TI(M) / Station Manager and \nSection Engineer (Signal) concerned. After extension of the validity has been \ncertified by the TI(M) / Station Manager and Section Engineer (Signal) it shall \nbe countersigned by the Sr. Divisional Safety Officer / Divisional Safety Officer \nor an Asstt. Operations Manager duly authorized on this behalf. \n ii) The TI(M) / Station Manager and Section Engineer (Signal) must also have \nvalid competency certificate from Sr. DSTE / DSTE / Principal, Zonal Training \nCentre for Block competency for the purpose of discharging their duty under \nRule 1.14(i). \n (2) The Station Master on duty will be responsible to see that no unauthorized \nperson manipulates the Tokenless Block Instruments. \n (3) The Tokenless Block Instruments and bells must be used exclusively for the \npurpose shown in this regulations. They must only be used by the Station Master \non duty, except where otherwise ordered. For Bell Codes, see GR 14.5. \n8.22. (1) Method of working the Push Button Type Instrument. \n To send a train from Station A to Station B \n118", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 124, + "text": "Station A Station B \nBlock Instrument in “Line Closed” \ncondition and all concerned signals \nand signal levers are normal. \nBlock Instrument in “Line Closed” \ncondition and all concerned signals and \nsignal levers are normal. \n(1) Inserts the Station Master’s Key and \nTurns. \n \n(2) Presses Panel Lamp button to verify if \nSNR shows white light, last stop signal \nindication shows red and “Line \nClosed” indication appears. \n \n(3) Sends “Call Attention” Signal to \nStation B through Bell Code button \nand attends telephone. \n \n (4) Acknowledges “Call Attention” signal \nand attends telephone. \n(5) Gives the name of station on \ntelephone. \n \n (6) Gives the name of the station on \ntelephone. \n(7) Asks “Line Clear” for the train on \ntelephone giving the number and \ndescription of the train confirmed by \na Private Numbers. \n \n (8) Accepts “Line Clear” enquiry or \ntelephone repeating the number and \ndescription of the train confirmed by a \nPrivate Numbers. \n(9) Sends “Is line Clear” signal to Station \nB on bell code through Bell Code \nButton. \n \n (10) Acknowledges the “Is Line Clear” \n Signal to Station – A \n(11) Operates the “Train Going To” button \n along with the “Bell Code” button. \n \n (12) Block Instrument displays “Train \n Coming From” indication. \n(13) Block Instrument displays “Train \n Going To” indication. Release \n buttons. \n \n(14) (a) Takes off the last Stop Signal. \n(b) Train enters Block section. \n(c) Last stop signal returns to “ON” \n automatically. \n(d) “Train on Line” indication \n appears automatically. \n \n119", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 125, + "text": "(e) Last Stop Signal Lever and \n Station Master’s slide are \n returned to normal. \n (15) “Train on Line” indication appears \nautomatically and intermittent \naudible warning sounds. \n (16) (a) Inserts Station Masters key and \n turns. \n(b) Acknowledges audible Warning \n by Pressing the “Bell Code” \n button. \n(c) Audible Warning stops. \n (17) (a) Takes “OFF” the reception signals. \n(b) Train enters the station. \n(c) First Stop signal replaced to \n ‘ON’ Position. \n(d) Audible warning sounds. \n(e) First Stop Signal lever (and Home \n Signal lever or Station Master’s \n Slide Controlling Home Signal, if \n required) returned to normal. \n(f) Audible warning stops. \n (18) The “Line Closed” button along with \nthe “Bell Code” button is operated, \nafter visually checking that the \ncomplete train has arrived and that \nall signals are at “ON”. \n(19) Block Instrument set to “Line Closed” \ncondition. \n \n (20) Block Instrument sets to “Line Closed” \n Condition. Releases buttons. \n \n Note : When it is necessary to stop train at the station in rear the procedure laid down in \n paragraph 8.26(d) should be followed. \n \n(2) To cancel the “Train going to” condition before a train enters the block \nsection. \nStation A Station B \nBlock Instrument displays “Train Going \nto” indication and Last Stop signal at \n‘ON’. \nBlock Instrument displays “Train coming \nfrom” indication and First Stop signal at \n‘ON’. \n(1) Replaces last stop signal lever and \nStation Master’s slide to normal if the \nsignal had been taken ‘OFF’. \n \n120", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 126, + "text": "(2) (a) Inserts Station Master’s Key and \n turns. \n(b) Operates the “Cancellation” \n button switch along with the “Bell \n code” Button. \n(c) Counter registers next higher \n number. \n \n(3) Calls attention through “Bell Code” \nbutton and attends on telephone. \n \n (4) (a) Attends and inserts Station Master’s \n Key and turns. \n(b) Acknowledges “Call attention” \n and attends on telephone. \n(5) Gives the name of the station and \nadvises on telephone intention to \ncancel “Train Going To” condition, \nconfirmed by a Private Numbers. \n \n (6) Gives the name of the station and \nacknowledges intention to cancel \n“Train Going To” condition confirmed \nby a Private Numbers. \n (7) Replaces reception Signal lever and \nStation Master’s slide to normal, if the \nsignals had been taken ‘OFF’. \n(8) Time release “Free” indication \nappears 1½ minute after the \ncancellation button/switch is \noperated. \n \n(9) Calls attention and operates the “Line \nClosed” button along with the “Bell \nCode” button after checking that all \nrelevant signals are at “ON”. \n \n (10) Acknowledges and co-operates the \nnormalizing of the instruments by \npressing the “Line Closed” button \nalong with the “Bell Push button”. \n (11) Block Instrument Set to “Line Closed” \ncondition, releases buttons. \n(12) Block Instrument set to “Line Closed” \ncondition, releases buttons. \n \n \n \n \n \n121", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 127, + "text": "(3) To set the Block instruments to “Line Closed” when a train pushes back to the \ndespatching station. \n \nStation A Station B \nBlock Instrument displays “Train Going to” \nand “Train on Line” indications. \nBlock Instrument displays “Train \ncoming from” and “Train on Line” \nindications. \n(1) Inserts Station Master’s key and turns. \n(2) Gives the name of the station and advises \nintention to push back the train. Confirmed \nby a Private Numbers. \n \n (3) Gives the name of the station \nacknowledges intention to push \nback the train confirmed by a \nPrivate Numbers and replaces \nreception signal lever and Station \nMaster’s slide to normal, if the signals \nhad been taken “OFF”. \n(4) (a) Takes “OFF” the Reception Signals. \n(b) Train returns to the station. \n(c) First Stop signal replaced to “ON” \n position. \n(d) Audible warning sounds. \n(e) First stop signal lever (and Home signal \n lever or Station Master’s slide \n controlling Home signal, if required) \n returned to normal. \n(f) Audible warning stops. \n \n(5) (a) Operates the “Cancellation” button \n switch for pushing back along with \n the “Bell Code” button. \n(b) Counter Registers next higher number. \n \n(6) (a) Verifies complete arrival of train usually \n or through automatic device where \n provided and that all relevant signals \n are at “ON”. \n(b) Calls attention and operates the “Line \n Closed” button along with the “Bell \n Push” button. \n(c) Acknowledges and co-operates the \n normalizing of the instrument by \n pressing the “Line Closed” button \n along with the “Bell Code” button. \n \n122", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 128, + "text": "(7) Block Instrument set to “Line Closed” \ncondition. Release buttons. \n(8) Block Instrument set to “Line Closed” \nCondition. Release buttons. \n \n \n (4) To shunt between the last stop signal and opposing first stop signal. \nStation A Station B \nBlock Instrument in “Line Closed” condition \nand Outer and Home of Distant and Home \nSignals, as the case may be and Last stop \nsignal at “ON”. \nBlock Instrument in “Line Closed” \ncondition. \n1. Inserts Station Master’s key and turns, \noperates HK button and BCB button and \nremoves shunt key from the shunt Hepper \nInstrument. \n \n2. Hands over the shunting Key to the Loco \nPilot. \n \n3. (a) After completion of Shunting Loco \n Pilot returns the shunting key to \n Station Master. \n(b) Shunting key is replaced in the \n instrument. \n \n \nNote : If Station ‘B’ fails to establish “Train Going To” condition when station ‘A’ has \nextracted the shunting key Station ‘B’ should verify position from Station ‘A’ who \nshould advise Station ‘B’ as soon as shunting is completed. The extraction of \nshunting key makes both the instruments inoperative. For extraction of shunt key, SM \npresses panel lamp definitely not in TCF. He then presses his SHK and extracts the \nkey from the heppers after inserting his key in the instrument. After shunting is over \nhe inserts the key inside the heppers and his key in the instrument. After shunting is \nover he inserts the key inside the heppers and his key in the instrument and turns the \nformer completely to the right. \n \nShunting can be carried out with ‘Train Coming From’ indication within Station \n Section (or even up to the outer) if GR’s 8.10(1) and 8.11 along with their SR’s are \n rigidly complied with. Under these circumstances no shunting key can be \n extracted from the instrument and shunting order has to be issued to the Loco Pilot. \n \n \n \n \n \n \n \n \n123", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 129, + "text": "(5) To shunt between the Last Stop Signal and opposing First Stop Signal behind a \ndeparting train with the instruments in “Train Going To” condition. \n \nStation A Station B \nBlock instrument in “Train Going To” \ncondition and Outer and Home or Distant \nand Home Signals, as the case may be \nand Last Stop Signal at “ON”. \nBlock Instrument in “Train coming \nfrom” and “Train on Line” condition. \n1. Inserts Station Master’s key and turns, \noperates shunting key button and BCB \nbutton and extracts key from the shunt \nHepper Instrument. \n \n2. (a) Take out the shunting key. \n(b) Hands over the shunting key to \n the Loco Pilot. \n \nCase (1) If shunting is completed before the train clears Block section. \n3. (a) After completion of Shunting, \n Loco Pilot returns the shunting \n key to Station Master. \n(b) Shunting key is replaced in the \n instrument \n \n 4. After usual reception of the train, \nBlock Instrument set to “Line Closed” \ncondition. \nCase (2) If train clears section before shunting is completed when Station ‘B’ fails to \nestablish “Line Closed” condition as Station ‘A’ has extracted the shunting key, Station \n‘B’ should verify position from Station ‘A’. \n3. (a) After completion of Shunting, \n Loco Pilot returns the shunting \n key to Station Master. \n(b) Shunting key is replaced in the \n instrument \n \n4. (a) Advises on telephone about \n completion of shunting. \n \n 5. (a) Acknowledges on telephone \n completion of shunting. \n(b) Sets instruments to “Line \n Closed” condition. \n \n \n \n \n \n \n \n \n124", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 130, + "text": "(6) Operation of Slip and Catch Siding while sending a train from Station \n ‘A’ to Station ‘B’. \n \nStation ‘A’ is assumed to be provided with a slip siding protected by Last Stop \nSignal and Station ‘B’ with Catch siding protected by First Stop Signal. \nStation A Station B \nBlock instrument displays “Train Going To” \nindication. \nBlock Instrument in “Train coming from” \nindication. \n1. Inserts Station Master's key and turns. \n(a) Takes out the slip siding key. \n(b) Transmits the slip siding key to the \n siding point either electrically/ \n manually. \n(c) Slip siding point is set. \n \n2. (a) Takes off the Last Stop Signal. \n(b) Train enters Block section. \n(c) Last Stop Signal returns to ‘ON’ \n automatically. \n(d) “Train on Line” indication appears \n automatically. \n(e) Last Stop signal Lever and Station \n Master’s Control are returned to \n normal. \n \n 3. (a) “Train on Line” indication appears \n automatically and audible \n warning sound. \n 4. (a) Inserts Station Master’s Key and \n turns. \n (b) Acknowledges audible warning \n By pressing the “Bell Code” \n button. \n(c) Audible warning stops. \n 5. Call Attention through “Bell Code” \n button and attends on telephone. \n6. Acknowledges “Call Attention” \n through “Bell Code” button and \n attends on telephone. \n \n 7. Calls for description of train on \n telephone. \n125", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 131, + "text": "8. Gives description of train on \n telephone. \n \n 9. Acknowledges description of the \n train. \n10. (a) Slip Siding point is set to normal. \n(b) Siding Key is transmitted back to \n Station Master either electrically \n or Manually. \n(c) Inserts Station Master’s key and \n turns. \n(d) Siding key is replaced in the \n instrument. \n \n 11. (a) Takes out catch siding key. \n(b) Transmits the catch siding key to \n siding point either electrically or \n manually. \n 12. (a) Train comes to a stop at the First \n Stop signal. \n (b) Catch Siding point is set. \n 13. (a) First Stop Signal is taken “OFF”. \n(b) Train enters the Station. \n(c) First Stop Signal replaced to \n “ON” position. \n(d) Audible warning sounds. \n(e) First Stop Signal Lever (and heme \nun Home Signal Lever or Station \nMaster’s slide controlling signal if \nrequired) returned to normal. \n(f) Audible warning stops. \n(g) Catch siding point set to \n normal. \n 14.(a) Siding key must be backed to \n Station Master either manually or \n electrically. \n(b) Inserts Station Master's key and \n turns. \n(c) Siding key is replaced in the \n instrument. \n126", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 132, + "text": "15. The “Line Closed” button along \nwith the “Bell Code” button \nis operated after visually checking \nthat the complete train has arrived \nand that all signals are at “ON”. \n16. Block instrument set to “Line \n Closed” condition. \n \n 17. Block Instrument set to “Line Closed” \n condition. Releases buttons. \n \n \n8.23. (1) Working of Motor Trollies and Material Trollies – \nWhen any of these trollies has to enter the Block Section the Station Master of \nthe Station from which the trolley has to leave will advise the Station Master at \nthe other end by a message and obtain his acknowledgement supported by \na Private Numbers. Copies of these messages with the Private Numbers will be \nmade over to trolley holder as his authority to proceed into the Block Section. \nOn arrival at the other end the trolley holder will deliver the copies of the \nmessages to the Station Masters and will give an endorsement on the copies \nof the message carried by him that the trolley has arrived complete and sign \nwith date and time on the message. The copies of the message must be \nretained by the Station Master at the receiving Station and pasted in the \nStation Diary. ‘OUT’ and ‘IN’ reports of the trolley will also be given by \nseparate messages by the Station Master concerned. \nAt the receiving station, the trolley shall be admitted by taking off the \nreception signals. \nRecords must be maintained in the Train Signal Register book at both the \nStations recording the time Line Clear was asked for and the time received \nwith Private Numbers and also the time the trolley left and arrived at the other \nend. To cancel line clear for a trolley messages will be exchanged between \nthe Station Masters and records maintained in the Train Signal Registers. \nPrivate Numbers will be exchanged after the exchange of cancelling signal \nbeats. \n (2) Working of Ballast and material trains – If a Ballast or material train is required \nto come back to the Station from where it started the line clear will be \nobtained according to the procedure detailed in paragraph 8.22 (3). The train \nwill be despatched on signals as usual and the TOL indication will appear. \n For the train to return to the Station the procedure will be as explained in \nparagraph 8.22(3). \n8.24. Failure of Tokenless Block Instrument : \n1. (a) In the following circumstances as mentioned in paragraphs below the \nTokenless Block Instrument must be suspended and the Station Master \nwill take over the line clear work and make all entries for the section so \n127", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 133, + "text": "suspended, in a separate Train Register kept in his office for the purpose. “Line \nClear” should be obtained by the Station Master on duty by means of electric \nspeaking instrument and paper line clear tickets issued. \n(b) In the case of failures coming under list X below the SIME of the section should \nbe called who is authorized to attend to the same. In the case of failures \ncoming under his XX the SI or ASI of the section should also attend at the \nearliest moment check and certify about the correctness of the working even \nif the SIME of the Section had attended and rectified the failure before the \narrival of the SI or ASI. \n List of Failure X. \n 2. (a) If code signals on the bell are not received distinctly or fail altogether. \n (b) When telephone connection between the two Stations fails. \n (c) If the Block Instrument or its battery box is found unlocked or the seal is found \n broken in the absence of an authorized representative of the signal branch. \n (d) If the last vehicle Treadle or Track circuit fails to operate after the \n passage of the train after the Home signal is thrown back to normal. \n (e) the last stop signal fails to go to “ON” position as the train passes the signal. \n (f) If the “TOL” indication fails to appear on the instrument after the train has \n entered the block section ahead. \n (g) If the Shunting Key is locked or lost. \n (h) If the LC indication at the sending Station disappears and the TGT indication \n at the sending Station does not appear after the Station Master on duty at the \n sending station has pressed the BCB and TGB button. \n8.25. List of failures X – X. \n (a) If a train arrives at a Station without the TCF and TOL indications appearing in the \nBlock Instrument at that station pertaining to the block section. (in this case, the \nirregularity must be reported as an accident, unless the Loco Pilot has come \nunder conditions of total interruption). \n (b) If at the receiving of sending Station Line Clear indication appears when a train \n is in the block-section. \n (c) If at the receiving Station the “Train arrival” (audible) indication appears when a \n trains in the block section. \n (d) If the Line Clear cannot be cancelled although proper manipulation of \n cancellation operations has been done. \n (e) If there is reason to believe that there is contact between the block and any \n other circuit. \n (f) If there is reason to suspect any other abnormality not mentioned above. \n128", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 134, + "text": "Note – (i) SM should never try to pull the last Stop Signal unless he gets “TGT” indication after \n proper manipulation of the Instrument. If the TGT indication fails to appear after \n proper manipulation of the instrument, he should not pull the Last Stop Signal. He \n should suspend the instrument. \n(ii) If the Line Closed indication does not appear and TCF disappears after operation \n of BCB and LC buttons after arrival of train, before suspending the Tokenless \n instrument, it must be ensured by exchange of Private Numbers that the shunting \n key was inside the instrument at that time at the other station. \n (iii) If TGT indication does not appear of the LC indication disappears after operation \n of TCT button and BCB for obtaining “Line Clear”, before suspending the \n Tokenless Instrument it must be ensured by exchange of Private Numbers that \n the Shunting key was in the instrument at that time at the other station. \n8.26. Procedure for working when Block Telephone fails or the Block Instrument is \ndefective. \n(a) When the communication on telephone fails or through any defect both the \nBlock Instruments remain locked or the instrument cannot be made to work \naccording to the method described in para 8.22 the following procedure shall \nbe carried out – \n(i) After having advised the Station Master at the other end of the section \nover the control phone, where provided and his acknowledgement \nobtained. Tokenless Block working will be suspended and Paper Line \nClear Working introduced. \n(ii) The failure and time of suspension of the instrument will be recorded in \nthe Train Signal Register and SI-24. \n(iii) The Station Master at the other end of two Block sections the SIM(E),\nSSE/JE, ASTE & DSTE of the section concerned DOS (T), Sr. DSO/DSO \nand TI(M) concerned will be advised by message as follows : \n Tokenless Block working with \n Station Suspended at .................. hrs. on \n Date Cause : \n Trains will work on Paper Line Clear. \n(b) The Station Master receiving advice that Tokenless Block working is \nsuspended, shall acknowledge the message by repeating it and shall record it \nin his Train Signal Register. \n(c) When the failure has been rectified the same should be recorded in SI-24 with \ndetails of cause of failure and signed by Block maintenance staff. Tokenless \nBlock working should not be resumed before such recording are completed. \n(d) Tokenless Block working shall not be resumed while there is a train in the Block \nsection. \n(e) Before resuming Tokenless Block working the Station Master of the Station \nwhere the instrument was defective, shall advise the Station Master at the \nother end of the section by message or over control and obtain his \nacknowledgement. After being satisfied that the Tokenless Instruments have \n129", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 135, + "text": "been brought into proper working order the Station Master shall resume the \nnormal Tokenless Block working after recording the time of rectification and \ncause of the failure in SI-24 which should also be signed by the Block \nmaintenance staff attending the failure. Time of failure and resumption should \nalso be noted in the Train Signal Register along with the Private Number \nexchanged between the Block Stations connected by this instrument. \n(f) When the Tokenless Block Instruments are brought into use again the advice \nissued as per para 8.25(a) above must be cancelled by message by the \nStation Master who issued the message reporting the failure. \n8.27. Train parting and portion of train left on line : When for any reason a portion of train is \nleft in mid-section or the Loco Pilot has come with his train incomplete, G&SR-6.09 must\nbe rigidly observed by the Guard and Loco Pilot. In absence of a Token or line clear ticket\nthe Guard, before giving his written permission to the Loco Pilot to proceed with \nlight engine or with vehicles must protect, his train first. \nThe Cabinman of the cabin will immediately report to the Station Master on \nduty that the train has arrived incomplete and the Station Master on duty will not \ngive the “Train Out of Section” report to the station in rear till the complete arrival of \nthe train even though the Buzzer may ring continuously on arrival of the light engine \nor the first portion of the train and will not stop until the SMs slide is put back or the \nline is closed. \n8.28. Method of working in the event of : \n(a) Failure of Last Stop Signal – \n(i) The last stop signal may fail due to failure of the instrument i.e. the \ninstrument failing to go to TGT condition. In that case Tokenless working \nshould be suspended and Paper Line Clear introduced. The time of \nsuspension and resumption should be recorded in Train Signal Register. \nUnder such circumstances T/369(3b) has to be issued for the Last Stop \nSignal for despatching a trains. \n(ii) When the tokenless block instruments are functioning normally but the \nlast stop signal cannot be taken off despite line clear having been \nobtained, the Cabinmaster will i nt imat e this fact to the SM on duty and \nrequest the latter to issue T/369(3b) for the train in question by an \nexchange of Private Numbers. The SM on duty on receipt of the advice \nshall issue T/369(3b) with the following endorsement. \nLine clear has been obtained for your train. Private Numbers received \nFrom…………………………………….cabin is …………………………… \nSuitable record of this transaction should be kept in the Train Signal Register in \nthe Cabin and in the Log Register of the SM on duty. \n(b) Shunting key getting locked : If the shunting key gets locked inside the \ninstrument shunting cannot be performed by extracting the key from the \ninstrument and handing it over the Loco Pilot. Under such circumstances \nshunting order has to be issued to the Guard and Loco Pilot for shunting. \nTokenless working has to be suspended by exchange of Private Numbers with \nthe Station Master at the other end of the section in addition to the procedure \nlaid down in paragraph 8.24. After the shunting is over tokenless working will \nbe resumed again by exchange of Private Numbers with the Station Master at \n130", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 136, + "text": "the other end of the section and following the procedure laid down in \nparagraph 8.26. The time of suspension and resumption of instrument must be \nrecorded in Train Signal Register. \n(c) Shunting key being lost : In the event of shunting key being lost the instruments \nbecome inoperative. In that case tokenless working should be suspended by \nexchanging Private Numbers with the Station Master at the other end of the \nsection and following the procedure laid down in paragraph 8.27 and \nmaintenance staff informed. The time of suspension and resumption should be \nrecorded in Train Signal Register. \nNote : In cases (b) and (c) above, when shunting order is issued to Guard and Loco \nPilot for performing shunting, remarks should be given in the Shunting order \nthat the Shunting key is lost or locked in the instrument, as the case may be. \n(d) Whenever any unusual circumstances, such as no room for reception of a \ntrain, unsafe condition of track/signal, vehicles rolled down etc. warrants that \ntrains should be stopped at the station in rear. The Shunting Key should at \nonce be taken out from the Shunt Heppers Instrument by the Station Master \nand kept in his safe custody. He will then advise the Station Master at the \nstation in rear of the fact under exchange of Private Numbers. In such case \nthe Station Master at the other end of the block section can not get “Line \nClear” without his active co-operation. When the position will again permit for \nreception he should put the “Shunting Key” back in the Heppers and advice \nthe Station Master of the Station in rear of the fact under exchange of Private \nNumbers. For despatching a train, he has to put back the “Shunting Key” in \nthe Heppers and obtain line clear as usual. \n8.29. Recording of the number shown on the digital counter – The number exhibited by the \ncounter should be recorded in the Train Signal Register at the time of exchange of \nduties. \n8.30. The Station Master in charge shall ensure that the numbers are correctly recorded in \nthe counter-register maintained for the purpose separately. \n8.31. Whenever a Tokenless Block Instrument is opened the Inspector Maintainer of the \nSignal department for the purpose of maintenance it shall be done only in the “Line \nClosed” Position of the instrument. \nA register to be maintained and Cabinmaster/SM and the staff of Signal department \nshall sign mentioning the date and time of opening The Cabinmaster/SM in -charge of \nthe Cabin/Station shall immediately advise the station on the other end of the Block \nsection duly exchanging Private Numbers in confirmation that the Block Instrument \nhas been taken for maintenance. During the period the lock Instrument is under \nmaintenance Line clear will not be signaled on the Block Instrument and train to be \npassed according to rules for failure of Block Instrument. \nOn completion of Inspection/Maintenance the Instrument shall again be closed, \nlocked and sealed in “Line Closed” position and the Cabinmaster/SM and the \nSignalling staff will both sign the register in acknowledgement that the Block \nInstrument has been sealed and locked. \nThe Cabinmaster/SM in-charge of the Cabin/Station shall not however, resume normal \nworking on the Block Instrument unless Private Numbers has been exchanged with the \nCabinmaster/SM of the Block station on the other end of the Block section in confirmation \nthat no train is in the Block section, the last train leaving the other station on Private \nNumbers has cleared the section. \n131", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 137, + "text": "RULES FOR WORKING OF TRAINS ON SINGLE LINE BY MEANS \nOF TOKENLESS BLOCK INSTRUMENT WORKING WITH \nBLOCK PROVING AXLE COUNTER \nChapter - VIII PART – C \nGENERAL \n \n1. Forward \nThe working of Block Panel using block proving by axle counter for Single Line must \nbe read in conjunction with G&SR of Eastern Railways (Revised and Reschedule \n2003) and Block Working Manual – Single Line. Notwithstanding the explanations \ngiven hereunder for Block Panel working provisions of G&SR are inviolable. \n \n2. Brief description of Block Panel & its features. \n \nThe Block Panel means Panel associated with Axle counter and other equipment \nwhich controls, commands, indicates and provides the information for the operation \nof trains in a block section. The block panel operated axle counter block system for \nSingle Line Section checks the movement of train “in” and “out” of the block section \nby means of axle counter. The system checks the complete arrival of train at the \nreceiving station automatically. System uses the concept of “Train Going To” (TGT) \nfrom sending end for taking line clear. The “Train Coming From” (TCF) comes \nautomatically if all the conditions required to grant line clear are available at the \nreceiving end. The “Train On Line” (TOL) and “Line Closed”(LC) condition are \ndisplayed on the block panel automatically. Block panels are of two types. (1) Panel \nat the station without evaluator (Drg. No. RDSO/S32010/002/011) and (2) Panel at the \nstation where evaluator is also housed (Drg. No. RDSO/S32010/003/011). These two \npanels differ regarding provision of reset key, counter & reset co-operation button on \npanel. Their availability on panels is given hereunder. \n \nKey/Button/Counter Available \n Panel Drg. No. \nRDSO/S32010/002/011 \nPanel Drg. No. \nRDSO/S32010/003/011 \nReset Key No Yes \nReset Counter No Yes \nReset Co-operation \nButton \nYes No \n \n3. Principle of working \n(i) The trains are worked on absolute block system of working. \n(ii) The block section is provided with axle counter to verify the occupation and \nclearance of block section. \n(iii) It shall not be possible to take Last Stop Signal to ‘OFF’ unless the line clear has \nbeen obtained. \n(iv) It shall not be possible to take Line Clear unless the line is clear of trains running \nin the same direction, not only upto the first Stop signal at the block station at \nwhich such Line Clear is given, but also for an Adequate distance beyond it, \n132", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 138, + "text": "and is clear of trains running in the direction towards the block station to \nwhich such Line Clear is given. \n(v) The last stop signal replaces to ON aspect on the entry of train into block \nsection. This will cause TOL indication to appear on block panel of stations \nindicating the entry of train in the block section. Last stop signal is replaced to \nON with the entry of train in block section is maintained in that position till a \nfresh line clear is obtained on Block Panel. \n(vi) Block section is automatically closed on complete arrival of train at the \nreceiving station. \n(vii) A co-operative control is provided on the block panel to cancel the Line \nClear already taken. \n(viii) A co-operative control for resetting of axle counter is provided. \n4. Description of Block Panel. \nThe Drg. Nos. RDSO/S32010/002/011 and RDSO/ S32010/003/011 represent the block \npanels at two adjacent stations ‘A’ & ‘B’ which govern the movements of train in \nblock section between ‘A’ & ‘B���. A set of two block panel and their associated \nequipment as shown in the diagram will be used as a pair, one at station ‘A’ and the \nother at station ‘B’. Telephone communication is also provided in conjunction with \nblock panels. \nFollowings are the various parts of the Block panel and their functions. \n \n(i) Push Buttons (non- locking type) \n \nPush buttons Functions \n \n \n BELL \nTo transmit BELL codes to station at other end of Block Section. \nTo take Line Clear, when pressed along with TRAIN GO button. \nTo cancel Line Clear when pressed along with CANCEL button. \nTo extend co-operation for cancellation to other station, when \npressed with RESET button. \nTRAIN GOING \nTO \nStation Master of sending station operates it along with bell button. \nThis sets sending block panel to ‘Train Going To‘ condition and \nreceiving station block panel to ‘Train Coming From’ condition \nGreen TGT indicates this condition on block panel. \nCANCEL It is operated along with ‘Bell’ button to enable cancellation of ‘Line \nClear’ condition, if the train has not entered the block section or \nafter the train has pushed back to the station. Station Master at train \nreceiving station does cancellation operation. \nACKN It is operated to acknowledge the section occupied on section free \ncondition. It silences the SECTION OCCUPIED/FREE buzzer \nAXLE COUNTER \nRESET CO-OP \n \nCANCEL CO-OP \nIt is operated to extend co-operation from a station where \nevaluator of axle counter has not been provided for resetting of \nAxle Counter. \nIt is operated by train sending station for extending cancel co-\noperation to train receiving station. \nSHUNT BUTTON It is operated to extract shunt key. \n \n133", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 139, + "text": "(ii) Keys : \n \nKeys Functions \nSM’s KEY The key when out prevent following operations. \na)Transmission of BELL code. \nb)Transmission of Line Clear inquiry code. \nc) Resetting of Axle counter. \nd)Release of shunt key. \nAXLE COUNTER RESET KEY Axle Counter reset key where provided/when pressed resets \nthe axle counter provided reset cooperation is available \nfrom other station. \nMAINTAINER BACK COVER \nLOCK KEY \nA lock is provided at the back of block panel for \nmaintenance purpose. \nSM’S BACK COVER LOCK For double lock arrangement a lock on the back of block \npanel is provided which can be operated by key kept in \nthe custody of Station Master. \nSHUNT KEY This key is provided to perform shunting operations. \nCATCH/SLIP SIDING This key on demand is provided to perform CATCH/SLIP \nSIDING operations. \n \n(iii) Indicators : \n \nIndicators Functions \nLINE CLOSED Its shape is Round/rectangular and is provided with \nwhite/yellow LEDs. When lit indicates that section is free \nfrom vehicle & line Clear has not been granted/received. \nTRAIN COMING FROM \nGREEN [TCF] \nFLASHING GREEN \nRED \nIts shape is arrow head pointing downwards for incoming \ntraffic at station and a rectangular indication named TCF is \nprovided with Green/Red LEDs. When green light is \n“steady” it indicates that the train coming from condition. \nWhen Green light is flashing it indicates (a) line Clear has \nbeen withdrawn before the entry of train in Block Section or \n(b) Section has cleared after the arrival of train, but \nassociated Signals & their controls have not been put to \nnormal at stations. This indicator changes to Red on entry \nof train in block section and indicates ‘Train On Line’ \ncondition. \nTRAIN GOING TO \nGREEN [TGT] \nFLASHING GREEN \nRED \nIts shape is arrowhead pointing upward for outgoing traffic \nfrom station and a rectangular indication named TGT. It is \nprovided with Green/Red LED’s. When Green light is \n“steady”, it indicates that the train going to condition. \nWhen green light is flashing it indicates that line clear has \nbeen withdrawn before the entry of train in block section or \ntrain has cleared the block section but associate signals \nand their controls have not been normalized at stations. \n134", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 140, + "text": "This indicator changes to Red on entry of train in block \nsection and indicates ‘Train On Line’ condition. \nLAST STOP SIGNAL \nRED \nGREEN \nIts shape is circular monogram or signal ‘Red’ indication \nmeans Last stop signal is at ON and Green indication \nmeans Last Stop Signal is at OFF. \nRESET CO-OPERATION \nYELLOW \nIts shape is circular and is placed near reset key. When it \nindicates that co-operation has been received from block \npanel where reset co-operation button has been provided. \nLINE FREE (GREEN) \nLINE OCCUPIED (RED) \nIts shape is circular/rectangular and is placed above ACKN \nbutton. It is provided with Green/Red indication Green \nindicates line is clear of vehicles and Red indicates line is \noccupied after line clear or Block Back. \nSNKE (Local) \nYELLOW \nIts shape is circular. When lit yellow it indicates LSS. First stop \nsignal & controls on signal are normal. \nSNKE (Other End ) \nYELLOW \nIts shape is circular. When lit yellow it indicates LSS, FSS, \nControls are normal and TCF indication is not available at \nstation on other end of block section. \nSM KEY(IN) GREEN Lit indicates SM key is IN and turned. \nSHK-IN/OUT \nGREEN/RED \nIt has 2 colours. When lit Green indicates Shunting Key has \nnot been taken out and when lit RED indicates Shunting \nKey has been extracted. \nTRAIN \nACKNOWLEDGEMENT \nIN/OUT YELLOW \nLit at the time of train entry into and exit from the block \nsection. It remains lit until acknowledged. \n \nCO-OPERATION TIMER It starts flashing when cancellation process starts and \nflashes for 120 seconds. \n \n(iv) Counters \n \nCounters Functions \nCANCEL It keeps record of cancellation of ‘line clear’ when train \nhas not entered block section or train has been done \n‘push back’ Operation. \nRESET Reset Counter is provided on block panel at the station \nwhere Axle Counter Reset key is provided. It keeps record \nof number of successful resets of Axle Counter. \n \n(v) Indicators \n \nBuzzers Functions \nBLOCK It gives signal as per BELL CODE sent by operator at \nStation at other end of block section. \nSECTION Its audible signal informs SM that Train has either \noccupied or cleared the Block Section. \n \n135", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 141, + "text": "5. Method of signalling trains from block station to another block station. \n \n(i) Sequence of operations for sending a train. \n \nBlock Panel Operators at sending and receiving stations will go through \nfollowing chain of events listed here under for sending & receiving a train. \nSending Station Receiving Station \n1. Ensures \na) Line Closed indicator is lit & SNKE \n indicators, local and far end are lit. \n \n2. SM key IN is lit. \n3. Sends ‘Attend Telephone’ signal by \n pressing BELL. \nAcknowledges by pressing BELL and attends \ntelephone. \n4. Attends telephone, advises about the \n intended movement of the train and \n asks for LINE CLEAR for train to go from \n his station with his private number. \n5. After (exchanging) information regarding \n train movement, ensures : \na) Line closed indicator, SNKE (local) \n indicator are lit and then convey verbal \n line clear supported by private number. \n6. Presses BELL & TRAIN GOING TO button \nand keeps both buttons pressed till \n‘TRAIN GOING TO’ Green indication \nappears. \n7. ‘LINE CLOSED’ indication disappears & \n ‘TRAIN COMING FROM’ Green indication \n appears. \n8. ‘LINE CLOSED’ indication disappears. \n ‘TRAIN GOING TO’ Green indication \n \n \nappears on the ponel.\n \n Releases BELL & TRAIN GOING TO \n button. \n \n9. Takes off Last Stop signal. \nTrain enters the Block Section.\n LINE FREE indicator turns to RED. \n \n SECTION buzzer starts ringing & ‘TRAIN \n GOING TO’ indication turns ‘Red’ \non the panel. \n9. SECTION buzzer starts ringing & ‘TRAIN \n COMING FROM’ indication turns \n ‘Red’ on the panel, \n \n LINE FREE indicator turns to RED. \n Last Stop signal replaces to ‘ON’. \n10. Acknowledges the buzzer by pressing \n ACKN button. \n \n Puts back the Last Stop signal. \n10. Acknowledges the buzzer by pressing \n ACKN button. \n 11. Clears the reception signal at his station \n for receiving the train. \n \n Train passes the Home Signal. \n \n136", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 142, + "text": "Home signal is replaced to ON. \n Train clears the Block Section. SECTION \n buzzer starts ringing. \n \n Acknowledge the buzzer by \n pressing ACKN button. \n12. LINE FREE indicator turns to GREEN. \n \n SECTION buzzer starts ringing. \n \n TRAIN GOING TO indication turns \n to flashing GREEN. \n \n Acknowledges the buzzer by pressing \n ACKN button. \n \n13. Train Going To Indication disappears \n ‘LINE CLOSED’ indication appears. \n13. Replaces all controls pertaining to \n reception of train to Normal. \n \n SNKE (Local) indication appears. \n \n TRAIN COMING FROM indication \n disappears. \n \n ‘LINE CLOSED’ indication appears. \n \n(ii) To Cancel “Line Clear” before a train enters the Block Section : \n \nWhen line clear has been obtained and afterwards, it is found that the train for which \nline clear already obtained has to be detained owing to any reason, the following \nprocedure must be adopted. \n \nOnly train receiving station can cancel “Line Clear” with cooperation from train sending \nstation. \n \nSending Station Receiving Station \nBlock Panel displays “TRAIN GOING TO” \nindication. \nTrain sending station ensures that \ncancellation of line clear conditions are \navailable. Exchange private number. \nBlock Panel displays “TRAIN COMING \nFROM” indication. \nReceiving station ensures that cancellation \nof line clear conditions are available. \nExchange private number. \n1.(i) If L.S.S. is taken “OFF” SM Should not \n clear the L.S.S. and will keep it at “ON” \n only. \n \n(ii) If L.S.S, is already taken “OFF” it must be \n put back to ‘ON’ and SM’s slide of \n concern L.S.S. should also be normal. SM \n should inform the Loco Pilot / Motorman \n of the train for which L.S.S. was taken \n “OFF” regarding cancellation of the line \n clear for following procedure must be \n adopted. \n \n \n \n137", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 143, + "text": "1. Press “cancel cooperation” Button \n2. ”TRAIN GOING TO” indication turns \n FLASHING GREEN. Puts back the Last Stop \n signal controls to Normal if taken OFF & \n observes SNKE is lit. \n2. After verifying the Cancel Co-operation \n cancellation indication is available on \n his block panel Presses & Releases BELL \n and CANCEL buttons simultaneously and \n then releases. \n ‘TRAIN COMING FROM’ indication turns \n to flashing GREEN. After signals at both \n stations are at NORMAL i.e. SNKE(local) \n and SNKE (other end) is lit TIMER \n indicator appears flashing. \n 3. CANCEL indicator continues Flashing for \n 120 seconds. On expiry of 120 seconds, \n TRAIN COMING FROM indication and \n TIMER indication disappears. \n ‘LINE CLOSED’ indication appears. \n 4. Train Going To indication disappears. \n Line Closed’ indication appears. \n \n \n(iii) To close the block when a train returns to the starting station (Push back operation) \n After a train has been pushed back at the sending station, the sending station advises \nthe receiving station regarding this under exchange of private number. The receiving \nstation can close the section by pressing BELL & CANCEL button after taking cancel \ncooperation from other end. \n \n Sending Station Receiving Station \n1. Train clears the Block Section. Section \n buzzer starts ringing. \n \n ‘TRAIN GOIING TO’ indication turns \n FLASHING GREEN. \n \n Acknowledges the buzzer by pressing \n ACKN button. \n \n Ensures SNKE(local) indicator is lit. \n \n Advises receiving station operator to close \n the block, on telephone after prescribed \n BELL code. \n \n Presses cancel cooperation button. \n2. Train clears the Block Section, Section \n buzzer starts ringing. \n \n ‘TRAIN COMING FROM’ indication turns to \n FLASHING GREEN. \n \n Acknowledges the buzzer by pressing \n ACKN button. \n \n On request from sending station on \n telephone after prescribed BELL code for \n closing of block. \n \n Ensures SNKE indication is lit. \n \n Presses BELL & CANCEL buttons \n simultaneously and releases buttons. \n \n TIMER indicator appears flashing & \n continues flashing for 120 seconds. \n \n On expiry of 120 seconds, TRAIN COMING \n FROM’ indication and TIMER indication \n disappears. \n \n138", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 144, + "text": "‘LINE CLOSED’ indication appears. \n3. TRAIN GOING TO indication disappears. \n ‘LINE CLOSED‘ indication appears. \n \n \n \n(iv) Block Back \nThe Shunt Key is the authority for the Loco Pilot to shunt from Starter upto the opposing First \nStop Signal of concerned block section. This key authorizes the Loco Pilot to pass Advance \nStarter at ‘ON’ during shunting. Precautions regarding correct setting & locking of the route \nand showing of “Proceed” signal as per General Rules 3.70/G&SR shall be observed. \nWhenever shunt key is to be handed over to Loco Pilot for shunting, it shall be kept in a \nsuitable pouch to avoid damage during handing The shunt key shall be handled very \ncarefully both by the Station Master and the Loco Pilot, as damage to the Shunt Key will lead \nto failure of the Block System. \nThe Shunt Key can be extracted only when Block Panel is displaying LINE CLOSED or TGT \ncondition. It cannot be extracted if block panel is displaying TCF condition. The SM who \nintends to extract shunting key shall inform Station Master at other end on telephone for \npermission to shunt, who will acknowledge the message & grant permission supported by a \nprivate number. \n \n(v) Shunt key’s extraction in “line closed” condition. \n \n Operations for extraction of shunt key under “line closed” condition are as under : \n \nStation intend carrying out shunting Other end Station \n1. Station Master will press, ”shunt key \n button” on block panel and extract \n shunt key. \n \n2. On entry of train in Block Section. SECTION \n buzzer starts ringing & LINE CLOSED \n indication disappears. \n LINE FREE indication turns to RED. \n Acknowledges the buzzer by pressing \n ACKN button. \n3.On entry of train in Block Section, SECTION \nbuzzer starts ringing & LINE CLOSED indication \ndisappears. \nLINE FREE indicator turns to RED. \nAcknowledges the buzzer by pressing ACKN \nbutton. \n4. On Clearing of Block Section. \n Section buzzer starts ringing &LINE CLOSED \n indication appears. \n LINE FREE indication turns to GREEN. \n Acknowledges the buzzer by pressing \n ACKN button. Exchanges private number. \n5. On Clearing of Block Section. \n Section buzzer starts ringing & LINE CLOSED \n indication appears. \n LINE FREE indication turns to GREEN. \n Acknowledges the buzzer by pressing ACKN \n button. Exchanges private number. \n139", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 145, + "text": "(vi) Shunt key extraction in “Train Going To” condition. \nWhenever it is necessary to extract the shunt key with the “Train Going To” condition, \nindication on block panel it shall be done only after ‘Train On Line’ condition has been \nestablished under exchange of private number. \n(a) Shunting is completed before the train clears Block section. \n Shunting train enters a block section with shunting key and returns back to station while \nanother train is still in the block section. Station Master inserts shunting key back in block panel \nand the block section clears automatically when other train clears the section. Clearing time \nof section by train and private number shall be recorded in a train register. \n(b) Train clears section before shunting is completed. \n \nWhen the train proceeding on regular line clear has cleared the block section and shunting \ntrain is still in the section, both end the block panels will continue to show “Train On Line” \ncondition. When the shunting train clears the block section, the block section will \nautomatically normalize. \n \nThe Station Master receives back the shunting key and inserts the shunting key back in the \nblock panel system and normalizes. Normal train movements are then possible. \n \n(vii) In case of train parting, part clearance of train from receiving station & clearance of \nbalance portion from sending station. \nBlock will normalize automatically as soon as block section is clear of all vehicles provided \nfront part of train has been received on signal at the receiving station. In case train has been \nreceived other than clearing the nominated signal, the cancellation action will be required. \n6. Resetting of Axle Counter. \nAfter a train has been received at receiving station or after a Block Back operation or when \nno train has entered into Block Section and LINE FREE indicator displays RED, then the \nfollowing procedure shall be adopted to reset the Axle counter. Re-setting operation of axle \ncounter is co-operative and Station Master having reset cooperation button on its block \npanel shall extend cooperation. \n \n(i) Verify the “Block Section is clear of any vehicles” \n \n(a) Observing the procedure laid down in GR 4.17 & relevant SR’s thereto. \n \n(b) By checking the train register, the details of last train passed through that Block Section \n and finding out from station in advance or from controller, that the last train that has \n passed has arrived complete. The SM should exchange private number with the \n SM/Controller or from whom the complete arrival has been confirmed. \n \n \n \n140", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 146, + "text": "(ii) Resetting Procedure \nAfter the verification of Block section clear of Vehicles, follow the procedure given below for \nresetting of Axle Counter. \nStation Provided with Reset Key Station provided with Reset Button \n1. Inserts & turns SM key, Gives Call \n attention/attend telephone Signal. \n2. Acknowledges call attention/attend \n telephone signal. \n3. Attends telephone. 4. Attends telephones \n5. Informs the SM that the Axle Counter has \n failed after arrival of train. \n6. Acknowledges. \n7. Informs the SM that complete arrival of \n last train that passed from sending \n station to receiving station has been \n verified and intimate his intention to \n normalize the Axle Counter & \n communicates his private number. \n8. Acknowledges & gives a private number. \n9. Requests for co-operation to normalise \n the Axle Counter. \n10. Acknowledges & presses RESET button. \n11. On ‘Reset cooperation’ indication lit, \n Inserts RESET key. Turns & presses for short \n duration & releases. Advises sending \n station SM to release RESET button. \n12. Releases the buttons. \n13. LINE FREE indication turns GREEN from \n RED. \n \n SECTION buzzer starts ringing TRAIN \n GOING TO/TRAIN COMING FROM \n indication disappears. \n \n ‘LINE CLOSED’ indication appears. \n \n Acknowledges the buzzer by pressing \n ACKN button. \n \n The reset Counter increments. The \n number is entered in train registered as \n well as in Counter register kept at the \n station with details of private numbers. \n14. LINE FREE indication turns GREEN from \n RED. \n \n SECTION buzzer starts ringing. \n \n TRAIN GOING TO/TRAIN COMING FROM \n indication disappears. \n \n ‘LINE CLOSED’ indication appears. \n \n Acknowledges the buzzer by pressing \n ACKN button. \n \n \n \n \n \n \n \n \n \n141", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 147, + "text": "7. Failure of the Block panel and Last Stop Signal. \n \n (a) Failure of Block Panel \n The block panels must be considered as defective in the following cases: \n (i) When no indication is available on the Block Panel. \n (ii) When none of the indications viz. ‘Train Coming From’/Train Going To’ appears \n on the Block Panel except ‘Line Free’. \n (iii) When no train has entered into the Block Section but the Block Panel shows ‘Line \n Occupied’ Red indication and this indication persists even after Resetting has \n been tried as per para 6 above. \n (iv) When ‘TRAIN GOING TO’ or TRAIN COMING FROM’ indications do not appear by \n appropriate action though condition for asking ‘LINE CLEAR’ and granting \n permission to approach are available. \n (v) ‘TRAIN GOING TO’ or ‘TRAIN COMING FROM’ indicator does not turn to RED to \n give ‘TRAIN ON LINE’ on the entry of train into Block Section at either of the \n station. \n (vi) When a train has arrived at the receiving station but the Block Panel still show \n ‘TRAIN ON LINE’ RED indication and persists even after Resetting has been tried as \n per para 6 above. \n (vii) When a train has arrived at the receiving station but the Block Panel shows \n FLASHING GREEN/GREEN indication even after ensuring SNKE indicator & LCB key \n IN at both the station. \n (viii) Total failure of communication during which train shall be worked as per extent \n rules in force on the Railway. \n (ix) Any damage is seen or reported to block equipment i.e. Block Panel, Axle \n Counter Track Devices, Axle counter equipment and block multiplexer \n equipment etc. \n (x) When Last Stop Signal cannot be kept at ‘ON’ during its suppression / \n disconnection. \n (xi) When Last stop Signal of the station does not go back to ‘ON’ position on the \n entry of a train into the Block Section. \n (xii) When the Bell Code signals are received indistinctly or are not received. \n142", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 148, + "text": "Note : \n(i) In all the above cases, the Block Panel must be treated as defective for block working \n and trains must be dealt with by taking Line Clear on Electrical communication \n equipment provided and by following provisions of GR 14.13. \n(ii) In respect of the failure indicated in the item number (viii) of above para trains must be \n dealt with under the extend rules as outlined in SR 6.02. \n(iii) In respect of the failures indicated in the item nos. (v), (ix) & (x) of the para (a) above, \nall efforts must be made to keep LSS in the ‘ON’ position. If it is not possible, then a \ncompetent railway servant should be deputed with red Hand Signal to take his \nposition at the foot of the LSS to warn Loco Pilot/Motorman of the approaching trains. \nIn addition, all trains in the relevant directions should be stopped at Home signal and \nafter ensuring that they have come to stop, the Home signal should be cleared to \ncaution aspect only. The starters should not be taken off and the trains should be \ndespatched by issue of relevant paper authority to pass the starters and the LSS at ON. \nCaution Order should also issued to the Loco Pilot/Motorman about the defect of the \nLSS. \n(iv) The Block Panel should not be restored for normal working until a competent signalling \n staff has tested & certified fit. \n(v) In all the cases indicated in paras 7(a) above failures should be informed to S&T staff \n immediately. \n(b) Failure Last Stop Signal. \n The Last Stop Signal must be considered to have failed in the following cases : \n(i) The Last Stop Signal cannot be taken ‘OFF’ even though Line Clear has been \nobtained. \n(ii) The Last Stop Signal can be cleared without getting Line Clear. \n(iii) The Last Stop Signal does not restore to ‘ON’ position after the train enters the Block \nSection. \n \n1) In all the cases indicated in para 7(b) above failures should be informed to S&T staff \nimmediately. \n2) In respect of the cases indicated in paras (b)(i) & (iii) above the precautions indicated in \nNote No.(iii) and (iv) under the para 7(a) dealing with failure of the Block panels should be \nstrictly adhered to. \n \n \n143\nNote :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 149, + "text": "8. Suspension of Block Working/Last Stop Signal. \n(a) Suspension of Block Working. \n Block Working must be suspended and trains dealt with in accordance with the extent \ninstructions in the following cases : \nii) An Accident in mid-section. \niii) When any part of the Block Equipment is to be opened for repairs, which shall be done \nonly, under duly accepted disconnection notice. Block Panel working shall only be \nresumed by a Railway servant authorized as per extant rules in force on the Eastern \nRailway. \nNote : As soon as the cause of suspension of Block Working is removed, normal working can \nbe restored by SM. \n(b) Suspension of Last Stop Signal. \nThe Last stop signal shall be considered in cooperative and deemed to have been \nsuspended in the following cases : \ni) When the Last Stop Signal has been undertaken for repairs by S&T staff. \nii) During the ‘BLOCK BACK’. \niii) Mid-Section accident. \niv) When the material lorries/trolleys, tie-tamping machines or tower wagon has to run in the \nsection. \nNote : \ni) As soon as the cause of suspension of LSS is removed, normal working can be restored by \nSM. \n9. Working of trains when there is failure of Block Panel / Last Stop Signal. \na) Failure of Block Panel. \n Whenever the Block Panels fail, Line Clear should be obtained on electrical \ncommunication equipment provided and by following provisions of GR 14.13 and SR there \nunder. \nb) Failure of Last Stop Signal and Block Panel is working. \n Register, in Red Ink, the time of exchanging Private Numbers and Private Numbers \nexchanged before and after shunting operations. The station at which shunting is to be \nperformed shall give a written authority to the Loco Pilot/Motorman for doing shunting as well \nas passing the Starter. Advanced Starter at ‘ON’ up to the Opposing First Stop Signal. \n144\ni) When material lorries, Motor Trolleys, Tie-tamping machines and rail tower wagon\n(4 wheeler) has to run in the section, these shall work on PLC.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 150, + "text": "AXLE COUNTER BLOCK SYSTEM FOR SINGLE LINE \n \n \n3. TGT, TCF, TOL AND LC INDICATIONS ARE OF ALPHA NUMERIC TYPE DISPLAY. \n \n2. THE TELEPHONE BRACKET SHALL BE MOUNTABLE ON EITHER SIDE OF PANEL \n \n1. SM’S LOCK & ESM’S LOCK SHALL BE PROVIDED SEPARATELY AT REAR OF PANEL \n \n \n \n3. TGT, TCF, TOL AND LC INDICATIONS ARE OF ALPHA NUMERIC TYPE DISPLAY. \n \n2. THE TELEPHONE BRACKET SHALL BE MOUNTABLE ON EITHER SIDE OF PANEL \n \n1. SM’S LOCK & ESM’S LOCK SHALL BE PROVIDED SEPARATELY AT REAR OF PANEL \n \n145\nSTATION WITH AXLE COUNTER RESET KEY", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 151, + "text": "APPENDIX A \nRULES FOR THE USE AND WORKING OF V.H.F SETS \n(1) Rules for the use working of Wireless Sets (VHF) during Total Failure of \nCommunications (TFC). \n(i) In the event of Line Communication system e.g. Block Instrument, Telephone \netc. being found defective/not working Wireless sets should be used as a \nmeans of communication for train passing work. The Station Master will \n“switch on” the ‘Main Switch’ of the wireless set after waiting for at least one \nminute for this set to worm up may be deleted and the line should start \n“initiating Station Master will check”. After waiting for at least one minute for \nthis set to work up may be deleted and the line should start the initiating \nStation Master will check with the Station Master at the other end, the train \nnumber of three trains with their timings and Private Numbers which were \npassed immediately before the interruption of the communication, with a \nview to ensure that the correct stations are in communication. He will \ncontinue to transit his identity by pressing Pressel Switch of the HMT (telephone \nreceiver). \nThe Station Master at the other end as soon as he finds the Line \nCommunication System inoperative will also “switch on” the Wireless Sets and \nestablish the communication system. The system will remain in “switched on” \ncondition till the line communication circuits are restored. \n(ii) All the train passing messages will be passed on this Wireless Communication \nSystem during this period. Permission To Approach shall be obtained with \nIdentification Number separately for each train and all the train passing \nmessages shall include identity of the Station Master, train number and Private \nNumbers etc. \n(iii) This is a simplex system and only one Station Master will be in a position to talk \nat a time. All messages will end with the term OVER and the Pressel Switch \nshould be immediately released so that the Station Master at the other end \nmay come on line. \n (iv) The frequency bands and channels to be utilized under such circumstances \n are – \n(a) Channel 5 : 160.550 MHZ \n(b) Channel 6 : 159.600 MHZ \n(c) Channel 7 : 151.400 MHZ \nSystem of working for taking Line Clear during Total Failure of Communications \n(TFC) : \n From the consideration of safety, 3 frequencies are allotted for taking Line \nClear on VHF sets and programmed as channel 5, 6 and 7 in 25W simplex VHF \nsets provided to the stations. In cases of TFC channel 5 must be used for first \n \n146", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 152, + "text": "section, channel 6 for second adjoining section and channel 7 for third \nadjoining section, channel 5 for fourth adjoining section, channel 6 for fifth \nadjoining section and so on. Station Master should revert operation back to \nchannel 2 after TFC is over. \n(2) Rules on use of Identification Number for obtaining Permission to Approach and its \nmaintenance & issue. \n(Specimen sheet in annexure) \n(i) Two such sheets for each adjoining Block section will form the normal \ncomplement of each Block station from the date of opening. Each sheet is \ndivided into two parts and in each part there are two columns of \ncombinations of letters and figures. The columns in the left-half of the sheet \nare numbered (1) and (2) and those in the right half (2) and (1) respectively \nthe columns bearing the same numbers are identical. \n(ii) The two parts of each sheet before issue will be separated, the left half of the \nsheet being sent to the station at one end of a Block section and the right-\nhalf to the station at the other end of the same Block section. Before issue the \nSr. DOM / Sr. DOM(G)/ DOM(G) will write the names of the two stations over \nthe two columns in each half the name of one station being written at the \nhead of each columns bearing No (1) and the name of the other station at \nthe head of each of the columns bearing No (2). Each half before being sent \nout will be signed and dated by the Sr. DOM / Sr. DOM(G)/ DOM(G) and will \nbe placed in a sealed envelop addressed to the Station Master of the Station \nfor which intended endorsing thereon its number and the section to which the \nIdentification Number sheet applies. \n(iii) The Sr. DOM / Sr. DOM(G)/ DOM(G) will issue to each station on his division two \nIdentification Number sheets for each adjoining block Section, each in a \nseparate sealed envelope. One Identification Number sheet will not be used \nfor more than one period of interruption. As soon as any of the other means of \ncommunications is restored to working order the identification number sheet \nthat is being used during that interruption must be at once returned by both \nthe stations to the Sr. DSO/Divisional Safety Officer and the latter will replace it \nby fresh sheet in a sealed cover. \nNote : The Sr. DOM / Sr. DOM(G)/ DOM(G) will issue five Identification Number Sheets, \neach in a separate sealed envelope to those stations where VHF sets are used \nin quick succession and there is not much time left for the station staff to send \nback the used Identification Number Sheets and get new sheets for \nsubsequent use. \n (iv) Example – \n1. Stations at either end are Kalyani and Madanpur. The Sr. DOM / Sr. \nDOM(G)/ DOM(G) will prepare two Identification Number sheets for the \nsection. At the head of column marked (1) he will enter the name of \nKalyani and at the head of column marked (2) he will enter the name \nMadanpur. Both halves of each sheet will be signed by the Sr. DOM / \n \n \n147", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 153, + "text": "Sr. DOM(G)/ DOM(G) and dated. Each sheet will be separated into its \ntwo parts and each part put into a separate sealed envelop on which \nthe following endorsement will be made: \n“Identification Number sheet for Kalyani-Madanpur section Cover \nNo….…” \nThe covers containing each half of the first sheet will be numbered 1, \nand the cover containing each half of the second sheet will be \nnumbered 2 and the two envelopes numbered 1 and 2 containing the \nright halves will be sent to Madanpur and the two numbered 1 and 2 \ncontaining the left halves to Kalyani. \n2. During total interruption of communications if circumstances warrant \nthe use of VHF sets between Madanpur and Kalyani should Madanpur \ndesires to despatch an Up train to Kalyani he will call up Kalyani on \ntelephone and will advise him that he is opening his sealed envelop no. \n1 and instruct Kalyani to do the same. Kalyani when he as done so will \ncall up Madanpur and ask him for his first Identification letter and figure \non the list taken out of the sealed envelop. Madanpur will read out the \nfirst letter and figure shown in the column headed Madanpur Kalyani \nwill check it with his list to see that it is correct and if so advise \nMadanpur as soon as he is ready to receive Is Line clear signal but \nKalyani must not then read out his own identification letter and figure. \nMadanpur will immediately send the Is Line Clear signal for the train he \nwishes to despatch without either of the Station Master leaving the \ntelephone. The enquiry message will end with the aforesaid \nIdentification letter and figure. Kalyani will then, provided the section is \nclear give Permission to Approach to Madanpur over the telephone \nand at the end of the Line Clear message in addition to the Private \nNumbers he will give the first Identification Number (letter and figure) \non his sheet in the column headed Kalyani which must be checked by \nMadanpur with his list and if found to be correct Madanpur will enter it \non the Line clear Ticket in addition to the Private Numbers and will then \ndespatch the train the subsequent Identification Numbers will be used \nserially for subsequent trains. \n Each Station Master must enter immediately in the column provided for \nthe purpose the number and date of the train against each \nIdentification Number used. \n3. For subsequent trains in either direction each station asking for \n“Permission to Approach” will give the other station Identification \nNumber in the order instanced in sub-paragraph 2 above and obtain in \nhis turn the corresponding Identification Number along with the \n“Permission to Approach” from the Station Master at the other end. In \nthis way each Station Master can satisfy himself on each occasion that \nthe “Permission to Approach” has been asked for by and received \nfrom the correct station when “Permission to Approach” has been \nobtained by means of Identification numbers through the VHF sets an \nentry to this effect must be made in the Train Signal Register and at the \ntop of the Line Clear Ticket at the time of issue as required by GR \n14.13(2) \n148", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 154, + "text": "(v) When an interruption occurs and train messages are worked on the VHF sets \nby means of Identification Numbers, the Sr. DOM / Sr. DOM(G)/ DOM(G) must \nbe promptly advised so that he can arrange to send out fresh Identification \nNumber sheets without delay to replace those used. \n(vi) It must be clearly understood that the sealed envelope in which an \nIdentification Number sheet is enclosed must on no account be opened till \nthe Identification Number sheet is actually required for use. Once an \nIdentification Number sheet is taken out of its envelope and use for an \ninterruption the same sheet and any other sheet brought into use after the \nformer has been exhausted will be used during the continuance of that \nparticular interruption only, but on no account may a sheet which has been \npartly used be used for a subsequent interruption. As each sheet is exhausted \nit must be sent to the Sr. DOM / Sr. DOM(G)/ DOM(G) and any partly used \nsheet shall also be similarly returned as soon as the interruption is over and \nnormal working resumed. \n(vii) the Sr. DOM / Sr. DOM(G)/ DOM(G) on receiving the used or partly used \nIdentification Number sheet will arrange checking the same with its \ncorresponding half for the section and then destroy it. \n(viii) The Station Master on duty is personally responsible for the Safe custody of the \ncovers containing the Identification Number sheets and the same must be \nkept under lock and key. When an Identification number sheet has been \nonce opened he must keep it in his own possession or under lock and key and \nmake it over to his reliever only until the interruption is over so that no misuse \nmay be made of the subsequent numbers of the sheet. \n \n149", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 155, + "text": "(Annexure) \n \nEASTERN RAILWAY \nIdentification Number Sheet \n \nNo…………………………….. No. …………………………….. \n \n No. and date of No. and date of \n Left half train for which Right half train for which \n Used used \n 1 2 2 1 \n \n X 40 F 85 F 85 X 40 \n H 21 M 7 M 7 H 21 \n C 3 A 15 A 15 C 3 \n D 9 X 36 X 36 D 9 \n F 16 R 82 R 82 F 16 \n G 14 G 99 G 99 G 14 \n A 26 S 50 S 50 A 26 \n L 90 Q 55 Q 55 L 90 \n M 28 T 4 T 4 M 28 \n Q 51 Z 49 Z 49 Q 51 \n \n \n……… Sr. DOM / Sr. DOM(G)/ DOM(G) ..................Sr.DOM /Sr. DOM(G)/DOM(G) \n \nDate………………………. Date………………………. \n \n Names of stations at each and of the block section to be entered at the top of \ncolumns (1) & (2) by the Divisional Safety Officer before issue. \n \n150", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 156, + "text": "APPENDIX B \nSpecimen of the forms used in connection with Train Working \n \nSl. \nNo. \nDescription No. Font Colour \n1. Signal & Telecommunication / \nReconnection Notice. \nBlack \n2. Advance Authority to Pass \nDefective Signals \nBlue \n3. Authority to Pass Signals in “ON” or \nDefective Position \nBlue \n4. Caution Order Green \n5. ‘NIL’ Caution Order Green \n6. Reminder Caution Order Green \n7. Train Examination Advise/Report Black \n8. Authority to Receive a Train on an \nObstructed Line \nBlue \n9. Authority to Start from a Non \nSignalled Line \nBlue \n10. Authority to Start from a Line with \nCommon Starter Signal \nBlue \n11. Authority to Proceed for Relief \nengine/ train into an Occupied \nBlock Section \nRed \n12. Authority for Opening \nCommunication During Total \nInterruption of Communication on \nSingle Line Section \nRed \n13. Authority for Working of Trains During \nTotal Interruption of Communication \non Double Line Section \nRed \n14. Authority for Temporary Single Line \nworking on Double Line Section \nRed \n15. Line Clear Enquiry Message asking \nLine Clear for Despatch of Trains \nduring Total Failure of \nCommunication on Single Line \nSection \nRed \n16. Conditional Line Clear Message Red \n17. Conditional Line Clear Ticket (Up) Red \n18. Conditional Line Clear Ticket (Down) Red \n19. Message on Restoration Black \n20. Written Permission by Guard to Loco \nPilot to Proceed to next Station from \nMid Section \nBlue \n21. Shunting Order Blue \n22. Authority to Pass Automatic / Semi \nAutomatic / Manually Operated / \nGate Signals \nS&T(T/351) \nT/369(1) \nT/369(3b) \nT/409 \nT/A 409 \nT/B 409 \nT/431 \nT/509 \nT/511 \nT/512 \nT/A 602 \nT/B 602 \nT/C 602 \nT/D 602 \nT/E 602 \nT/F 602 \nT/G 602 \nT/H 602 \nT/I 602 \nT/609 \nT/806 \nT/A 912 Blue \n151", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 157, + "text": "23. Authority to Proceed without Line \nClear on Automatic Block Signalling \nTerritory \nRed \n24. Authority to Proceed for Relief \nEngine / Train into an Automatic \nBlock Signalling Section \nRed \n25. Authority to Proceed on Automatic \nBlock System during prolong failure \nof signals \nRed \n26. Train Intact Arrival Register Black \n27. Line Clear Inquiry and Reply Message \nBook in the event of Failure/Suspension/ \nNon-provision of Block instruments \nTrain Despatching Station \nBlack \nLine Clear Inquiry and Reply Message \nBook in the event of Failure/Suspension/ \nNon-provision of Block Instruments \nTrain Receiving Station \n \n28. Paper line Clear Ticket (Up) Blue \n29. Paper line Clear Ticket (Down) Blue \n30. Trolley/Lorry/OHE Ladder Trolley \nNotice \nBlack \n31. Motor Trolley Permit Blue \n32. Train Signal Register Black \n33. Cabin Log Register Black \n34. Line Admission Book Black \n35. Private Numbers Sheet Black \n36. Brake Power Certificate Black \n37. Out of course stoppage order \nT/B 912 \nT/C 912 \nT/D 912 \nT/1410 \nT/A 1425 \nT/B 1425 \nT/C 1425 \nT/D 1425 \nT/1518 \nT/1525 \nER/OP/T28 \nR.B. No./OP/CI \nT 460/OP/T113 \n---- \nMec. V/5. \nER/OP/T-2-OP/S-2 Black \n152", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 158, + "text": "153\n \n S&T (T/351) \nSr. No._______ \nEASTERN RAILWAY \n \nSignal and Telecommunication Deptt. \n \nACKNOWLEDGEMENT OF \nDISCONNECTION/RECONNECTION \nNOTICE \n \nNo.________ Division _____________ \nTo \nThe Station Master on Duty at________ \nStation/Cabin. \n \nFor disconnecting the following gears \n:- \n________________________________ \n_____________________________ on \n________ at hours _______ for ______ \nhours ____________ minutes to atten \nfailure for maintenance. \n \n(Expected duration of disconnection) \n____________ \nSI/MSM/ESM \n \nNotice about disconnection \nreceived. On __________ 20 ____ at \n________hours _______minute \n \n__________________________ \nSignature of Station Master \n \n** Disconnection allowed/ not \nallowed \non ________20 _______ at ______ hrs. \n \n__________________________ \nSignature of Station Master \n \nDisconnection will be allowed at \n_______ hrs. _________ minutes ______ \non ________20 ____ \n \n__________________________ \nSignature of Station Master \n \nReconnected on ________ 20 _____ \nat ___________ hours. \n \n SSE(S&T)/SM/MSM \nNotice about reconnection received \non ...... at....hrs..... Mts. \n \n__________________________ \nSignature of Station Master \n* Fill in the details of the gear/s to be \ndisconnected. \n** Reasons for not allowing \ndisconnection to be recorded. \n S&T (T/351) \nSr. No._______ \nEASTERN RAILWAY \n \nSignal and Telecommunication \nDeptt. \n \nRECONNECTION NOTICE \n \n \nNo. ____________ \n \nNotice for reconnecting signalling \ngear. \n \nNo. ________ Division __________ \n \n \nTo \nThe Station Master on duty at \nStation ________________. \n \nPlease note that the disconnected \ngear/s referred to in notice no. \nhas/have been reconnected. \nOn Date ____________ at ______ \nhours ________minutes. \n \n \n__________ \nSignature \n \n \n____________ \nDesignation \n \nDate ___________ 20 _____ \n \nTime ___________ hours. \n \nS&T (T/351) \nSr. No._______ \nEASTERN RAILWAY \n \nSignal and Telecommunication \nDeptt. \n \nDISCONNECTION NOTICE \n \n \nNo. ____________ \n \nNotice to Transportation Staff \nfor disconnecting signalling \ngear. \n \nNo. ________ Division __________ \n \nTo \nThe Station Master on duty at \nStation ________________. \n \nPlease note that the following \ngears will be disconnected on \n____________ at _________ hours \n_________ minutes for_________ \nhours _________ minutes to \nattend failure for maintenance. \n* \n \n \n______________________________ \n______________________________ \n______________________________ \n___________ (Expected duration \nof disconnection) \n \n__________ \nSignature \n \n____________ \nDesignation \n \nDate ____________ 20 _____ \n \nTime ___________ hours. \n \n** Fill in details of the gears to \nbe disconnected. \n \n \n \n \nRED\nGREEN\nGREEN GREEN RED RED\n* Colour of pair-lines mentioned alongside of the lines.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 159, + "text": "Operating Forms of Block Working Manual \n \n Form No. T/369(1) \nSr. No. ____________\n \nEASTERN RAILWAY \n \n \nADVANCE AUTHORITY TO PASS DEFECTIVE SIGNALS \nAT STATION ______________________________ \n(Record/Loco Pilot) \n \nStation _________________________________ Date __________20 ______\n \n \nTo \n The Loco Pilot of Train No. _____________________________ Up/Down \n \n As per advice of Station Master, ____________________________________ \nStation ___________________________________ *Up/Down \n________________________ Signal/s * is/are out of order at Station. On being \nhand signaled at the foot of the defective signal(s), you are, therefore, \nauthorized that you shall pass the defective signal(s) at a restricted speed not \nexceeding 15 kilometres per hour. \n \n \n \n_____________________________ \n Signature of Loco Pilot \n__________________________ \nSignature of Station Master \nDate ____________20 ____ \n* Strike out whichever is not applicable. \n \nStation Master’s Stamp \n154", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 160, + "text": "Form No. T/369(3b) \nSr. No._________ \nEASTERN RAILWAY \n \nAUTHORITY TO PASS SIGNALS IN ‘ON’ OR DEFECTIVE POSITION \n(Record/Loco Pilot) \n \nStation _________________ Date ___________20____ \nTime ___________20____ \n \nTo \nThe Loco Pilot of Train No. _______________________________________ (Up/Down) \n \nDescription and No. of Signals [ _____________ ] \n [ _____________ ] AT STATION_________________ \n [ _____________ ] is/are OUT OF ORDER \n [ _____________ ] \n \n You are hereby authorized to pass the defective Outer/Home/Inner Home/ \nRouting/Starter/Intermediate Starter/Advanced Starter/IBS Signal/s at ‘ON’ \nposition at a speed not EXCEEDING 15 KMPH. \n \n * The train will be admitted on line no. (in words) ____________________________ \nand (figures) __________________ \n ** In case of failure of Advanced Starter Signal /Last Stop Signal – Line Clear \nhas been obtained on Electrical Communication Instrument from \n_______________ station. Private no. received (in figures) _________________ (in \nwords) _____________ \n \n__________________ __________________________ \nSignature of Loco Pilot Signature of Station Master \n \n \nDate ___________20___ Date ___________20___ \n \n* In case of Routing/Inner Home/Home Signal is defective \n** in case of failure of Advanced Starter/Last Stop Signal on Double Line Territory. \n \nINSTRUCTIONS \n \nStrike out whichever is not applicable \nLoco Pilot proceeding on this authority must observe instructions mentioned at \nthe back of this form. \n[P.T.O.] \nStation Master’s Stamp \n155", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 161, + "text": "IMPORTANT INSTRUCTIONS \n \n(1) For approach signal Loco Pilot is authorized to pass the defective \nsignal at ‘ON’ on the Authority delivered through a competent railway \nservant at the foot of the defective signal. \n(2) For Starter Signal, The Loco Pilot to pass such signal on the Authority \nhanded over at the station and in addition thereto, a competent \nrailway servant shall show hand signals to departing train in \naccordance with the instructions of Station Master. \n(3) In case of defective Advanced Starter Signal, hand signals may be \ndispensed with and Loco Pilot to pass such signal by a written authority \nhanded over at the station. Except in case of an Advanced Starter \nSignal protects any points, hand signals shall not be dispensed with.\n156", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 162, + "text": "Form No. T/409 \nSr. No. ________ \nEASTERN RAILWAY \n \nCaution Order \n(Record/Loco Pilot/Guard) \n \nStation ___________________ Date ____________20____\n \n \nTo \nThe Loco Pilot of train No. _______________________ (Description) ______________\n \n \nYou are hereby instructed to exercise the following speed restrictions \nobserving engineering indicators, hand signals of flagman and banner flag \nexhibited as necessary :- \n_______________________ (in figures) _____________________________ (in words)\n \n__________________________ \nSignature of Station Master \nTime ____________________ \n \nSignature of Loco Pilot ___________________ Date ___________20______ \nSignature of Guard __________________ Date ___________20______ \nSr. \nNo. \nStations Between Kilometrage Speed \nKmph \nCause/Remarks \nFrom To From To \n1 \n2 \n3 \n4 \n5 \n6 \n7 \n8 \n \nStation Master Stamp \n157", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 163, + "text": "Form No. T/A 409 \nSr. No. __________ \nEASTERN RAILWAY \n(Record/Loco Pilot/Guard)\n \nStation ________________ Date ____________20____\n \nTo \nThe Loco Pilot of Train No. _________________________ (Description)_________\n \n \nCAUTION ORDER \nNIL \nUp to ________________________________ (Name of next Noticed Station/Station)\n \n \n__________________________ \nSignature of Station Master \n \n \n \nSignature of Loco Pilot _________________ Date __________20____ Time _________\n \nSignature of Guard __________________ Date ___________20____ Time __________\n \n \nStation Master Stamp \n158", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 164, + "text": "Form No. T/B 409 \nSr. No. __________ \nEASTERN RAILWAY \nREMINDER CAUTION ORDER \n(Record/Loco Pilot) \n \nStation _____________________ Date _____________\n \n \nTo \nThe Loco Pilot of Train No._________________________(Description) _________________\n \nYou are hereby instructed to exercise the following speed restrictions \nobserving engineering indicators, hand signals of flagman and banner flag \nexhibited as necessary :- \n_______________________ (in figures) __________________________ (in words)\n \nSr. \nNo. \nSTATION BETWEEN KILOMETRAGE Speed \nKmph \nCause/Remarks \nFrom To From To \n1 \n2 \n3 \n4 \n \nTime _______________ \n__________________________ \nSignature of Station Master \n \n \nSignature of Loco Pilot _________________ Date ______________ Time __________\n \nSignature of Guard __________________ Date _______________ Time __________ \n \nStation Master Stamp \n159", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 165, + "text": "Form No. T/509 \nSr. No. ________ \nEASTERN RAILWAY \nAUTHORITY TO RECEIVE A TRAIN ON AN OBSTRUCTED LINE \n(Record/Loco Pilot) \n \nStation _______________ Date ____________20____ Time _________\n \nTo \nThe Loco Pilot of Train No. __________ (Description) _________ (Up/Down)\n \n \nYou are authorized to pass * Up/Down * Outer/Home/Routing Signals in ‘ON’ \nposition cautiously not exceeding 15 Kmph speed being piloted by the \nbearer of this Authority and you should bring your train to a stand at the \nfacing points leading to Line No. (in words) ______________________ (in figures) \n________________ until Hand Signaled forward as you are being received on \nan obstructed line. \n \n \n__________________________ \nSignature of Station Master \n \n \n \nSignature of Loco Pilot ______________________________ Date ___________20____\n \n \n* Strike out whichever is not applicable \n \n \nStation Master’s Stamp \n160", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 166, + "text": "Form No. T/511 \nSr. No. ________ \nEASTERN RAILWAY \nAUTHORITY TO START FROM A NON-SIGNALED LINE \n(Record/Loco Pilot) \n \nStation ______________________ Date _______________20____\n \nTime ____________ \n \nTo \n \nThe Loco Pilot of Train No. _______________________ (Up/Down). \n \nYou are authorized to pass * Starter/Advanced Starter in the “ON” \nposition and leave the Yard cautiously duly piloted out up to last set of \npoints of non-signaled line by the competent Railway servant at a \nspeed not exceeding 15 Kmph over the points as your train is started \nfrom non-signaled Line No. ______________. \n \nToken or Line Clear Ticket No. _____________________. \nPrivate No. received (in words) _________________ (in figures) ____________. \n \n__________________________ \nSignature of Station Master \n \n \n \n \n \nSignature of Loco Pilot _______________________ Date _______________ \n \n* Strike out whichever is not applicable \nStation Master’s Stamp \n161", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 167, + "text": "Form No. T/512 \nSr. No. ________ \nEASTERN RAILWAY \nAUTHORITY TO START FROM A LINE WITH COMMON STARTER SIGNAL \n(Record/Loco Pilot) \n \nStation ____________________ Date ______________ Time____\n \n \nTo \nThe Loco Pilot of Train No. _____________________ Description ______________ \nUp/Down \n \nYou are authorized to start from Line No. (in words) ___________ (in \nfigures) __________ on the starter signal being taken off. Line No. _____________ \nis one of the number of lines governed by the same starter signal. \n \nLine Clear is obtained on * Block Instrument / _____________ phone from \n_________ station. \n \nPrivate No. received (in words) ________________ (in figures)____________ \n* Token or Line Clear Ticket No. ________________. \n \n_______________________________________ \nSignature of Station Master/Yard Master \n \n \n \nSignature of Loco Pilot ________________________ Date _____________ \n \n* In case of tangible authority or paper line clear ticket, strike out whichever is \nnot applicable. \n \n \nStation Master/Yard Master Stamp \n162", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 168, + "text": "UP/DOWN Form No. T/A 602 \nEASTERN RAILWAY \nAUTHORITY TO PROCEED FOR RELIEF ENGINE/TRAIN INTO AN OCCUPIED BLOCK SECTION \n(Loco Pilot/Guard/Record) \n \nStation _________________ Date ____________ 20 ____\n \nTo : Loco Pilot of Relief Engine / Train No. _________________________ \nBLOCK TICKET TO PROCEED WITHOUT LINE CLEAR \n1) You are hereby authorized to proceed cautiously without Line Clear from station \n___________ up to Km _____________ on UP/DOWN Line with your Relief Engine/Train. \n2) You shall bring your Engine / Train to a stop at Km _____________ and there after be \nguided by the instructions from the Competent Authority at the site. \n3) This order is given due to obstruction on ________________ line between ______________ \nstation and ________________ station at Km No. ________________. \n4) You shall clear the section at station _________________________. \nAUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION \n1. You are authorized to pass the Signal / Signals No. & description _____________ in ‘ON’ \nposition, speed not exceeding 15 KMPH observing hand signals at the foot of the signal \npost/s, if it protects points. \nCAUTION ORDER \n1. You are permitted to run your Relief Engine / Train upto Km ___________________ between \nstation ___________________ and ___________________ station with the speed of :- \n15 KMPH in day and when view ahead is clear. \n10 KMPH in night or when view ahead is not clear. \n2. You are expressly warned to observe every caution while approaching level crossing \ngate/s situated between block section and whistle frequently. Caution Orders in force in \nthe Block Section are as under :- \nSr. No. STATION BETWEEN KILOMETRAGE Speed \nKmph \nCause/Remarks \nFrom To From To \n1. \n2. \n3. \n4. \nI have understood the contents of this. \n_____________________ \nSignature of Loco Pilot \n_____________________ \nSignature of Guard \n_____________________________ \nSignature of Station Master \n \n \nTime _____ Hours _____Minutes. \nINSTRUCTIONS \n1. Loco Pilot proceeding on this authority must observe instructions mentioned at the back of \nthis form. \n2. Loco Pilot will stop short of km (obstruction) shown above and thereafter he will obey the \nsignals of employee / supervisor present at site. \nStation Master’s Stamp \n163", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 169, + "text": "IMPORTANT INSTRUCTIONS \n \nLoco Pilot proceeding on this authority must observe the following instruction:- \n \n(1) Speed must not exceed Single Line Double Line \n(a) Day \n(b) Night or when view is \nobstructed \n(c) In thick, foggy or tempestuous \nweather or in dust storm \n15 KMPH \n10KMPH \n \nWalking pace \npreceded by \ntwo men on \nfoot with Red \nlight and Fog \nSignals. \n15 KMPH \n10 KMPH \n \nWalking pace \npreceded by \none man on \nfoot with Red \nlight and Fog \nSignals. \n \n2. Both by day and night, a tunnel must not be entered until the Loco Pilot \nhas ascertained that it is clear. Should there be any doubt on this point, \nthe train should be piloted by a Railway employee equipped with hand \nsignals and detonators. \n3. During night if Electric Head Light is not in working order, the Train or the \nLight Engine must be preceded at an adequate distance by a Railway \nServant carrying Detonators and exhibiting Red Light ahead to stop any \nother approaching train. The precautions must be taken in case of self \npropelled vehicle/other vehicle also. \n4. A sharp look out must be kept at all times and the Loco Pilot must be \nprepared to stop clear and short of any obstruction which may exist or \ncrop up on the track. \n5. When approaching the station ahead, Loco Pilot must stop his train \nengine / light engine / trolley / tower wagon / diesel rail car / self-\npropelled vehicle / other vehicle out side First Stop Signal and sound \ncontinuously whistle or by sounding the horn of self-propelled vehicle, if \nprovided, as per special instructions. If no one turns up from the station \nwithin 10 minutes, Assistant Loco Pilot / Guard shall be immediately sent \nto the station to inform Station Master of the arrival of the train / light \nengine / self-propelled vehicle / other vehicle or make contact Station \nMaster through Signal Post Telephone, if provided or by other means of \ncommunications if provided. \n164", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 170, + "text": "UP/DOWN Form No. T/B 602 \nEASTERN RAILWAY \nAUTHORITY FOR OPENING COMMUNICATION DURING TOTAL INTERRUPTION OF \nCOMMUNICATION ON SINGLE LINE SECTION \n(Loco Pilot/Record) \nStation _________________ Date ____________ 20 ____\n \nTo: Loco Pilot of Engine / Self Propelled Vehicle. _________________________ \nAUTHORITY TO PROCEED WITHOUT LINE CLEAR \n1) You are hereby authorized to proceed cautiously without Line Clear from station ___________ to \nstation _____________ with your Engine/Self Propelled Vehicle. \n2) You shall bring your Engine/Vehicle to a stand out side the first stop signal of the next block station \nthere after be guided by the instructions from the Station Master of that station. \n3) Train No _____________ was Last Train over the section. It left/arrived* here at _______ hours _____ minutes.\n \n4) This authority is given due to :- \na) Total interruption of communication with station ________ from ____ hours of date ___20__. \nb) __________________________________________________. \nAUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION \n1. You are authorized to pass the Signal/s No. & description _____________ in ‘ON’ position, speed Not \nexceeding 15 KMPH observing hand signals at the foot of the signal post/s, if it protects points. \nCAUTION ORDER \n1. You are permitted to run your Engine/Self Propelled Vehicle between Station ____________ to \n_______________ station with the speed of :- 15 KMPH in day and 10 KMPH in night or when view ahead\nis not clear. \n2. You are expressly warned to observe every caution while approaching level crossing gate/s situated \nbetween block section and whistle frequently. \n3. In addition following caution orders are in force in block section:- \nSr. No. STATION BETWEEN KILOMETRAGE Speed \nKmph \nCause/Remarks \nFrom To From To \n1. \n2. \n3. \n4. \nLINE CLEAR ENQUIRY MESSAGE \nTo, The Station Master __________________________. \nMessage No __________. On return of _________ , will line be clear and kept clear for train No. __________ \nwaiting to proceed? \nCONDITIONAL LINE CLEAR MESSAGE \nTo, The Station Master _________________. \nMessage No. On arrival of _______ at yours, line will be clear and kept clear for _______ Train Engine to \nreturn with/without attached to a Train or Another Engine or Self Propelled Vehicle/Trolley etc. (Complete \nParticulars) \nPrivate Number (in words) _____________ (in figures). I have understood the contents of this. \n_____________________ \nSignature of Loco Pilot \n_____________________ \nSignature of Guard \n_____________________________ \nSignature of Station Master \n \n \nTime _____ Hours _____Minutes. \nINSTRUCTIONS \n1. * Strike out whichever is not applicable. \n2. Loco Pilot proceeding on this Authority must observe instructions mentioned at the back of this form. \nStation Master’s Stamp \n165", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 171, + "text": "IMPORTANT INSTRUCTIONS \n \nLoco Pilot proceeding on this authority must observe the following instructions :- \n(1) Speed must not exceed Single Line \n(a) Day \n(b) Night or when view is obstructed \n(c) In thick, foggy or tempestuous weather or dust \nstorm. \n15 KMPH \n10 KMPH \nMen on foot \nwith Red light \nand Fog \nSignals. \n \n2. Both by day and night, a tunnel must not be entered until the Loco Pilot \nhas ascertained that it is clear. Should there be any doubt on this point, \nthe train should be piloted by a Railway Employee equipped with Hand \nSignals and Detonators. \n3. During night if Engine is not fitted with the Electric Head Light or if Electric \nHead Light is not in working order, the Train or the Light Engine must be \npreceded at an adequate distance by a Railway Servant carrying \nDetonators and exhibiting Red Light ahead to stop any other \napproaching train. The precautions must be taken in case of self-\npropelled vehicle/other vehicle also. \n4. A sharp look out must be kept at all times and the Loco Pilot must be \nprepared to stop clear and short of any obstruction which may exist or \ncrop up on the road. \n5. When approaching the station ahead, Loco Pilot must stop his train \nengine / light engine / trolley / tower wagon / diesel rail car / self-\npropelled vehicle / other vehicle out side First Stop Signal and sound \ncontinuously whistle or by sounding the horn of self-propelled vehicle, if \nprovided, as per special instructions. If no one turns up from the station \nwithin 10 minutes, Assistant Loco Pilot / Station Master / Guard shall be \nimmediately sent to the station to inform Station Master of the arrival of \nthe train / light engine / self-propelled vehicle / other vehicle or make \ncontact Station Master through Signal Post Telephone, if provided or by \nother means of communications if provided. \n166", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 172, + "text": "UP/DOWN Form No. T/C 602 \nSr. No. _________ \nEASTERN RAILWAY \nAUTHORITY FOR WORKING OF TRAINS DURING TOTAL INTERRUPTION OF \nCOMMUNICATION ON DOUBLE LINE SECTION \n(Loco Pilot/Record) \nStation _________________ Date ____________ 20 ____\n \nTo: Loco Pilot of Train No. _________________________ \nAUTHORITY TO PROCEED WITHOUT LINE CLEAR \n1) You are hereby authorized to proceed cautiously without Line Clear. From station \n___________ to station _____________ with your Train/Self Propelled Vehicle No. \n___________________ \n2) You shall bring your Train to a stand out side the first stop signal pertaining to right line/last \nstop signal pertaining to wrong line whichever comes across first of the next Block Station \nthere after be guided by the instructions from the Station Master of that station. \n3) Train No _____________ was Last Train over the section. It left/arrived * here at _________ \nhours ________ minutes. \n4) Circumstances under which this order is given:- \na) Total interruption of communication with station from ____ hours ___ minutes of date ____.\n \nb) \nAUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION \nYou are authorized to pass the Signal/Signals No. & description _____________ in ‘ON’ \nposition, speed not exceeding 15 KMPH observing hand signals at the foot of the signal post/s, \nif it protects points. \nCAUTION ORDER \n1. You are permitted to run your Train between Station ____________ & ____________ station \nwith the speed of :- 25 KMPH in day and when view ahead is clear \n 10 KMPH in night or when view ahead is not clear. \n2 You are expressly warned to observe every caution while approaching level crossing \ngate/s situated between block section and whistle frequently. \nSr. No. STATION BETWEEN KILOMETRAGE Speed \nKmph \nCause/Remarks \nFrom To From To \n1. \n2. \n3. \n4. \nI have understood the contents of this. \n_____________________ \nSignature of Loco Pilot \n_____________________ \nSignature of Guard \n_____________________________ \nSignature of Station Master \n \n \nTime _____ Hours _____Minutes. \nINSTRUCTIONS \n1. * Strike out whichever is not applicable. \n2. Loco Pilot proceeding on this authority must observe instructions mentioned at the back of \nthis form. \n \nStation Master’s Stamp \n167", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 173, + "text": "IMPORTANT INSTRUCTIONS \n \nLoco Pilot proceeding on this authority must observe the following instructions :- \n \n(1) Speed must not exceed Double Line \n(a) Day \n(b) Night or when view is obstructed \n(c) In thick, foggy or tempestuous weather or dust \nstorm. \n25 KMPH \n10 KMPH \nWalking pace \npreceded by \ntwo men on \nfoot with Red \nlight and Fog \nSignals. \n \n2. Both by day and night, a tunnel must not be entered until the Loco Pilot \nhas ascertained that it is clear. Should, there be any doubt on this point, \nthe train should be piloted by a Railway Employee equipped with Hand \nSignals and Detonators. \n3. During night if Engine is not fitted with the Electric Head Light or if Electric \nHead Light is not in working order, the Train or the Light Engine must be \npreceded at an adequate distance by a Railway Servant carrying \nDetonators and exhibiting Red Light ahead to stop any other \napproaching train. The precautions must be taken in case of self-\npropelled vehicle/other vehicle also. \n4. A sharp look out must be kept at all times and the Loco Pilot must be \nprepared to stop clear and short of any obstruction which may exist or \ncrop up on the road. \n5. When approaching the station ahead, Loco Pilot must stop his train \nengine / light engine / trolley / tower wagon / diesel rail car / self-\npropelled vehicle / other vehicle out side First Stop Signal pertaining to \nright line / last stop signal pertaining to wrong line whichever comes \nacross first and sound continuously whistle or by sounding the horn of self-\npropelled vehicle. If provided, as per special instructions. If no one turns \nup from the station within 10 minutes, Assistant Loco Pilot / Guard shall be \nimmediately sent to the station to inform Station Master of the arrival of \nthe train / light engine / self-propelled vehicle / other vehicle or make \ncontact Station Master through Signal Post Telephone, if provided or by \nother means of communications if provided. \n168", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 174, + "text": "Form No. T/D 602 \nSr. No. _________ \nEASTERN RAILWAY \nUp/Down \nAUTHORITY FOR TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE \n(Loco Pilot/Guard/Record) \nStation _________________ Date ____________ 20 ____\n \nTo \nThe Loco Pilot of Train No. ______________________________________________ (Description)\n \nLINE CLEAR TICKET \nThe line is clear and you are authorized to proceed on Up/Down Line up to station \n________________ \nPrivate No. (in words) _______________________ (in figures) ___________________. \nAUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION \n* Description & No. of signal _________________________ Applicable to Starter, Intermediate \nStarter, Advanced Starter or Last Stop Signal. Observe hand signal/s at the foot of the signal, if it \nprotects points. \n** You are authorized to pass the signals of those stations which have been closed temporarily \nfor single line working. Station/s ____________________. \nYou have to also inform the Gatemen and Trackmen enroute for introduction of single line \nworking. \nCAUTION ORDER \ni. Your train is going on Right line/Wrong line. The obstruction exists at Km. ___________________. \nii. Speed of the first train should be restricted to 25 kmph & speed of subsequent train should \nbe sectional speed during temporary single line working subject to observance of other \nspeed restriction in force for all trains.\n \niii. You are expressly warned to observe ‘Neutral Section’ (only in Electrified section) if your \ntrain is going on wrong line. There are no Trap Points on the line in question/Trap points \nhave been clamped/spiked. \niv. Following are the Caution Orders in force in Block Section:- \nSr. No. STATION BETWEEN KILOMETRAGE Speed \nKmph \nCause/Remarks \nFrom To From To \n1. \n2. \n3. \n4. \nI have understood the contents of this. \n_____________________________ \nSignature of Loco Pilot \n_____________________________ \nSignature of Station Master \n \n \n* Strike out whichever is not applicable. \n** For intermediate block stations. \nTime ____________ Hours _____________Minutes \nStation Master’s Stamp \n169", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 175, + "text": "UP /DOWN Form No. T/E 602 \nSr. No. _________ \nEASTERN RAILWAY \n \nLINE CLEAR INQUIRY MESSAGE ASKING LINE CLEAR FOR DESPATCH OF TRAINS \nDURING TOTAL COMMUNICATION ON SINGLE LINE SECTION \n(Loco Pilot/Record) \n \nStation __________________ Date _________________ \n \nTime __________ hours __________ minutes. \n \nFrom Station Master ______________ To Station Master ______________\n \n \nMessage No. ___________. On return of * Train Engine with/without train / \nself propelled vehicle / other vehicle number _____________________ will line be \nclear and kept clear for following train/s :- \n \n1. _____________________________ \n2. _____________________________ \n3. _____________________________ \n4. _____________________________ \nWaiting to proceed to yours. \n \n__________________________ \nSignature of Station Master \n \n* Strike out whichever is not applicable. \nStation Master’s Stamp \n170", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 176, + "text": "* UP/DOWN Form No. T/F 602 \nSr. No. __________ \nEASTERN RAILWAY \n \nCONDITIONAL LINE CLEAR MESSAGE \n(Loco Pilot/Record) \n \nDate __________20___ \n \nTime __________ hours __________ minutes. \n \nStation ________________ \n \nFrom Station Master ______________ To Station Master ______________\n \n \nMessage No. ______________ \n \nYour Message No. ___________. On arrival of * Train Engine with/without \ntrain / self propelled vehicle / other vehicle number _____________________ at \nyours line will be clear and kept clear for following train/s :- \n \n1. Train No. ___________ Private No. (in words) _______ (in figures)________\n \n2. Train No. ___________ Private No. (in words) _______ (in figures) \n \n3. Train No. ___________ Private No. (in words) _______ (in figures) \n \n4. Train No. ___________ Private No. (in words) _______ (in figures) \n \n__________________________ \nSignature of Station Master \n \n \n \n \n* Strike out whichever is not applicable. \n \n \nStation Master’s Stamp \n171\n________\n________\n________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 177, + "text": "UP Form No. T/G 602 \nSr. No. __________ \nEASTERN RAILWAY \nCONDITIONAL LINE CLEAR TICKET \n(Loco Pilot/Record) \n \nStation ________________ Date ____________20___ \nTime __________ hours __________ minutes. \n \nFrom Station Master ____________________ \nTo \nThe Loco Pilot of Train No. _________________ UP (Description) _____________\n \nThe line is clear and you are authorized to proceed to ___________ Station.\n \n* Last train left this station at __________ hours ______ minutes. \nYou are hereby authorized to follow and proceed to ____________ station.\n \nPrivate No. (inwords) ________________ (in figures) _______________. \n \nParticulars of trains left Particulars of trains to follow \nTrain No. \n________________ \n________________ \n________________ \nTime \n________________ \n________________ \n________________ \nTrain No. \n________________ \n________________ \n________________ \nTime \n________________ \n________________ \n________________ \n__________________________ \nSignature of Station Master \n \n \nSpecial Instructions \nWhen following a Train keep sharp look out at speed not exceeding 25 \nKmph when view is clear and 10 Kmph or less when view is impaired due to \nany reason. \n* Strike out in case of second and subsequent trains during uneven flow. \n** Strike out in the case of first train during uneven flow and for all trains \nduring even flow. \nStation Master's Stamp \n172", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 178, + "text": "DOWN Form No. T/H 602 \nSr. No. __________ \nEASTERN RAILWAY \nCONDITIONAL LINE CLEAR TICKET \n(Loco Pilot/Record)\nStation ________________ \n \n \nDate ____________20___\n \nTime __________ hours __________ minutes. \n \nFrom Station Master ____________________ \nTo \nThe Loco Pilot of Train No. _________________ DOWN Description ___________ \nThe line is clear and you are authorized to proceed to ___________ Station.\n \n* Last train left this station at __________ hours ______ minutes. \nYou are hereby authorized to follow and proceed to ______________ station.\n \nPrivate No. (in words) ________________ (in figures) _______________. \n \nParticulars of trains left Particulars of trains to follow \nTrain No. \n________________ \n________________ \n________________ \nTime \n________________ \n________________ \n________________ \nTrain No. \n________________ \n________________ \n________________ \nTime \n________________ \n________________ \n________________ \n__________________________ \nSignature of Station Master \n \n \nSpecial Instructions \nWhen following a Train keep sharp look out at speed not exceeding 25 \nKmph when view is clear and 10 Kmph or less when view is impaired due to \nany reason. \n* Strike out in case of second and subsequent trains during uneven flow. \n** Strike out in the case of first train during uneven flow and for all trains \nduring even flow.\nStation Master's Stamp \n173", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 179, + "text": "Form No. T/I 602 \nSr. No. ________ \nEASTERN RAILWAY \nMESSAGE ON RESTORATION BY ANY ONE OF THE MEANS OF COMMUNICATION \n \nFrom Station Master ______________ To Station Master ______________ \nDate ______________20____ Time __________ hours __________ minutes. \n \n \nNo. _______________ Train (No. & Description) ___________ arrived complete at \n_____________ hours_____________ minutes. Last Train (No. & Description) ___________ \ndispatched to your station at ___________ hours___________ minutes. Cancel the \nConditional Line Clear working of Trains / present method of working the trains. Line \nClear must be obtained by means of ____________________. \n \nAcknowledge \n \nPrivate Number (in words) ______________ (in figures) _______________. \n__________________________ \nSignature of Station Master \n \n \nACKNOWLEDGEMENT \n \nFrom Station Master ______________ To Station Master ______________ \n \nDate ______________20____ Time __________ hours __________ minutes. \n \nMessage No. ___________________. \n \nYour Message No. ____________________ understand that Train No. \n______________ Description __________________ which was the last Train to leave my \nstation has arrived complete at your station. Train No. ________________ which left your \nstation has arrived complete at my station/not arrived at __________ hours ______ \nminutes. Conditional Line Clear Working of trains / present system of train working is \nbeing / will be cancelled immediately after the complete arrival of train no. Line \nClear for the next train will be obtained by means of ______________. \n \nPrivate Number (in words) ________________(in figures)__________________. \n__________________________ \nSignature of Station Master \n \n \nStation Master's Stamp \nStation Master's Stamp \n174", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 180, + "text": "Form No. T/609 \nSr. No. _______ \nEASTERN RAILWAY \n \nWritten permission given by the Guard to Loco Pilot when the Engine or portion \nof a train is allowed to proceed to the next station from mid section \n(Loco Pilot/record) \n \nTo, The Loco Pilot of Train (No. and description) __________________. \n \nYou are authorized to uncouple and proceed at __________ hours _________ \nminutes to ____________ station with *the Engine of your Train / the front \nportion of your train consisting of _______________vehicles with last vehicle No. \n \nYou shall deliver the report of occurrence to the Station Master on duty \nand, if required to do so by the Station Master, you shall return to *your \ndisabled train / take the rear portion of your train which is at KM __________ on \nthis Authority after being permitted by the Station Master. \n \nI certify that I have received the tangible authority to proceed** \n_________ and will retain it, until the section is cleared of my train. Also certified \nthat portion of Train left in Mid Section is secured and protected as per rules. \n \n__________________________ \nSignature of Loco Pilot \nDate _____________ \nTime _____________ \n__________________________ \nSignature of Guard \nDate _____________ \nTime _____________ \n \n \nLoco Pilot of _______________, you are hereby permitted and authorized to \nenter into the Block Section to clear the disabled / rear portion of your train. \n__________________________ \nSignature of Station Master \n \n \n* Score out whichever is not applicable \n** Enter particulars of the Authority to Proceed. \n \nStation Master's Stamp \n175", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 181, + "text": "Form No. T/806 \nSr. No. ________ \nEASTERN RAILWAY \n \nSHUNTING ORDER \n(Loco Pilot/Guard/Yard Master/Shunting Jamadar/Shunting Master/Record) \n \nStation ________________ Date __________20____ \n \nTime __________ hours __________ minutes. \n \nTo \nThe Loco Pilot of Train No. ______________ *UP/DOWN. \n \nPlease comply with the following order promptly without any type of delay :- \n \n1. _________________________________________________________________________ \n2. _________________________________________________________________________ \n3. _________________________________________________________________________ \n4. _________________________________________________________________________ \n \n* You are authorized to pass _______________ signal in the ‘ON’ position and \nproceed * up to/beyond ** ______________ signal. \n \n***Section between ______________ Station and __________ station is * blocked \nback/ blocked forward. \n \n* For this purpose and Token/Tablet/Line Clear Ticket No. __________ * SH/OCE \nKey is hereby issued to you from ___________ hours _________ minutes to \n_________ hours ___________ minutes. \n__________________________ \nSignature of Station Master \n \nSignature of Loco Pilot ________ Date ________ Time _______ hours _____ minutes.\nminutes.\n \nSignature of Guard _________ Date ________ Time _______ hours _______ \n \n \n* Strike out whichever is not applicable \n** Enter KM or Signal No. \n*** Applies when Line is Blocked back/Blocked forward. \nStation Master's Stamp \n176", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 182, + "text": "Form No. T/A 912 \nSr. No. _________ \nEASTERN RAILWAY \nAUTHORITY TO PASS AUTOMATIC/SEMIAUTOMATIC/MANUALLY OPERATED/GATE \nSTOP SIGNALS \n(Loco Pilot/Record) \nStation ________________ Date __________20____ \nTime __________ hours __________ minutes. \nTo \nThe Loco Pilot/Motorman of train No. __________________________ UP/DOWN.\n \na) Automatic signaling has failed and you are, hereby authorized to pass all \nAutomatic signals between _______________ station and ____________ station. In \naddition, you are also authorized to pass Semi Automatic / manually \noperated / gate stop signals on being hand signaled past such signals by a \nrailway servant in uniform. The hand signals being displayed at the foot of \nsignal except as provided for in clause ‘b’. \nb) When running in wrong direction (i) you must ascertain that points of \noutlying sidings, where provided, are correctly set and locked and/or the level \ncrossing gates Nos. ________________ are locked and (ii) hand signals are \ndisplayed by the railway servant in uniform at the points, level crossing gates \nbefore passing them. \nHere indicate distinguishing } \nNumber of all signals to be } \nthus passed. } \n____________________________________ \n____________________________________ \n____________________________________ \n____________________________________ \n____________________________________ \n____________________________________ \n__________________________ \nSignature of Station Master \n \nI have understood the contents of this authority. \nSignature of Guard ________ Date _________ Time ________ hours _____ minutes.\n \nSignature of Loco Pilot ________ Date _________ Time ________ hours ____ minutes.\n \nStation Master's Stamp \n177", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 183, + "text": "178", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 184, + "text": "Form No. T/B 912 \nSr. No. _________ \nEASTERN RAILWAY \nAUTHORITY TO PROCEED WITHOUT LINE CLEAR ON AUTOMATIC \nBLOCK SIGNALLING TERITORRIES \n(Loco Pilot/Record) \nStation ________________ Date __________20____ \nTime __________ hours __________ minutes. \nTo The Motorman/Loco Pilot of Engine/Train/Unit No. _______________ Up/Down. \nYou are hereby authorized to proceed cautiously without line clear from ________ \nstation to _________ station with or without your train on Up/Down * Line. \nYou shall bring your Train/Engine/Unit No. ___________ to stand outside First Stop \nSignal/Last Stop Signal pertaining to wrong line * of the station and thereafter be \nguided by the instructions from the Station Master of ____________ station. \nTrain No. ___________ was the last train over the section. It left/arrived * here at _______ \nhours ________ minutes. \nCIRCUMSTANCES UNDER WHICH THIS AUTHORITY IS GIVEN \n(A) Failure of signals and communication. \n(B) Blocking of line/obstruction on line at KM ___________ between ____________ \nstation and ____________ station and failure of means of communication. \n(C) \nAUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION \nYou are authorized to pass the Intervening Automatic Signal Nos. _____________ at \n‘ON’ / Semi Automatic Signal, Manually Operated Signal Nos. _______________ on \nbeing hand signaled by a railway employee and the Gate Stop Signals in ‘ON’ \nposition cautiously up to the level crossing. \nCAUTION ORDER \n1. You are permitted to run your Engine/Train/Unit No. from _________ station to \n__________ station with the speed not exceeding 25 Kmph over the straight with clear \nview and 10 Kmph when view ahead is impaired due to tunnel, curve, obstruction, \nrain, fog or any other cause. \n__________________________ \nSignature of Station Master \nI have understood the contents of this authority. \nSignature of Guard ________ Date _________ Time ________ hours _______ minutes. \nSignature of Loco Pilot _________ Date _________ Time ________ hours _______ minutes. \n* Strike out whichever is not applicable. \nLoco Pilot proceeding on this authority must observe instructions mentioned at the \nback of this form. \n \nStation Master's Stamp \n179", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 185, + "text": "IMPORTANT INSTRUCTIONS \n \nMotorman / Loco Pilot proceeding on this authority must observe the \nfollowing precautions :- \n \n1. Speed must not exceed 25 KMPH over the straight with clear view and 10 \nKMPH when approaching or passing any portion of the line where the \nview ahead is not clear due to curve, obstruction, rain, fog or any other \ncause subject to the observance of speed restriction imposed and speed \nover facing points restricted to 15 KMPH. \n2. Both by day or night a tunnel must not be entered until the Loco Pilot has \nascertained that it is clear. Should there be any doubt on this point, the \ntrain should be piloted by a Railway Employee equipped with lighted \nhand signals and detonators. \n3. A sharp look out must be kept at all times and Loco Pilot must be \nprepared to stop clear and short of any obstruction which may exist or \ncrop up on the road. Engine whistle must be freely used. \n4. When approaching the nominated station ahead, the Loco Pilot must \nbring his train engine to stand outside the First Stop Signal / Last Stop Signal \npertaining to wrong line and sound one long whistle and act to the \ninstructions of the Station Master. \n5. The form should be handed over to the Station Master of the nominated \nstation at the end of the authorized journey for record. \n \n180", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 186, + "text": "Form No. T/C 912 \nSr. No. _________ \nEASTERN RAILWAY \nAUTHORITY TO PROCEED FOR RELIEF ENGINE / TRAIN INTO AN AUTOMATIC \nBLOCK SIGNALLING SECTION \n(Loco Pilot/Record) \nStation ________________ Date __________20____ \nTime__________ hours __________ minutes. \nTo \nThe Motorman/Loco Pilot of Engine/Train _______________ Up/Down. \nYou are hereby authorized to proceed cautiously without line clear from ________ \nstation to up to Km _________ with your Relief Engine / Train * on Up/Down * Line. \nYou shall bring your Relief Train/Engine to a stand at km ____________ and there after \nbe guided by the instructions from the Competent Authority at site. \nThis order is given due to obstruction on UP/DOWN * line at Km _____________. But \ncommunication is available between ______________ station and ____________ station. \nTrain No. _______________ was the last train over the section. \nTrain No. ___________ was the last train over the section. It left/arrived * here at _______ \nhours ________ minutes. \nCAUTION ORDER \nYou are permitted to run your Relief Engine / Train from _________ station to km \n__________ with the speed not exceeding 15 Kmph over the straight with clear view \nand 10 Kmph when view ahead is impaired due to tunnel, curve, obstruction, rain, \nfog or any other cause. \n \n__________________________ \nSignature of Station Master\n \nI have understood the contents of this authority. \nSignature of Guard ________ Date _________ Time ________ hours _______ minutes. \nSignature of Loco Pilot _________ Date _________ Time ________ hours _______ minutes. \n* Strike out whichever is not applicable. \nLoco Pilot proceeding on this authority must observe instructions mentioned at the \nback of this form. \nStation Master's Stamp \n181", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 187, + "text": "IMPORTANT INSTRUCTIONS \n \nMotorman / Loco Pilot proceeding on this authority must observe the \nfollowing precautions :- \n \n1. Speed must not exceed 25 KMPH over the straight line with clear view and \n10 KMPH when approaching or passing any portion of the line where the \nview ahead is not clear due to curve, obstruction, rain, fog or any other \ncause subject to the observance of speed restriction imposed and speed \nover facing points restricted to 15 KMPH. \n2. Both by day or night a tunnel must not be entered until the Loco Pilot has \nascertained that it is clear. Should there be any doubt on this point, the \ntrain should be piloted by a Railway Employee equipped with lighted \nhand signals and detonators. \n3. A sharp look out must be kept at all times and Loco Pilot must be \nprepared to stop clear and short of any obstruction which may exist or \ncrop up on the road. Engine whistle must be freely used. \n4. When approaching the nominated point ahead, the Loco Pilot must bring \nhis train / engine to stand and sound one long whistle and act to the \ninstructions of the competent authority. \n5. The form should be handed over to the Station Master of the nominated \nstation at the end of the authorized journey for record. \n182", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 188, + "text": "Form No. T/D 912 \nSr. No. _________ \nEASTERN RAILWAY \nAUTHORITY TO PROCEED ON AUTOMATIC BLOCK SYSTEM DURING PROLONGED \nFAILURE OF SIGNALS \n(Loco Pilot/Record) \nStation ________________ Date __________20____ \nTime__________ hours __________ minutes. \nTo \nThe Motorman/Loco Pilot * of EMU/Engine/Train * No. ________ Description \n______Up/Down. \nAll signals between ____________ station and _______________ station have failed. Line \nClear has been received from ____________ station under his Private No. (in words) \n___________ (in figures)_________. \nYou are, hereby, authorized to proceed cautiously from ________ station to _________ \nstation on Up/Down * line at a speed not exceeding 25 Kmph. \nYou are also authorized to pass departure signals, Gate signals and other intervening \nsignals at ‘ON’ on this authority observing all precautions at the level crossing gates. \nYou shall stop outside the first stop signals at ________________ station and thereafter \nbe guided by the instructions of the Station Master of that station. \n__________________________ \nSignature of Station Master \n \n \nI have understood the contents of this authority. \nSignature of Guard ________ Date _________ Time ________ hours _______ minutes. \nSignature of Loco Pilot _________ Date _________ Time ________ hours _______ minutes. \n* Strike out whichever is not applicable. \n \nStation Master's Stamp \n183", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 189, + "text": "Form No. T- 1410 \n \nEASTERN RAILWAY \nSr. No. _________ Station ____________ \nTRAIN INTACT ARRIVAL REGISTER \nSR. \nNO. \nDATE TRAIN \nNO \nTime of Arrival Guard’s \nsignature in \ntoken that his \ntrain has arrived \ncomplete and is \nstanding clear of \nall fouling marks Hour Minutes \n1 \n2 \n3 \n4 \n5 \n6 \n7 \n8 \n9 \n10 \n11 \n12 \n13 \n14 \n15 \n16 \n17 \n18 \n19 \n20 \n \n__________________________ \nSignature of Station Master \n \nStation Master's Stamp \n184", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 190, + "text": "Form No. T/A 1425 \n Sr.No………\n… \nEASTERN RAILWAY \n…… \nLine Clear Inquiry and Reply Message Book in the event of \nFailure/Suspension/Non-provision of Block Instruments \nTrain Despatching Station \nLine Clear Inquiry \n \n1. Date ……………………. Mode of communication………………………. \n \n2. From Station Master…………………………(Name of SM) of …………….(Station) \n \n3. Train No…………………..Up/Dn. \n \n4. Line Clear asked at…………..hrs. and reply received from…………..station at……….......hrs. \nA. \n5. Last Train No…………………Up/Dn left…………………………….station at…………….. hrs. \n \n and arrived at………………………..station at………………..hrs. \n \n6. Private Number received(in figure and words)……………………………… \n \n Train Entering Section \n \n7. Train No…………………………….Up/Dn left at………………………hrs. \nB.* \n8. Train entering section report given to ………………station and acknowledged at……hrs. \n \n Train Out of Section \n9. Train No……………………….Up/Dn arrived at…………….station at………………………hrs. \nC* \n10. Train Out of Section report received from…………..station and acknowledge at……..hrs. \n \nLine Clear Cancellation \n[ \n11. Line Clear Cancelled at………………..hrs. Reasons for cancellation…………………………… \nD* \n12. Private number exchanged given……………………………..received…………………………. \n \n Signature of Station Master \n*Strikeout whichever is not applicable. \n*Separate Books to be maintained for each block section. \n185", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 191, + "text": "Form No. T/B 1425 \n Sr.No………… \nEASTERN RAILWAY \n…… \nLine Clear Inquiry and Reply Message Book in the event of \nFailure/Suspension/Non-provision of Block Instruments \nTrain Receiving Station \nLine Clear Inquiry \n \n1. Date ……………………. Mode of communication………………………. \n \n2. From Station Master…………………………(Name of SM) of ……………. Station \nTo Station Master ....................................... (Name of SM) of..................... Station \n3. Train No…………………..Up/Dn. \n4. Line Clear asked by…………..station at ..............hrs and reply given at………hrs. \nA. \n5. Last Train No…………………Up/Dn left…………………………….station at…………….. hrs. \n and arrived at………………………..station at………………..hrs. \n \n6. Private Number given (in figure and words)……………………………… \n \n Train Entering Section \n \n7. Train No…………………………….Up/Dn left at………………station at ........………hrs. \nB. * \n8. Train entering section report received from ………………station and acknowledged at……..hrs. \n \n Train Out of Section \n9. Train No……………………….Up/Dn arrived at………………………hrs. \nC.* \n10. Train Out of Section report given to…………..station and acknowledged at…….......hrs. \n \nLine Clear Cancellation \n[ \n11. Line Clear Cancelled at………………..hrs. Reasons for cancellation…………………………… \nD* \n12. Private number exchanged given……………………………..Received…………………………. \n \n Signature of Station Master \n*Strikeout whichever is not applicable. \n*Separate Books to be maintained for each block section. \n \n186", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 192, + "text": "EASTERN RAILWAY \nForm No. T/C-1425 \nSr. No………….. \n \nPAPER LINE CLEAR TICKET \n(Loco Pilot/Record) \n \nUp \n \n Number of Train……………………….Up(Description)………………………………. \n \nDate……………………. Time…………………….hours…………………….minutes \n \nFrom Station Master…………………………. \n \nTo The Loco Pilot of Train No……………………….Up. \n \n The line is clear and you are authorized to proceed to ……………………….Station. \n \nLast train No……………………………cleared section at …………………….station. \n \n \nPrivate No.(in words)………………………………(in figures)………………………………………. \n \n \n \n \nAUTHORITY TO PASS SIGNAL AT ON POSITION \n \n*You are authorized to pass Last Stop Signal in danger, when the signal is interlocked with Block instrument. \n \n Signature of Station Master \n \n Station Master's Stamp \n \n*Strike out whichever is not applicable. \n \n \n \n \n187", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 193, + "text": "EASTERN RAILWAY \nForm No. T/D-1425 \nSr. No………….. \nPAPER LINE CLEAR TICKET \n(Loco Pilot/Record) \n \nDown \n \n Number of Train……………………….Dn (Description)………………………………. \n \n Date……………………. Time…………………….hours…………………….minutes \n \nFrom Station Master …………………………. \n \nTo The Loco Pilot of Train No……………………….Dn. \n \n The line is clear and you are authorized to proceed to ……………………….Station. \n \nLast train No……………………………cleared section at …………………….station. \n \n \nPrivate No.(in words)………………………………(in figures)………………………………………. \n \n \nAUTHORITY TO PASS SIGNAL AT ON POSITION \n \n*You are authorized to pass Last Stop Signal in danger, when the signal is interlocked with Block Instrument. \n \n \n Signature of Station Master \n Station Master's Stamp \n \n*Strike out whichever is not applicable. \n \n \n \n \n188", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 194, + "text": "Mec./V5 \nE. RLY. \nBrake Power Certificate \n \nTrain No. ___________ Date ________________ Vacuum ready at ________\n \nEngine No. ____________ Attached at __________________ Load ______________\n \nBrake power { On arr. Active _____________ Tr/piped ___________ \nRolling \nOn dep. Active _____________ Tr/piped __________ \nRolling \nAmount of Vac. \nMaintained by \nsmall ejector. { \n(a) Engine gauge on arr. ____________________ cms. \n on dep. __________________________ ” \n(b) rear Bk. Van gauge \n on arr. ____________________________ ” \n on dep. ___________________________ ” \n_____________________ \nLoco Pilot’s Signature \n_____________________ \nGuard’s Signature \n________________________ \nTXR’s Signature, Station \nN.B. – Loco Pilot’s complaint to be recorded in reverse \n(P.T.O.) \n \nLoco Pilot’s complaint, if any. Date ______________ Time \n_____________ \n \n__________________ \nLoco Pilot’s Signature \nAction taken by TXR.................... \nLoco Pilot advised at......................... \nTime..............................Date..................................... \n \nLoco Pilot’s signature Signature of Train Examiner, \nStation \n \n \n189", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 195, + "text": "ER/OP/T-2-OP/S-2 \nEASTERN RAILWAY \nOPERATING DEPARTMENT \nOut of Course Stoppage Order \nNo. ______________ \nReceived from the Station Master \n_________ an out of Course \nStoppage. \nOrder for No. ___________________ \ntrain to stop at ____________________ \n__________________________________ \nfor ________________________________ \n \nSignature of Guard _______________ \n ” Loco Pilot _____________ \nTelegram No. ______ sent at _____ \nhours \n__________________ station \n_________________20_____ \nER/OP/T-2-OP/S-2 \nEASTERN RAILWAY \nOPERATING DEPARTMENT \nOut of Course Stoppage Order \nNo. ______________ \nThe Guard of No ________________ \ntrain to please stop Out of Course \nat________________________________ \nfor _______________________________ \n_________________________________ \nStation Master \n \n Station \n_________________________20______ \n(For Guard to be sent in Div. Head \nquarters) \nER/OP/T-2-OP/S-2 \nEASTERN RAILWAY \nOPERATING DEPARTMENT \nOut of Course Stoppage \nOrder \nNo. ______________ \nThe Loco Pilot of No \n________________ train to \nplease stop Out of Course at \n____________________________\n__________________________ \nfor_______________________ \nStation Master\n Station \n ____________________20______ \n(For Loco Pilot) \n190", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 196, + "text": "INDEX \n Rule \n \nAddenda and Corrigenda . . . . . . . . 1.03 \nAdmittance into Cabins . . . . . . . . 1.17 \nAcknowledgement of Signals . . . . . . . . 5.10, 3.02 \n‘A’ Class Stations and double line . . . . . . 3.14 \nAbsolute Block System – special Instructions for Working through 3.55 \nContinuous track circuit control . . . . . . \nAuthority to proceed . . . . . . . . 6.02 \nAdditional Equipments at Stations provided with tokenless . . 8.12 \nAbnormal condition at Tokenless Block Instrument . . . . 8.19 \nBlock Bells . . . . . . . . . . 2.09 \nBell Plunger . . . . . . . . . . 2.08 \nBlock instruments with lock . . . . . . . . 1.08 \nBlock instruments without lock 1.09 \nBlocking Forward . . . . . . . . 3.21, 3.36 \nBlock Instrument – Opened for maintenance . . . . 3.54, 4.18 \nBlocking Back and Blocking forward . . . . . . 5.07, 3.44 \nCertificate of proficiency . . . . . . . . 1.14 \nCode of Bell signals . . . . . . . . 5.09, 3.01 \nCustody of Keys and points . . . . . . . . 3.11 \nConditions forgiving line clear . . . . . . . . 3.12 \nConditions for granting line clear at C class stations . . . . 3.39 \nConditions for granting line clear at B class single line Stations . . 5.02, 3.28 \nClass of Stations . . . . . . . . 5.01 \nCancelling line clear . . . . . . . . 8.06, 6.21, 6.12 \nCustody of Private Numbers sheets . . . . . . 6.24 \nCertificate of competency . . . . . . . . 1.13, 8.10 \nConditions for taking off manual stop signal in APB . . . . 9.03 \nCancellation of a movement in the direction of Traffic after the last 9.09 \nStop signal has been taken off in APB working Commutator 2.07 \nDescription of Tokens . . . . . . . . 4.13 \nDouble line block working methods . . . . . . 1.07 \nDescription of the operation of locks on last stop signal . . 3.37(a) \nDescription of the operation of locks on Block Instruments . . 3.37(b) \nDescription of single line Block instrument . . . . 4.02 to 4.12 \nDelivery of Token . . . . . . . . 5.13 \nDelivery of Paper line clear Forms . . . . . . 6.25 \nDisposal of Paper line clear Forms . . . . . .\n. .\n \n \n6.26 \nDisposal of used Paper line clear books . . . . 6.27 \n191", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 197, + "text": "Description of double line Block Instrument . . . . 2.02 \nExtra care during repairs to line wires . . . . 1.15 \nElectric lock on the last stop signal . . . . 3.45(a) \nElectric lock on the Block Instrument . . . 3.45(b) \nExplanation and application of Bell codes . . . . . . 5.11 \nExchange of Tokens by non stopping trains . . . . 5.18 \nExchange of Tokens by stopping trains . . . . . . 5.19 \nFixed Hand and Fog signals . . . . . . . . 1.06 \nFailure of Electrical block and Speaking Instruments . . 3.04 5.22 \nFailure of Electrical Speaking Instrument . . . . . . 3.49 \nFailure of Treadle /Track circuit . . . . . . 3.27 3.38 3.46 \nFailure of tokenless Block Instrument . . . . . . 8.15 \nFailure of last stop signals in Tokenless working . . . . 8.18 \nFailure of Direct Telephonic communication . . . . 5.23, 8.16 \nIssue of Block working manual . . . . . . 1.01 \nInstruction of staff . . . . . . 1.12 \nInterruption of Token working . . . . . . 5.21 \nInquiry Books . . . . . . 6.04 \nInquiry Form (Up) . . . . . . 6.05 \nInquiry Form (Down) . . . . . . 6.06 \nInquiry Form (Inner foils) . . . . . . 6.07 \nInquiry Form (Up & Down) . . . . . . 6.08, 6.09 \nInquiry for line clear . . . . . . 6.12 \nInterruption of Direct communication . . . . . . 5.23, 6.26 \nIllustration of Neal’s Token Instrument new type . . . . 4.15 \nLast stop signals interlocked with Block Instrument . . . . 3.22 \nLine clear forms at Double line stations . . . . . . 3.53 \nLine clear message Books . . . . . . . . 6.03 \nLower needle . . . . . . . . 2.05 \nMethod of governing the movement of train Block Station to Block Station 2.10 \nMethod of signalling trains from Block station to Block station 8.05 \nWith Tokenless Block instrument. \nMethod for use of Bell Codes . . . . . . . . 3.03 \nMethod for operating release plunger . . . . . . 3.25 \nMessages not to be recorded in wrong Books . . . . 6.11 \nMethod of signalling trains from Block station to Block station 4.14 \nWith old type Neal’s Token Instrument \nMethod of signalling trains from Block station to Block station 4.16 \nWith new type Neal’s Token instrument \n192", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 198, + "text": "Neal’s token Instrument – old type . . . . . . 4.03 \nNumbering of Messages . . . . . . 6.11 \nNormalizing of tokenless Block Instrument after the train returns 8.10 \nBack to the despatching station \nNeedle indications – double line . . . . . . 2.03 \nObject of Electrical Block Instrument . . . . . . 1.05 \nObstruction of the Block section . . . . . . 3.07 \nObstruction when train is approaching . . . . . . 3.13, 3.29 \nObstruction in rear of starter when Block section is clear . . 3.19 \nObstruction out side last stop signal when Block section is clear 3.20, 3.35 \nObstruction out side home signal when Block section is clear 3.34 \nOperating handle – description . . . . . . 4.04 \nObstruction in face of approaching train in station equipped with 5.03(I) \nTwo aspect signals. \nObstruction in face of approaching train in station equipped with 5.03(II) \nMultiple aspect signals. \nObstruction within station section equipped with two aspect signals 5.04(I) \nObstruction within Station section equipped with manually operated 5.04(II) \nMultiple aspect signals \nObstruction outside station section at B class single line station 5.05(I) \nEquipped with two aspect signals \nObstruction outside station section at B class single line station 5.05(II) \nEquipped with manually operated multiple aspect signals. \nObstruction out side the first stop signal at a B class single line 5.06 \nStation. \nObtaining token . . . . . . 5.12 \nObstruction outside the outer signal . . . . . . 6.24(I) \nPersons to be advised in case of obstruction on section 3.50 \nPreliminary . . . . . . 6.01 \nPersons authorized to obtain and give line clear . . . . 6.10 \nProcedure in sending inquiry messages . . . . . . 6.13 \nPrivate Numbers . . . . . . 6.21 \nPrivate Numbers sheets . . . . . . 6.22 \nProcedure of obtaining line clear during total failure of communication 7.01, 7.24 \non single line. \nPreliminary – Tokenless Block . . . . . . 8.01 to 8.06 \nPrecautions necessary when Govt. Telegraph or Railway signal 8.18 \nDept required to work on these lines \nProcedure for working during failure of telephonic communication 8.21 \nand when block instruments remain locked. \n193", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 199, + "text": "Procedure for opening Block Instrument by the Inspector/Maintainer 7.20 \nof signal department. \nPush Button Type tokenless Block Instrument 8.24, 8.36 \nRules and Regulations on double line sections during total interruption 3.05 \nof communications \nReporting of failures . . . . . . 5.22(ii), 3.06 \nRefusing line clear . . . . . . 3.15, 3.30, 3.40 \n 5.15 \nRelease plungers . . . . . . 3.23 \nRegulating traffic during single line workings . . . . 3.51 \nRules for single line working on double line during total failure of 3.47(b) \nCommunication \nRules for single line working on double line when one line is 3.47(a) \nObstructed. \nRecord of operations for release plunger . . . . . . 3.26 \nReply Books . . . . . . 6.10 \nReplies to Inquiries . . . . . . 6.15 \nRelation of the Needle Indication to Block sections 2.06 \nStudy of Manual . . . . . . 1.02 \nSystem of working . . . . . . 1.04 \nSingle line methods of Block Instruments . . . . . . 1.09 \nStation Master . . . . . . 1.10 \nStations . . . . . . 1.17 \nStation Master’s changing duty . . . . . . 3.10, 5.25 \nSame Private Numbers appearing consecutively 6.23 \nSingle line Tokenless Block Instrument description and method of 8.07 \nOperating. \nShunting between last stop signal and opposite First stop signal 8.11 \nWhere tokenless Block working is in force \nSignificance of permissive stop signals – in APB working 9.04 \nSignificance of manual in permissive stop signal in APB working 8.06 \nSpecial instructions for working trains in case of Block stations 3.35 \nProvided with Intermediate block post. \nTesting signal . . . . . . 3.03(7) \nThick and Foggy weather . . . . . . 3.08 \nTrain signal Register . . . . . . 3.09, 5.24 \nTrain entering section . . . . . . 3.16, 3.31, 3.41 \n 5.16,6.16 \nTrain on line . . . . . . 3.17, 3.32, 3.42 \nTrain out of section . . . . . . 3.18, 3.33, 3.43 \n 6.23 \nTypes of single line Block instruments 4.01 \n194", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Block Working Manual (Eastern Railway).pdf", + "document_name": "Block Working Manual (Eastern Railway).pdf", + "document_path": "core_docs/Block Working Manual (Eastern Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Rules and procedures for block working on Eastern Railway", + "is_static": true, + "effective_year": null, + "page_number": 200, + "text": "Transferring of tokens . . . . . . 5.20 \nTrain message description . . . . . . 6.14 \nTokenless Block Instrument to be used by the station Master on 8.15 \nDuty \nTrain parting and left on line . . . . . . 8.17 \nTypes of instruments . . . . . . 2.01, 4.01 \nTablet instruments . . . . . . 4.17 \nUse of Block Instruments . . . . . . 1.11 \nUse of Release Plunger . . . . . . 3.24 \nUse of Token Instrument . . . . . . 5.08 \nUnauthorized manipulation of Tokenless Block Instrument 8.16 \nUpper Needle . . . . . . 2.04 \nWorking of Block Instrument . . . . . . 1.14 \nWorking labour gang . . . . . . 3.52 \nWorking of trains in case of obstruction . . . . . . 3.48 \nWrong Token/Tablet delivered to Loco Pilot . . . . . . 5.17 \nWhen inquiry/message should be sent . . . . . . 6.14 \nWriting and signing train messages . . . . . . 6.19 \nWriting, signing and dating Paper line clear tickets . . 6.25 \nWorking of Motor trolleys and Material trolleys where tokenless 8.16 \nBlock instrument in force \n195", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "(FOR OFFICIAL USE ONLY)\n 2018\nDedicated Freight Corridor Corporation of India Limited\nA Government of India (Ministry of Railways) Enterprise\nGENERAL RULES\nfor\nDEDICATED FREIGHT CORRIDOR RAILWAY\nwith\nSUBSIDIARY RULES", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "The Gazette of India,\nEXTRAORDINARY,\nPART II - Section 3 – Sub-section (i)\nGOVERNMENT OF INDIA\nMINISTRY OF RAILWAYS\n(RAILWAY BOARD)\nNOTIFICATION\nNew Delhi, the 10th August, 2018\nG.S.R.765.(E) - In exercise of the powers co nferred by section 198 of the\nRailways Act, 1989 (24 of 1989), the Central Government hereby make the\nfollowing general rules for Dedicated Freight Corridor Railway in India\nadministered by the government and for the time being use for the carriage\nof goods.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "MINISTRY OF RAILWAYS\n(RAILWAY BOARD)\nNew Delhi, the 10th August, 2018\nNo. 2010/ Safety (A&R)/ 19/ 17\nRESOLUTION\nGeneral Rules for working of DFCCIL administered by the\nGovernment and for the time being used for the Public Carriage of goods\nhave been framed and incorporated in the various chapters of DFC R General\nRules 2018. DFCR system is being introduced for the first time in India and\nwill have several widely different features from open lines railways,\ntherefore General Rules for DFC R have to be different in many respects\nfrom General Rules for Indian (open line, 1976).\nThese Rules shall come into force on the date of their publication in\nthe Official Gazette.\nThe rule shall be modified, amended, notified or replaced by new set\nof rules as required\nORDER: Ordered that this Resolution, with its enclosures, be published\nunder a Notification in the Official Gazette as required by section 198 of the\nIndian Railways Act. 1989 (24 of 1989), and that a copy thereof be kept open\nfor inspection at DFC R stations as directed by sub -section (4) of section 198\nof the Railway Act, also that a copy of this Resolution and of its enclosures\nbe communicated to the Governments, Administrations and Officers, noted\nbelow, for information.\n(Girish Pillai)\nMember Traffic, Railway Board, and\nEx-Officio Secretary to the Government of India", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "Documents accompanying: General Rules for Dedicated Freight Corridor\nRailway, 2018.\n1. Secretaries, Ministries of Civil Aviation , Communications, Corporate\nAffairs, Defence, Home Affairs, Law and Justice, Petroleum and\nNatural Gas, Road Transport and Highways, Shipping and Tourism.\n2. The Chief Secretaries to the Governments of Andhra Pradesh,\nArunachal Pradesh , Assam, Bihar, Chhattisgarh, Goa, Gujarat,\nHaryana, Himachal Pradesh, Jammu and Kashmir, Jharkhand,\nKarnataka, Kerala, Madhya Pradesh, Maharashtra, Manipur,\nMeghalaya, Mizoram, Nagaland, Odisha, Punjab, Rajasthan, Sikkim,\nTamil Nadu, Telangana, Tripura, Uttar Pradesh, Uttarakhand and West\nBengal.\n3. The Chief Secretaries, Administrations of Andaman and Nicobar,\nChandigarh, Dadra and Nagar Haveli, Daman and Diu, Delhi (NCT –\nNational Capital Territory), Lakshadweep, Puducherry.\n4. Additional Deputy Controller and Auditor General of India (Railways)\nand Ex-Officio Director of Railway Audit.\n5. The Chief Commissioner of Railway Safety.\n6. The Commissioners of Railway Safety, Central, Eastern, Northern,\nNorth Eastern, North East Frontier, Southern, South Central , South\nEastern, and Western Circles.\n7. The General Manager, Central Railway ( Mumbai), East Central\nRailway ( Hajipur), East Coast Railway (Bhubaneswar), Eastern\nRailway (Kolkata), Metro Railway (Kolkata), North Central Railway\n(Allahabad), North Eastern Railway (Gorakhpur), Northeast Frontier\nRailway (Guwahati), N orthern Railway (New Delhi), North Western\nRailway (Jaipur), South Central Railway (Secunderabad), South\nEastern Railway (Kolkata), South East Central Railway (Bilaspur),\nSouthern Railway (Chennai), South Western Railway (Hubli), West\nCentral Railway (Jabalpur) and Western Railway (Mumbai).\n8. The General Managers, Chittranjan Locomotive Wo rks, Diesel\nLocomotive Works, Integral Co ach Factory, Rail Coach Factory and\nRail Wheel Factory.\n9. The Chief Administrative Officers, Metropolitan Trans port Projects\n(Railways), Mumbai, Delhi and Chennai.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "10. The Director General, Research, Designs and Standards Organisation,\nLucknow.\n11. The Principals, Indian Railways Institute Advanced Track Technology\nPune, Indian Railways Institute of Mechanical and Electrical\nEngineering Jamalpur, Indian Railways Institute of Signal Eng ineering\nand Telecommunications Secunderabad and Railway Staff College\nVadodara.\n12. The Chairman, Mumbai Port Trust Railway, Kolka ta Port Trust\nRailway, Kandla Port Trust Railway, Chennai Port Trust Railway and\nVishakhapatnam Port Trust Railway.\n13. Chairman and Managing Director, Kon kan Railway Corporation\nLimited.\n14. The Chairman, RRBs.\n15. The Chairman, Railway Rates Tribunal.\n16. The Secretary, Indian Railways Conference Association.\n17. The Director, National Archives of India.\n18. The Librarians, Central Secretariat Lib rary, National Library, Kolkata ,\nParliament Library and Railway Board Library.\n19. The Superintendent, Library and Research, Mini stry of Law and\nJustice and Corporate Affairs.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "DFCCIL\nGENERAL RULES, 2018\nFOR THE GUIDANCE OF DFCCIL EMPLOYEES\nGOVERNMENT OF INDIA\nMINISTRY OF RAILWAYS\n(RAILWAY BOARD)\nNO. 2010/Safety (A&R)/19/17\nNotification\nNew Delhi, the 10th August, 2018\nG.S.R. 765 (E). - In the exercise of the powers conferred by the section 198 of\nthe Railways Act, 1989 (24 of 1989), the Central Government hereby make the\nfollowing general rules for Dedicated Freight Corridor Railway in India\nadministered by the government and for the time being use for the carriage of\ngoods.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "Preface\n1. The General Rules for Dedicated Freight Corridor Railway 2018\ntogether with Subsidiary rules of Dedicated Freight Corridor Railway\nare herewith published for information and guidance of the staff.\n2. The General Rules are printed in bold type while the Subsidiary\nRules are in smaller type and are further distinguished by the letter\nS.R.\n3. The Subsidiary Rules are not serially numbered; they bear the same\nnumbers as the General Rules which they explain or amplify\nSubsidiary Rules shall be read in conj unction with General Rules.\nNothing in these rules shall be taken to supersede or in contravention\nwith the provisions of General Rules.\n4. Every Dedicated Freight Corridor Railway Employee is bound to\nobey General, Subsidiary and other departmental Rules is sued for the\nguidance of Dedicated Freight Corridor Railway Employee.\nIgnorance of Rules will not be accepted as a justifiable plea for\ndisregarding it.\n5. Supplementary books, instructions or manuals issued for guidance of\nstaff be carefully studied in con junction with General and Subsidiary\nRules and will be binding on the staff.\n6. A record of all addenda and corrigenda issued subsequent to the\npublication of this book, shall be kept carefully by the staff who\nshould keep their copies of the rule books upto date by pasting of\nthese addenda and corrigenda at the appropriate place.\n7. Should any order not being fully understood by any employee, he\nwill forthwith refer it to his immediate Supervisor.\n8. No order contained in this book shall be varied, superseded or\nsuspended, except under the authority of the authorized officer in\nwriting.\nNaveen Kumar Shukla\nDirector (OP & BD)\nDFCCIL", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "i\nINDEX SUMMARY\nCHAPTER SUBJECT PAGE\nNOs\nI Preliminary 01-14\nII Rules applying to Railway servants generally 15-20\nIII Signals 21-47\nIV Station and their signalling equipments 48-61\nV The Absolute Block System 62-84\nVI The Automatic Block System 85-103\nVII Control and working of stations 104-114\nVIII Working of trains generally 115-165\nIX Failures, unusal occurrences and accidents 166-203\nX Electrical and permanent ways and works 204-224\nXI Level crossing 225-232\nAPPENDIX List of authorities to be used during train working 233-253", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "ii\nCHAPTER I\nPRELIMINARY\n1. Short title and commencement\n2. Definitions\nCHAPTER II\nRULES APPLYING TO RAILWAY SERVANTS GENERALLY\n3. Supply of copies of rules\n4. Upkeep of the copy of rules\n5. Knowledge of rules\n6. Assistance in observance of rules\n7. Prevention of trespass, damage or loss\n8. Obedience to rules and orders\n9. Attendance for duty\n10. Absence from duty\n11. Taking alcoholic drink, sedative, narcotic, stimulant drug or\npreparation\n12. Conduct of railways servants\n13. Duty for securing safety\nCHAPTER III\nSIGNALS\nA. General Provisions\n14. Prescribed signals to be used\n15. Kinds of signals\n16. Placing of signals\nB. Description of Fixed Colour Light Signals\n17. Fixed signals to be used", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "iii\nC. Kind of fixed signals in Absolute Block System of working\n18. Description of permissive distant signal and its indications\n19. Kinds of fixed Stop signals for approaching trains\n20. Kinds of fixed Stop signals for Departing trains\n21. Intermediate Block Stop signal\n22. Combining of signals\nD. Kind of fixed signals in Automatic Block Territory\n23. Type of fixed Stop signals in Automatic Block Territories\n24. Kind of fixed Stop signals for approaching trains\n25. Kind of fixed Stop signals for Departing trains\n26. Semi-automatic, Home & Starter, Intermediate Starter Stop signals on\nDouble Line\n27. Illustrative Diagram\nE. Other fixed signals and markers\n28. Calling-on signal\n29. Fixed signals at Level crossing\n30. Shunt signals\n31. Co-acting signals\n32. Repeating signals\n33. Distinguishing marker and signs for signals\n34. Signals out of use\n35. Placing of more than one signal on the same post\n36. Electric Repeater\n37. Point Indicator\nF. Hand Signals\n38. Exhibition of Hand Signals\n39. Display of Hand Signals\n40. Banner Flag\n41. Knowledge and possession of Hand Signals\nG. Amber Flasher Light\n42. Description of Amber Flasher Light", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "iv\n43. Amber Flasher to refer to all the running lines\n44. Provisioning of Amber Flasher Light\n45. Knowledge and possession of Amber Flasher light\nH. On Board Signals\n46. On Board Signals\n47. Description of Emergency Alert Alarm\n48. Provisioning of Emergency Alert Alarm\n49. Knowledge of “Railway Emergency Call”\nI. Detonating Signal\n50. Description of Detonators\n51. Method of using detonators\n52. Placing of detonators\n53. Replacement of detonator after exploding\n54. Knowledge and possession of detonators\nCHAPTER IV\nSTATION AND THEIR SIGNALLING EQUIPMENTS\nA. Classification of stations and their Equipment of signals\n55. Classification of stations\n56. Minimum equipment of fixed signals at block stations\n57. Additional fixed signal at station generally\n58. Provision of an Advanced starter, Block Section Limit Board and Free\nZone Limit Board\n59. Obligation to provide fixed signals at station\n60. Commissioning of fixed signals\nB. Care of signalling equipment\n61. Condition of signalling equipment\n62. Maintenance of signalling equipment\n63. Inspection of signalling works\n64. Interference with signalling equipment and points and crossings\n65. Opening of relay rooms or centralized electronic Interl ocking room of\nstations", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "v\nC. Working of signals and points\n66. Fixed signals generally\n67. Normal aspect of signals\n68. Points affecting movement of train\n69. Normal position of points and locking of facing points\n70. Condition for taking ‘OFF’ Home signals\n71. Condition for taken ‘OFF’ Starter and Intermediate Starter signal\n72. Condition for taken ‘OFF’ last Stop signal or intermediate block Stop\nsignal at stations worked on Absolute Block System and equipped with\nmanually operated multiple aspect colour light signalling\n73. Conditions for taking ‘OFF’ LC gate Stop signal\n74. Conditions for taking ‘OFF’ calling-on signal\n75. Use of fixed signals for shunting\n76. Taking ‘OFF’ signals for more than one train at a time\n77. Trap points or derailing switches and Trap Indictors\n78. Railway servant operating points and signals not to leave\nCHAPTER V\nTHE ABSOLUTE BLOCK SYSTEM\nA. Essentials\n79. Essentials of the Absolute Block System\nB. Condition for granting Line clear and obstruction at class ‘B’\nstation on Double line\n80. Conditions for granting Line Clear at class ‘B’ station on double line\n81. Obstruction in station section at a Class ‘B’ station on double line\n82. Obstruction in block section at a Class ‘B’ station on double line\nC. Condition for granting Line clear and obstruction at Class ‘B’\nstation on Single line\n83. Conditions for granting Line Clear at Class ‘B’ station on single line\n84. Obstruction in station section at a Class ‘B’ station on single line\n85. Obstruction in block section at a class ‘B’ station on single line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "vi\nD. Obstruction up to first Stop signal in the face of an approachi ng\ntrain at ‘B’ class station on both single and double lines\n86. Obstruction outside the station section upto the first Stop signal in case\nof single and double line\nE. Conditions for granting Line clear at class ‘C’ sta tion on Single\nand Double line\n87. Condition for granting Line clear at a class’ C’ station on Single line or\nDouble line\nF. Conditions for granting Line clear and shunting or obstruction at\nspecial class station on Single or Double line or multiple line or\ntwin single line\n88. Conditions for granting Line clear and shunting or obstruction at\nspecial class station\n89. Rules applicable to twin single line\nG. Block working\n90. Means of granting or obtaining line clear\n91. Provision of instruments\n92. Consent required before interfering with block working equipment\n93. Certificate of competency\n94. Bell code for signalling of trains between stations\n95. Acknowledgement of signals\n96. Train Signal Register.\n97. Authority to proceed.\n98. The Loco pilot to examine authority to proceed\n99. Responsibility of Station Master as to authority to proceed\n100. Conditions for closing of the block section and complete arrival of\ntrains\n101. Closing of intermediate block post\nH. General Provisions\n102. Block back or block forward\n103. Authority for shunting or obstruction in block section\n104. Typical though not exhaustive Illustrative diagrams", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "vii\nCHAPTER VI\nTHE AUTOMATIC BLOCK SYSTEM\nA. Rules applicable to Double Line\n105. Essentials of the Automatic Block System on double line\n106. Equipment of fixed signals on double line in Automatic Block territory\nB. Rules applicable to Single Line\n107. Essentials of the Automatic Block System on single line\n108. Equipment of fixed signals at station on single line in Automatic Block\nterritory\n109. Conditions for taking ‘off ‘manual Stop signal or semi -automatic Stop\nsignal\n110. Railway servant in charge of working trains on single line\nC. Rules applicable to multiple lines and Twin single line\n111. Rules applicable to multiple lines and twin single lines\nD. Rules applicable to double or multiple or single and twin single\nline\n112. Train to run through in automatic mode via the main line\n113. Duties of Loco pilot when an Automatic Stop signal is to be passed at\n‘ON’\n114. Reporting of an Automatic Stop signal when showing no light or is\nrepeatedly changing its aspects from green or yellow to red or vice -\nversa or is flickering\n115. Working of trains on centralised t raffic control territory on double or\nsingle or twin single line\n116. Protection of a train stopped in an Automatic block signalling section\n117. Working of trains in established direction during prolonged failure of\nAutomatic signalling between adjacent block stations\n118. Working of Trains in wrong direction or Temporary single line\nworking", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "viii\n119. Shunting or obstruction\n120. Despatching of relief engine or Accident relief train in Automatic\nsignalling territory in the wrong direction during obstruction\n121. Pushing back of trains in A utomatic signalling territory during\nobstruction\n122. Procedure to pass semi-automatic Stop signal at ‘ON’\n123. Passing a level crossing gate Stop signal having ‘A’ marker at ‘ON’ in\nAutomatic signalling territory\n124. Passing a semi-automatic level crossing gate Stop s ignal having ‘A’ as\nwell as ‘AG’ marker at ‘ON’ in Automatic signalling territory\nE. Block Working\n125. Line clear\n126. Transmission of signals\n127. Train signal Register\n128. Train management system\n129. Provision of communication instruments\n130. Certificate of competency\n131. Block back or Block forward\n132. Authority for shunting or obstruction in block section\nCHAPTER VII\nCONTROL AND WORKING OF STATIONS\n133. Responsibility of the Station Master for working\n134. Responsibility of the Station Master regarding points, signals and other\nequipment\n135. Access to and operation of equipment\n136. Reception of a train on an obstructed line\n137. Reception of a train on a non-signalled line\n138. Departure of a train from a non -signalled line or a line provided with\ncommon departure signal\n139. Control of shunting of trains and vehicles\n140. Shunting near level-crossing\n141. Shunting on gradients", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "ix\n142. Loose shunting\n143. Fly shunting of vehicles\n144. Train operation and shunting at station under centralised traffic control\n145. No obstruction on a running line without the permission of Statio n\nMaster on duty\n146. Drawing of a train to an advanced position\n147. Securing of vehicles at stations\n148. Leaving vehicles in sidings outside station limits\n149. Station Working Rules\nCHAPTER VIII\nWORKING OF TRAINS GENERALLY\nA. Timing and Running of Trains\n150. Standard time\n151. Time of attendance for train crew\n152. Direction of running\n153. Supply of Working Time Table and Schedule of Standard Dimensions\nB. Speed of Trains\n154. Limits of speed generally\n155. Caution order\n156. The limits of speed over facing points\n157. Limits of speed while running through stations\n158. Locomotive pushing\nC. Equipment of Trains and Train Crew\n159. “Railway Emergency Alert” Alarm\n160. End of train telemetry\n161. Head light, Marker light, Flasher lights and Speedometer\n162. Tail board or Tail lamp\n163. Equipment of Loco pilot or Assistant Loco Pilot\n164. Locomotive equipment\n165. Manning of Locomotive in motion", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "x\n166. Driving a train\n167. Riding on Locomotive\n168. Working of trains in absence of End of train telemetry\n169. Working of trains in absence of Amber Flasher Light in the rear of a\ntrain\n170. Working of Train i n absence of Cab Radio or Operational radio of\nmobile train radio communication system\n171. Couplings\nD. Vehicles and Cranes\n172. Cranes\n173. Loading of vehicles\n174. Marshalling order and attachment of damaged or defective vehicles\nE. Precautions before Starting Train\n175. Loco pilot to examine notices before starting\n176. Examination of trains before starting\n177. Duties of Loco pilot before commencement of the journey\n178. Examination of single and multiple units including formation of\ndistributed powering of trains by Loco pilot\n179. Railway servant when assigned to travel with the train under\nexceptional circumstances\n180. Starting of train\n181. Loco pilot to be in charge of train\n182. Subordination of Loco pilot in station limits\n183. Assistant Loco pilots to obey Loco pilots\n184. Loco pilot to obey certain orders\nF. Duties of Staff Working Trains during Journey\n185. Loco pilot and Assistant Loco pilot to keep a good look-out\n186. Loco pilot and Assistant Loco pilot to look back\n187. Duties of Locomotive crew in respect of signals\n188. Exchange of ‘All right’ signal between Loco pilot and Station Master\non duty or Station staff while a train passes through a station\n189. Loco pilot to keep a good look-out\n190. Train held up at first Stop signal\n191. Loco Pilot not to detach Locomotive from train", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "xi\n192. Sounding of Locomotive whistle\nG. Duties of Staff on Arrival\n193. Shutting off power\n194. Loco pilot to stop close to the Starter signal or the stop Board\n195. Detaching Locomotive\n196. Loco pilot not to leave train till handed over\n197. Loco pilot not to leave Locomotive when on duty\n198. Reporting of defects in signals\nH. Working of Material Trains, Track Maintenance Machines, Tower\nWagon or Car and Rail cum Road vehicle\n199. Working of a material train or departmental train to carry out some\nwork in between two block stations or within station limit\n200. Working of Track Maintenance Machine\n201. Working of Tower Wagon or Cars\n202. Working of multiple Material or Departmental trains or other\nmaintenance vehicle or Machines\n203. Workers on Material or Departmental Train, Track Maintenance\nMachine, Tower Wagon and Rail cum Road vehicle\n204. Protection of Material or Departmental train, Track Maintenance\nMachine, Tower Wagon, and Rail-cum-road vehicle, when stabled\nI. Private Locomotives and Vehicles\n205. Private Locomotives and vehicles\nJ. Train carrying over dimensional consignment\n206. Carrying of over dimensional consignments\nCHAPTER IX\nFAILURES, UNUSUAL OCCURRENCES AND ACCIDENTS\nA. Defective or damaged points\n207. Defective or damaged points", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "xii\nB. Defective Signals\n208. Signal Defects\n209. Duties of station master generally when a Stop signal is defective\n210. Duties of Lo co pilot and Station Master when Distant signals is\ndefective\n211. Duties of station master and Loco pilot when an approach Stop signal\nis defective\n212. Duties of station master and Loco pilot when a departure Stop signal is\ndefective\n213. Intimation to officials when defects remedied\n214. Duties of Loco pilot in respect of a Calling-on signal\n215. Passing of Intermediate Block Stop signal at ‘ON’\n216. Passing of a level crossing gate Stop signal at ‘ON’\nC. Failure of instruments or other equipment for obtaining or\ngranting Line Clear and other signalling equipments\n217. Failure of Block instrument\nD. Temporary single line working on a double line section\n218. Temporary single line working of trains on a double line section\nworked\nE. Working of Trains during bad weather impairing visibility\n219. Duties of station master in bad weather impairing visibility\n220. Working of Trains without ‘Fog Safe Device’\n221. Duties of Loco pilot in case of bad weather impairing visibility\nF. Train Stopping, Delayed, Unable to proceed and Incapacitated in\nBlock section etc.\n222. Working in case of accident or obstruction and reporting of unsafe\nmovement\n223. Protection of trains stopped between stations\n224. Trains unusually delayed in a block section\n225. Train not to move after assistance has been asked for in case of\naccident or break down\n226. Train in a block section without authority to proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "xiii\n227. Train Parting\n228. Working of train in two or more portions due to loco unable to haul the\nload or for any other reason\n229. Working of relief locomotive or relief trains (Accident Relief Train\n/Accident Relief Medical Van) on blocked line\nG. Report of conditions likely to affect running of trains\n230. Report of conditions likely to affect running of trains to Controller or\ncentralised traffic control Operator\nH. Vehicles escaping from station\n231. Vehicles escaping from station\nI. Fire\n232. Fire\nCHAPTER X\nELECTRICAL AND PERMANENT WAYS AND WORKS\nA. Railway Servants employed on the Way or Works\n233. Inspector of Electrical and Permanent Ways and Works\n234. Condition of Way and Works\n235. Maintenance of line\n236. Keeping of material\n237. Inspection of Way and Works\n238. Patrolling of lines\n239. Work involving danger to trains or traffic\n240. Work during night and bad weather impairing visibility\n241. Precaution before commencing operations which would obstruct the\nline\n242. Showing of signals to stop a train in case o f obstructed or when line is\nunder repair but movement of trains on that portion of the track need\nnot be suspended\n243. Assistance in protection of trains etc.\n244. Knowledge of signals and equipment of track inspecting and\nmaintenance staff\n245. Inspection of signals, tools and implements", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "xiv\n246. Responsibility of Inspector of way and works as to safety of line\n247. Blasting and working near a line\n248. Putting in or removing points or crossings\n249. Duties of electric and permanent ways and works inspectorial or\nMaintenance staff when apprehending danger\nB. The Working of Trollies, Motor Trollies and Lorries\n250. Distinction between Trolley and Lorry\n251. Equipment of trolley including Motor Trolley or Lorry\n252. Red flag or light to be shown on a trolley, motor trolley or lorry\n253. Efficient brakes\n254. Competent railway servant to be in charge of lorry or trolley, when on\nthe line\n255. Attachment of lorry or trolley to train prohibited\n256. Time of running\n257. Working of Motor trolley\n258. Working and protection of trolley other than motor trolley\n259. Protection of lorry on the line\n260. Trollies including motor trollies or Lorries, when out of use\n261. Corridor block and working under Shadow Block\nC. Additional rules for Electrified Sections\n262. Reporting of defects in Electric Way and works\n263. Warning to staff and public\n264. Permit to work on electrical equipment\n265. Procedure for making the overhead equipment dead\n266. Protection of staff at worksite\n267. Alterations to track\n268. Tripping of circuit breakers of Locomotive at neutral sections\n269. Rules regarding shut down of overhead equipment.\n270. Additional rules for electrified section\nCHAPTER XI\nLEVEL CROSSING\n271. Level crossing\n272. Controlling Railway of level crossing Gates", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "xv\n273. Interlocking of Level Crossing Gates and Approach Train Warning and\ntrack locking\n274. Knowledge of signals and Gate operation\n275. Road Traffic\n276. Supply and care of equipment\n277. Failure of locking arrangements at level crossing gates\n278. Gateman to observe passing trains and position of Gateman\n279. Channel for flange of wheels\n280. Obstruction at level crossings\n281. Parting of a train\n282. Trespassing\n283. Transfer of charge of gate\n284. Height gauges\n285. Appendix\n*****************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "1\nCHAPTER I\nPRELIMINARY\n1. Short title and commencement . - (1) These rules may be called the\nDedicated Freight Corridor Railway General Rules, 2018.\n(2) The y shall come into force o f the date of their publication in the\nOfficial Gazette.\n2. Definitions.- In these rules, unless the context otherwise, requires.-\n(1) “Act” means the Railways Act, 1989 (24 of 1989);\n(2) “adequate distance” means the distance sufficient to ensure\nsafety;\n(3) “approach lighting” means an arrangement in which the lighting\nof signals is controlled automatically by the approach of a train;\n(4) “approved means of communication” means any communication\nequipment or system which is capable of audio or text\ntransmission between controller and stations and train crew and\nis approved under special instructions;\n(5) “approved special instructions” means special instructions\napproved by the Commissioner of Railway Safety;\n(6) “aspect of a signal” means the appearance (colour or light) of a\nsignal as seen by the Loco Pilot of an approaching train;\n(7) “authorised officer” means the Director, Operations and Business\nDevelopment, Dedicated Freight Corridor Railway;\n(8) “authority to proceed” means the authority given to the Loco\nPilot of a train, un der the system of working, to enter the block\nsection with his train;\n(9) “axle counter” means an electrical device which, when provided\nat two given points on the track, proves by counting axles in and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "2\ncounting axles out, whether the section of the track bet ween the\nsaid two points is clear or occupied;\n(10) “bad weather impairing visibility” means adverse weather\ncondition whereby normal visibility is reduced to less than 180\nmeters warranting special measures or extra care for working of\ntrains;\n(11) “block back” means to dispatch a message from a block station\nintimating to the block station immediately in rear on a double\nline, or to the adjacent block station on either side on a single\nline, to advise that the block section is obstructed or is to be\nobstructed;\n(12) “block forward” means to dispatch a message from a block\nstation intimating to the block station immediately in advance on\na double line that the block section in advance is obstructed or is\nto be obstructed;\n(13) “block overlap” means the adequate distance of not less than one\nhundred eighty meters beyond the first stop signal of the block\nstation in advance which is required to be kept clear when\ngranting line clear to the block station in rear;\n(14) “block proving by axle counter” means to prove complete arriva l\nof train by counting the number of axles in the composition of a\ntrain at the entry point and then comparing it with the numbers of\naxles in the same train at the exit point of a block section;\n(15) “block section” means that portion of the running line bet ween\ntwo block stations on to which no running train may enter until\nauthorised to do so under the system of working. In case of\nabsolute block system of working the authority to enter a block\nsection is given only after line clear has been received from t he\nblock station at the other end of the block section. In case of\nautomatic block system of working, the authority is\nautomatically given after the line is clear upto an adequate\ndistance beyond the next automatic signal;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "3\n(16) “block station” means a station at which the loco pilot must\nobtain an authority to proceed under the system of working\nbefore entering into the next block section with his train. Block\nstations are classified differently based on minimum equipment\nof signals under different system of working;\n(17) “caution notice” means a notice attached to or placed in the\ndanger zone of live equipment in electrified lines calling\nattention to the danger of touching or interfering with such\nequipment and bearing the words ‘caution-live equipment’;\n(18) \"caution order\" means an order given to loco pilot of a train,\nwhenever , in consequence of line being under repair or for any\nother reason special precautions are necessary.\n(19) “centralised traffic control” means a system by which the\nworking of trains over a route to which the system applies, is\ngoverned by signals remotely controlled from a designated place;\n(20) “centralised traffic control operator” means the competent\nrailway servant on duty who may for the time being be\nresponsible for the working of trains on centralised traffic control\narea;\n(21) “clear standing length” means distance between foot of the signal\nto the fouling mark in the rear of the same line in case of main\nline and directional loop lines at station yards. In case of\ncommon loop at stations, clear s tanding length shall be the\ndistance between the two starter signals of the opposite direction\non the same line\".\n(22) “commissioner of railway safety” means a commissioner of\nrailway safety appointed to exercise designated functions under\nthe act, and includes the chief commissioner of railway safety;\n(23) “competent railway servant” means a railway servant duly\nqualified to undertake and perform the duties entrusted to him\nunder these rules;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "4\n(24) “connections” when used with reference to a running line, means\nthe poin ts, crossings and other appliances for connecting such\nlines with other lines or to cross it;\n(25) “controller” means a railway servant on duty who, for the time\nbeing is responsible for regulating the working of traffic on a\nsection of a railway provided with communication equipment\nbetween the control, stations and train crew;\n(26) “danger notice” means a notice attached to dead electric\nequipment and its switches or cut off fuses to warn that the\nequipment should not be made live so long men are working and\nbearing the words ‘danger - men working’;\n(27) “danger zone” means the zone lying within two meters of any\nlive equipment in the twenty five kilo volt alternating current\ntraction system where there is danger to life or injury from shock,\nburn, fire or explosion, attendant upon transmission,\ntransformation, conversion, distribution or use of electrical\nenergy, and in which no work is permitted when the equipment is\nlive;\n(28) “day” means from sunrise to sunset;\n(29) “direction of traffic” means-\n(a) on a double line and multiple line, the direction for which the\nline is signalled;\n(b) on a single line and twin single line, the direction for the time\nbeing established, under the system of working, to allow trains to\nmove in that direction;\n(30) \"Director, Operations and Bu siness Development\" means a\nperson who (the head of traffic department of Dedicated Freight\nCorridor Railway) is the responsible for transportation of freight\ntrains appointed as such by a special order of the railway board;\n(31) “distributed powering” means an arrangement to synchronise\npowering of two or more locomotives distributed along the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "5\nlength of the train which in the rear are remote controlled from\nthe leading locomotive through radio transmission;\n(32) “electrified line” means track provided with overhead equipment;\n(33) “electrical way and works” means the traction installations\nincluding overhead equipment and other connected works\nprovided on the electrified sections of the railway;\n(34) “railway emergency call” is the highest priority group call in\nglobal system for mobile communication (railway) based mobile\ntrain radio communication system which can be initiated by a\nmobile radio or controller's or man -machine-interface user in\ncase of any railway operational emergency and is routed to pre -\ndefined users i.e. loco pilots, station masters, controllers & other\nrailway personnel related to operations, located within a pre -\ndefined geographical area;\n(35) “end of train telemetry” means end of train telemetry,\nconstituting a rear -end electronic device of approved des ign\nmounted on the rear coupler of the rear most vehicle of a train,\nand communication through radio signal with compatible device\non locomotive for brake application , monitoring continuity, last\nvehicle check and other functions. The rear end electronic device\nalso has a flashing red light to work as tail lamp, and an amber\nflashing light which can be switched 'on' and 'off' by the loco\npilot or is automatically switched 'on' in case of parting of\ntrain\";\n(36) “facing and trailing points” - points are fa cing or trailing in\naccordance with the direction of a train or vehicle moving over\nthem. Points are said to be facing points when by their operation\na train approaching them can be directly diverted from the line\nupon which it is running to another line;\n(37) “feeding post” means an electric supply control post, where the\nincoming feeder lines from grid sub-station are terminated;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "6\n(38) “fixed signal” means a colour light signal, for use by day and\nnight, provided at a fixed location indicating a condition\naffecting the movement of trains;\n(39) “fog safe device”- is a device meant to pre -warn the loco pilot of\nan approaching train, the locality of a signal. It is installed in the\nlocomotive cab for use during bad weather impairing visibility;\n(40) “fouling mark” indicates location beyond which infringement of\nstandard moving dimensions occurs, where two lines cross or\njoin one another;\n(41) “gateman” means a competent railway servant posted at a level\ncrossing for working the gates;\n(42) “goods train” means a train (other than a ma terial train) intended\nsolely or mainly for the carriage of animals or goods;\n(43) “guard” means the railway servant or any other railway servant\nwho may for the time being be performing the duties of a guard\nunder the loco pilot;\n(44) “inspector of electric way and works” (senior executive electrical\nor executive electrical) means a railway servant who is, for the\ntime being, responsible for construction or maintenance of\nelectric way and works, provided in a section and at stations or\nother works connected with overhead equipment, and includes\nany other person who may for the time being be performing the\nduties of inspector of electric way and works;\n(45) “inspector of permanent way or works” (senior executive civil or\nexecutive civil) means a railway servant who is , for the time\nbeing responsible for construction or maintenance of permanent\nway, points, gates, bridges provided in a section and at station or\nother works connected therewith, and includes any other person\nwho may for the time being be performing the duties of\npermanent way inspector;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "7\n(46) “interlocking” means an arrangement of signals, points and other\nappliances operated from a panel or video display unit at a\nstation or a centralised location so interconnected by mechanical\nor electrical or electronic m eans so that their operation must take\nplace in a proper sequence to ensure safety. Interlocking ensures\nthat the signal for the line it protects cannot be taken off unless\nthe route is set, facing points are locked and if line is track\ncircuited it is also clear of obstruction;\n(47) “intermediate block post” means an unmanned class 'c' station on\na double line, remotely controlled from the block station in rear;\n(48) “intermediate block signalling” means an arrangement of\nsignalling on double line in which a long block section is split\ninto two portions, each constituting a separate block section by\nproviding an intermediate block post;\n(49) “Indian railway junction stations” means a station worked by\nIndian Railways having connection with dedicated freight\ncorridor railway lines;\n(50) “isolation” means an arrangement, secured by the setting of\npoints or other means approved under special instructions, to\nprotect the line so isolated from the danger of obstruction from\nother connected line or lines;\n(51) “interrupter, isolator switches” - means switches provided for\nshutting 'off 'or switching 'on' power supply to overhead\nequipment in electrified line;\n(52) “last stop signal” means the stop signal of a station controlling\nthe entry of trains into the next block section;\n(53) “last vehicle check device” means a device which automatically\nchecks the complete arrival of the train at a station;\n(54) “level crossing” means the intersection of road with railway track\nat the same level;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "8\n(55) “level crossing gate” means any form of movable barrier,\nincluding a chain or metallic wire rope or other device capable of\nbeing closed and locked across the road for blocking the path of\nroad vehicles at the level crossing; it does not include a wicket\ngate or a turnstile which is for the use of pedestrians;\n(56) “line clear” means the permission from a block station to a block\nstation in rear for a train to leave the latter and approach the\nformer, or the permission obtained by a block station from a\nblock station in advance for a train to leave the former and\nproceed towards the latter;\n(57) “lineman” means a railway servant authorised to inspect and\nwork on the electric overhead lines and switches in relation\ntherewith and includes such other person as is for the time being\nresponsible for the duties of a lineman;\n(58) “loco pilot” means locomotive driver or any other competent\nrailway servant for the time being in charge of driving a train or\na self-propelled vehicle;\n(59) “main line” means the line ordinarily used for running trains\nthrough and between stations;\n(60) “material tr ain” means a departmental train intended solely or\nmainly for carriage of railway material when picked up or put\ndown or for execution of works, either between stations or within\nstation limits;\n(61) “mobile train radio” means any digital wireless based secure d\nmeans of communication equipment between train crew or\ncontrol or stations. This digital wireless communication system\nwill provide \" duplex point to point voice call\", simplex \"voice\ngroup call\" and \"simplex emergency calls \";\n(62) “multiple-aspect colour l ight signalling” means a signalling\narrangement in which signals display at any one time any one of\nthe three or four or more aspects and in which the aspect of every", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "9\nsignal is pre -warned by the aspect of the previous signal or\nsignals;\n(63) “multiple unit tra in” or \" long haul train” means a train\nconsisting of two or more single unit trains coupled together and\noperated as one train;\n(64) “neutral section” means a short section of insulated and dead\noverhead equipment on electrified line which separates the area s\nfed by adjacent sub-stations or feeding post;\n(65) “night” means from sunset to sunrise;\n(66) “obstruction” and its similar expression includes a train, vehicle\nor obstacle on or fouling a line, or any condition which may be\npotentially dangerous to running of trains;\n(67) “on board safety device” means a device which ensures\nautomatic application of brakes on a train as and when- (a) a train\nis on a collision course, or (b) a stop signal is passed at \"on\", or\n(c) train speed exceeds the prescribed limit, or (d) loc o pilot is\nnot found attentive; some of these devices are anti -collision\ndevice, train protection & warning system, vigilance control\ndevice etc.;\n(68) “over head equipment” means the electrical conductors over the\ntracks together with their associated fitting s, insulators and other\nattachments, by means of which they are suspended and secured\nin position for the purpose of electric traction;\n(69) “pantograph” means a collapsible device mounted on and\ninsulated from the roof of an electric locomotive or motor coach\nand provided with means of collecting current from the overhead\nequipment;\n(70) “point and trap indicators” are not signals but are appliances\nfitted to and working with points to indicate by day or by night\nthe position in which the points are set;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "10\n(71) “power b lock” means blocking of a section of line to electric\ntraffic only;\n(72) “private number booklet” means a booklet containing a series of\nprivate numbers used in train operation b y the railway servant on\nduty. T he booklet must be kept in the personal custody of the\nusers and it will be the responsibility of the custodian that no\none but himself or herself shall have access to it;\n(73) “rail-cum-road vehicle” is a specially designed vehicle, capable\nof plying both on road as also on rails and is used for inspection\nand maintenance work. The rail -cum-road vehicle will normally\nrun on road and would run on rails only on the section where\nsome work is required to be done. It is treated as a 'train' when\nrunning on rails;\n(74) “railway” means railways as defined under clause (31) of section\n2 of the Railways Act, 1989 (24 of 1989) and includes\ngovernment and non-government railways;\n(75) “railway administration”, in relation to, –\n(a) a government railway, means the General Manager of a\nZonal Railway;\n(b) a non -government railway, means the person who is the\nowner or lessee of the railway or the person working the\nrailway under an agreement; and in case of dedicated\nfreight corridor railway, means “board of directors” of\ndedicated freight corridor railway,\n(c) for dedicated freight corridor railway, means \" authorised\nofficer \" of dedicated freight corridor railway;\n(76) “running line” means the line governed by one or more signals\nand includes connections, if any, used by a train when entering or\nleaving a station or when passing through a stat ion or between\nstations;\n(77) “railway servant” means staff of the government railways,\ndedicated freight corridor railway, and any other non-government", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "11\nrailways; on whom any definite responsibility is entrusted by\nthese rules;\n(78) “reversing handle” means a ha ndle which controls the forward\nand reverse running of the traction motors and is fitted in such a\nmanner that it can only be removed when the master controller is\nlocked ‘off’;\n(79) “running train” means a train which has started under an\nauthority to proceed from a station or yard and has not completed\nits journey;\n(80) “secured means of communication” means an approved means of\ncommunication where identification of the caller and the called is\ndistinctly established and each conversation is either followed\nby exchange of private number or recorded to establish\nauthorisation, authentication and non repudiation of action taken\nbetween the two;\n(81) “shunting” means the movement of the vehicle or vehicles with\nor without a locomotive or of any locomotive or any other self-\npropelled vehicle, for the purpose of attaching, detaching or\ntransfer or for any other purpose;\n(82) “shunting key” means key which when taken out from a block\ninstrument constitutes authority for performing shunting in the\nblock section which the loc o pilot keeps in his possession . Until\nreturned the block instrument provided for taking or granting line\nclear remains locked and cannot be operated;\n(83) “signal inspector”(senior executive signal or executive signal)\nmeans a railway servant who is, for the ti me being, responsible\nfor design, construction or upkeep of signalling equipment, or\nother works connected therewith, over a given station, and\nincludes any other person who may for the time being be\nperforming the duties of signal inspector;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "12\n(84) “signal overlap” means the adequate distance not less than one\nhundred twenty meters beyond the next stop signal which is\nrequired to be kept clear in order to take ‘off’ a stop signal;\n(85) “signalling equipment” at a station shall mean to include fixed\nsignals, block in struments, interlocking, track circuits, axle\ncounters, connected gears, cables and relays, junction boxes, data\nlogger, panel instruments, point machines, gate panel and\ninterlocking gears including boom and its interlocking with gate\nsignals and any othe r related equipment or connection or\nsoftware used for interlocking or any warning board or marker\nused for signalling purposes in these rules, and such other item as\nmay be prescribed by the special instructions;\n(86) “special instruction” means instruction i ssued from time to time\nby the authorised officer in respect to particular case or special\ncircumstances;\n(87) “station” means any place on a line of railway at which traffic is\ndealt with or at which an authority to proceed is given under the\nsystem of working;\n(88) “station limits” means the portion of a railway which is under the\ncontrol of a station master and is situated between the outermost\nsignals of the station or as may be specified under special\ninstructions;\n(89) “station master” means a person on duty w ho is for the time\nbeing responsible for the working of traffic within station limits,\nand includes any person who is for the time being in independent\ncharge of the working of any signals and responsible for working\nof trains under the system of working in force;\n(90) “station section” means that section of station limit, at a class ‘B’\nstation provided with multiple aspect colour light signals, which\nis included, –\n(a) on a double line, -\n(i) between block section limit board and the last stop\nsignal for each direction, or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "13\n(ii) between outermost facing point and the last stop\nsignal for each direction, if there are no block section\nlimit boards; or\n(b) on a single line, -\n(i) between the advanced starters, or\n(ii) between outer most facing points, if there are no\nadvanced starters;\n(91) “subsidiary rule” means special instruction issued by authorised\nofficer which are subservient to the general rule to which it\nrelates and shall not be at variance with any general rules;\n(92) “supervisor or official in -charge” means the rai lway servant who\nmay, in addition to his duties, be responsible to ensure that the\nrailway servant working under him as notified by railway\nadministration perform their prescribed duties and the term shall\ninclude traffic inspector, signal inspector, insp ector of electrical\nways and works, and inspector of permanent way and works;\n(93) “system of working” means the system adopted for the time\nbeing for the working of trains on any portion of railway;\n(94) “terminal station” means station or yard or part of the yar d,\nspecially declared so by the authorised officer, where normally\nno train runs through and trains originate or terminate or continue\nits onward journey after change of crew or locomotive or issue of\ncaution order and such station or yard or part of the y ard can be\nalternatively provided with stop boards instead of stop signals at\na place where trains normally come to a stop. Signal overlap is\nnot required at such station or yard;\n(95) “track circuit” means an electrical circuit provided to detect the\npresence of vehicle on a portion of track, the rails of the track\nforming part of the circuit;\n(96) “tower wagon” means a self -propelled vehicle which is used for\nthe maintenance and repairs of overhead equipment in electrified\nline;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "14\n(97) “traction power controller” means a competent railway servant\nwho may for the time being be responsible for the control of\npower supply on the traction distribution system;\n(98) “traction power distribution system” refers to system for\ndistributing electrical energy for traction purposes;\n(99) “traffic block” means blocking of a particular portion of line\nagainst movement of all traffic except movement of trains or\nvehicles required for carrying out the work for which block is\nbeing operated;\n(100) “train” means a locomotive with or without vehicles at tached, or\nany self -propelled vehicle with or without a trailer or vehicles\nattached, which cannot be readily lifted off the track;\n(101) “train examiner” means a railway servant duly qualified to\nexamine trains and certify their fitness for safe running and\nincludes any other railway servant who may for the time being be\nperforming the duties of a train examiner;\n(102) “unit train” is a train which can be accommodated in standard\nclear standing length of Indian Railways.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "15\nCHAPTER II\nRULES APPLYING TO RAILWAY SERVANTS GENERALLY\n3. Supply of copies of rules . – The dedicated freight corridor railway\nadministration shall supply, -\n(a) a copy of these rules, -\n(i) to all operations control centre and stations of dedicated\nfreight corridor railway,\n(ii) to all Indian R ailway junction stations and stations\ncontrolling level crossings common to dedicated freight\ncorridor railway lines,\n(iii) to such Indian Railway Zonal, divisional and area control\noffices that are connected with working of trains on\ndedicated freight corridor railway lines,\n(iv) to each locomotive running shed connected with working\nof trains on dedicated freight corridor railway lines, and\n(v) to such other offices as it may prescribe under special\ninstructions;\n(b) to each railway servant on whom any definite respon sibility is\nplaced by the said rules, a copy of these rules, or of such portion\nthereof as relates to his duties; and\n(c) to any railway servant a copy of these rules or translation of the\nsaid rules or of such portion, thereof as relates to his duties, as\nmay be prescribed under special instructions provided further\nthat in case of any discrepancies the English version of the same\nshall prevail.\n4. Upkeep of the copy of rules .- Every railway servant who has been\nsupplied with a copy of these rules, shall, -\n(a) have his copy readily available when on duty;\n(b) keep it posted with all amendments;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "16\n(c) produce the same on demand for inspection by any of his\nsuperiors within such time specified as under special\ninstructions;\n(d) obtain a new copy fro m his superior in case it is lost or defaced;\nand\n(e) ensure that staff working under him are supplied with all\namendments and that they also comply with the provisions of the\namended rule.\n5. Knowledge of rules. - every railway servant shall, -\n(a) be conversant with the latest rules relating to his duties whether\nsupplied or not with a copy or translation of rules relating to his\nduties and the dedicated freight corridor railway administration\nshall ensure that he does so;\n(b) pass the prescribed examination, if any;\n(c) satisfy himself that the staff working under him have complied\nwith the provisions mentioned under clauses (a) and (b); and\n(d) if necessary, explain to the staff working under him, the rules so\nfar as they apply to them.\n6. Assistance in observance of rules . - Every railway servant shall\nrender all possible assistance in carrying out these rules and report\npromptly any violation or breach thereof, which may come to his\nnotice, to his superior officer and other authority concerned.\n7. Prevention of trespass, damage or loss.-\n(1) every railway servant is responsible for the security and\nprotection of the property of the dedicated freight corridor\nrailway administration under his charge;\n(2) every railway servant shall endeavour to prevent, -\n(a) trespass on railway premises,\n(b) theft, damage or loss of railway property,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "17\n(c) injury to himself and others, and\n(d) fire in railway premises.\n8. Obedience to rules and orders. - Every railway servant shall, -\n(1) promptly observe and obey, -\n(a) all rules and special instructions,\n(b) all lawful orders given by his superiors; and\n(2) update his knowledge of rules, special instructions and other\ninstruction.\n9. Attendance for duty.- Every railway servant shall be in attendance for\nduty at such times and places for such periods as may be fixed in this\nbehalf by the railway administration and shall also attend at any other\ntime and place at which his services may be required.\n10. Absence from duty.-\n(1) no railway servant shall , without the permission of his superior,\nfail to report for duty, or absent himself while on duty or alter his\nappointed hours of attendance or exchange duty with any other\nrailway servant or leave his charge of duty unless properly\nrelieved.\n(2) if any rai lway servant while on duty desires to absent himself\nfrom duty, he shall immediately report the matter to his\nsupervisor or in charge and shall not leave his duty until a\ncompetent railway servant has been placed in charge thereof.\n(3) if any railway servant is unable to attend his appointed roaster\nduty, he shall inform his supervisor or in charge well in advance\nso that a competent staff can be arranged to work in his place.\n11. Taking alcoholic drink, sedative, narcotic, stimulant drug or such\npreparation.-\n(1) while on duty, no railway servant shall, whether he is directly\nconnected with the working of trains or not, be in a state of\nintoxication or in a state in which his capacity to perform his\nduty is impaired, by reason of his having taken or used any", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 40, + "text": "18\nalcoholic drink, sedative, narcotic, or stimulant drug, or\npreparation.\n(2) no railway servant, shall take or use any alcoholic drink,\nsedative, narcotic or stimulant drug or preparation within eight\nhours before commencement of his duty or such other time as\nprescribed under special instructions, or take or use any such\ndrink, drug or preparation when on duty.\n(3) railway servant found under the influence of alcohol or in a state\nof intoxication shall not be put on duty.\n(4) monitoring mechanism for implementation of sub -rule (1), (2)\nand (3) shall be set up at appropriate location by the dedicated\nfreight corridor railway administration in accordance with special\ninstructions.\n(5) no railway servant shall object to a prescribed test when\nconducted on him to assess the state of intoxication before taking\nhim on duty.\n12. Conduct of railway servant. - A railway servant shall,\n(a) wear the badge and uniform, as prescribed, and be neat and\ntidy in his appearance and not sleep while on duty,\n(b) be prompt, alert, civil and courteous,\n(c) not solicit or accept illegal gratification,\n(d) give all reasonable assistance and be careful to give correct\nand relevant information to the public, and\n(e) give his name and designation without hesitation when\nasked.\n13. Duty for securing safety.- (1) Every railway servant shall, -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 41, + "text": "19\n(a) see that every exertion is made for ensuring the safety of\nthe public,\n(b) promptly report any occurrence affecting or likely to affect\nthe safe or proper working of the Railway which may come\nto his notice, and\n(c) render on demand all possible assistance in the case of an\naccident, disaster or obstruction, and\n(d) Observe all the safe practices and precautions prescribed\nfor his assigned duty, and never resort to methods\nendangering safety.\n(2) every railway servant who observes,-\n(a) that any signal is defective,\n(b) any obstruction, failure or threatened failure of any part of\nthe permanent way or works, or electrical way or works,\n(c) anything wrong with a train, like hot box or axle, under\ngear hanging or a loose vehicle, or\n(d) any unusual circumstance or situation including forecast\nor warning of inclement weather, storm etc., which is\nlikely to interfere with the safe running of the train, o r the\nsafety of the public, shall take immediate st eps, such as\nthe circumstances of the case may demand, to prevent\naccident, and inform the nearest Station Master or control\noffice by quickest possible means. The station master\nand/or the controller on receipt of such information shall\ntake measures as a re feasible including putting the signal\nat 'ON', shutting down of overhead equipment, warning\nthe loco pilot on approved means of communication,\ninitiating 'railway emergency call' where mobile train\nradio communication system is provided , or showing\nhand signals to stop the train;\nProvided that in case of a train having parted, he shall not show a\nstop hand Signal but shall endeavour to attract the attention of the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 42, + "text": "20\nloco pilot by calling on approved means of communication,\nshouting, gesticulating or other means.\n(3) Precautions to be taken for working of trains during storm and\nstrong wind - in case of warning message forecasting cyclone,\nstorm or strong wind, the station master in consultation with the\nsection controller or loco pilot of the tra in, detain the train and\nalso not give line clear to a train coming to his station until storm\nabates and he considers movement of trains safe;\nFurther, should a train be caught while on run between stations, if\nthe loco pilot is of the opinion that it is likely to endanger the safety\nof his train, he shall immediately control the speed and stop at the\nfirst convenient place, taking care, as for as possible, to avoid\nstoppage of the train at places like sharp curves, high embankment\nand bridges (including approaches thereof). He shall restart his train\nonly after the storm abates and it is considered safe to proceed\nmovement of trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 43, + "text": "21\nCHAPTER III\nSIGNALS\nA - General Provisions\n14. Prescribed signals to be used. -The signals prescribed in the se rules\nshall be used for controlling the movement of trains in all cases in\nwhich exceptions are not allowed by approved special instructions.\n15. Kinds of signals.- The signals to be used for controlling the movement\nof trains shall be,-\n(a) fixed signals;\n(b) hand signals;\n(c) detonating signals;\n(d) on Board signals; and\n(e) cab signalling.\n16. Placing of signals. - (1) (a) fixed signals shall be clearly visible to the\nloco pilots of trains approaching them and shall be pla ced immediately\nto the left of or above the line to which they refer unless otherwise\nauthorised under special instructions;\n(b) unless otherwise permitted by special instructions, where\ntwo or more lines\nconverge, signals shall be placed on separate posts or a\ngantry;\n(c) where signals are placed on a gantry, these shall be ,-\n(i) so grouped that respective signals are easily\ndistinguishable for each running line and are placed\nover the running line to which they refer, and\n(ii) where placed o n separate posts, so arranged that the\nextreme left hand signal refers to extreme left hand\nline and the second from the left refers to the next\nline from the left and so on.\n(2) Hand signals shall be so displayed as to point it towards the loco\npilot of the approaching train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 44, + "text": "22\n(3) On board, signals shall be displayed in the console in front of the\nloco pilot's seat in the driving cab of the locomotive.\nB - Description of fixed Colour light Signals\n17. Fixed signals to be used. - (1) All station s shall be equipped with\nmultiple aspect colour light signals; four aspect fixed colour light\nsignals in case of Absolute block system of working and three or four\naspect fixed colour light signals in case of automatic block system of\nworking.\n(2) The aspects of a colour light and position light signal both by day\nand by night shall be the same and shall be displayed by fixed\nlight or lights.\n(3) The aspect and indication of a fixed colour light stop signal in\nthree and four aspect signalling territory are shown below-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 45, + "text": "23\nC - Kind of fixed signals in absolute block system of working\n18. Description of permissive distant signal and its indications. - (1) A\ncolour light distant signal is intended to warn a loco pilot, the aspect of\nan approaching stop signal to be provided at an adequate distance in\nrear of the stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 46, + "text": "24\n(2) A colour light distant signal shall be provided with a marker\nconsisting of white -enamelled disc with letter ‘P’ in black on\nsignal post below the signal.\n(3) The aspects and indication of a colour light distant signal is as\nshown below -\n(4) where necessary, more than one distant signal may be\nprovided, and in such a case, the outermost signal shall be called\nthe distant signal and the other called th e inner distant signal, with\nthe distant signal capable of displaying ‘Attention’ or ‘Proceed’\naspect only, and ,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 47, + "text": "25\n(a) the inner distant signal shall be located at an adequate\ndistance of not less than one thousand meters in the rear of\nthe stop signal the aspect of which it warns, and the distant\nsignal at an adequate distance of not less than two thousand\nmeters from the first stop signal in the direction of\napproaching train;\n(b) warning Board to indicate to the loco pilot that he is\napproaching the outermost signal need not be provided\nwhere more than one distant signals are provided;\n(c) the aspects of the distant and inner distant signals are as\nindicated below:-\nDistant Inner\nDistant Home Starter\nAdvanced\nStarter\n1. To stop at\nHome\nDouble\nYellow\nYellow Red -- --\n2. To stop at\nloop Line\nstarter\nDouble\nYellow\nDouble\nYellow\nYellow with\nroute indicator\nRed --\n3. To pass\nthrough via\nloop line\nDouble\nYellow\nDouble\nYellow\nYellow with\nroute indicator\nYellow Green\n4. To stop at\nmain line\nstarter\nGreen Double\nYellow\nYellow Red --\n5. To run\nthrough main\nline\nGreen Green Green Green Green", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 48, + "text": "26\n(d) the distant signal post shall have alternate yellow and b lack\nbands painted on it. In case of more than one distant signal,\nthe post of inner distant signal shall be painted white.\n(5) (a) under approved special instructions a colour light distant\nsignal may be combined with the last stop signal of the\nstation in the rear or with a stop signal protecting a level\ncrossing; and\n(b) when a colour light distant signal is thus combined, the\narrangement shall be such that the signal shall not display a\nless restrictive aspect than the \"stop\" aspect till line cl ear is\nbeing obtained from the station ahead in former case and\nuntil the level crossing gate has been closed and locked for\nthe passage of the train in the later case.\n19. Kinds of fixed stop signals for approaching trains.-\n(1) The stop signals which control the movement of trains\napproaching a station is called a home signal.\n(2) (a) the home signal is the first stop signal of a station and shall\nbe located at an adequate distance of not less than one\nhundred eighty meters outside all th e connections on the\nline to which it refers; and\n(b) where necessary, more than one home signal can be\nprovided at a station and in that case, the outer most home\nsignal shall be called home signal and subsequent signals\nshall be called second home, third home and so on.\n(3) Whenever there is a need to indicate to the loco pilot which one\nof the two or more diverging routes is set for him, a route\nindicator as described in sub -rule (5) below shall be provided on\nthe post of the home signal, which shall work in conjunction with\nthe signal to show the route only when the signal is taken 'OFF',\ngiving no light when there is no diversion as below-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 49, + "text": "27\n(4) For the purpose of diversion, the signal displaying single yellow\naspect with a minimum of three lights out of the five lights of the\nroute indicator lit shall be taken as a signal correctly taken off. If\nless than three lights are lit, the signal shall be treated as\ndefective.\n(5) The route indicator can either be a direction type indicator having\nfive lamp unit arm or an electrically lit box to display the line\nnumber to which the train is being diverted.\n20. Kinds of fixed stop signals for departing trains. - (1) The stop signal\nwhich control the movement of trains leaving a station are o f two\nkinds, namely-\n(i) starter; and\n(ii) advanced starter.\n(2) When a train leaving a station is guided by only one starting\nsignal, as in case of a station having either only one departure\nline or having a common starter for two or more de parture lines,\nit is the last stop signal of the station and is called the starter.\n(3) When a train leaving a station is guided by more than one\nstarting signal, as in case of a station having two or more\ndeparture lines each provided with their own star ter signal, the\noutermost starting signal is the last stop signal of the station and\nis called the advanced starter.\n(4) The starter, where only one such signal is provided, or the\nadvanced starter shall be fixed at an adequate distance of not less\nthan one hundred twenty meters outside all connections to which\nit refers and defining beginning of the block section, beyond\nMain signal Yellow with route\nindicator lit.\nMain signal Yellow or double\nYellow or green with no light in\nroute indicator.\nIndicates– DIVERSION- towards\nthe line for which it is lit\nIndicates– “NO DIVERSION”", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 50, + "text": "28\nwhich no train shall pass, without authority to proceed required\nunder the system of working.\n(5) The starter which refers to onl y a specific line shall be placed so\nas to protect the first facing points or fouling mark of the\nconnections to another running line.\n(6) (a) When in addition to advanced starter and the first starting\nsignal referring to a line, additional starting s ignals are\nprovided due to divergence of running lines before entry\ninto a block section, the first starting signal shall be called\nstarter signal and the subsequent signal shall be called first\nintermediate starter signal, second intermediate starter\nsignal and so on.\n(b) In case of stations having extended loops provided with\nmore than one starting signal, one after another, the last\nstarting signal shall be called the starter signal and the\npreceding starting signal shall be called the rear starter; and\nin case more than one rear starters are provided, the starting\nsignal immediately preceding the starter signal shall be\ncalled the first rear starter signal, and the signal preceding\nthereafter, the second rear starter and so on.\n(7) Whenever there is a need to indicate to the loco pilot which one\nof the two or more diverging routes is set for him, a route\nindicator, as described in sub -rule (3), (4) and (5) of the rule 19,\nshall be provided on the post of the starter or intermediate starter\nsignal.\n(8) \"Every starter signal or intermediate starter signal, protecting a\nline used for berthing of trains, shall have a board fixed on the\nsignal post indicating clear standing length in meters written in\nwhite against a blue background. Where the cle ar standing\nlength cannot be indicated on the signal post, a separate indicator\nboard shall be provided.\n21. Intermediate block stop signal. - Intermediate block stop signal is the\nhome signal provided at an intermediate block post.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 51, + "text": "29\n22. Combining of signals.- Last stop signal of a station can be combined,\nif required due to inadequate length of block section, with the first stop\nsignal of a station in advance, or with a stop signal protecting a level\ncrossing ahead under special instructions and in such c ases,\narrangement shall be so made so as to ensure that the combined signal\ncannot be taken ‘OFF’ unless the conditions for taking ‘OFF’ of each\nof the respective signals of the constituents of that combined signals\nare fulfilled and if it is protecting a level crossing gate, then the level\ncrossing gate has been closed and locked for the passage of train.\nD - Kind of fixed signals in automatic block territory\n23. Type of fixed stop signals in automatic block territories. - In\nautomatic block territory, stop signals shall be of the following types. -\n(i) an automatic stop signal which is not dependent upon manual\noperation but is controlled automatically by the passage of a train\ninto, through and out of the automatic block signalling section;\n(ii) a semi-automatic stop signal which is capable of being operated\neither as an automatic stop signal or as a manual stop signal, as\nrequired;\n(a) when a semi -automatic stop signal works as an automatic\nstop signal, it assumes 'ON' and 'OFF' aspects\nautomatically according to the condition of the automatic\nblock signalling sections ahead;\n(b) when a semi-automatic stop signal works as a manual stop\nsignal, it assumes 'ON' aspect automatically on the\noccupation of the automatic block signalling sec tion ahead\nbut assumes ‘OFF’ aspect when operated manually,\nprovided the relevant automatic block signalling section\nahead are clear;\n(c) when a semi -automatic stop signal works as an automatic\nstop signal, the 'A' marker provided under the signal is\nilluminated and when the 'A' marker is extinguished, the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 52, + "text": "30\nsignal shall be deemed to work as a manual stop signal;\n(iii) A modified semi -automatic stop signal by converting one of the\neither automatic or semi -automatic stop signal in mid section\nunder special instructions; when the 'A' marker is extinguished, it\nworks as a modified semi-automatic stop signal and assumes 'off'\naspect automatically or is taken 'OFF' in accordance with sub -\nrule (2) of the rule 105 in case of double line and sub -rule (2) of\nthe rule 107 in case of single line. When 'A' marker is lit it work\nas any other automatic stop signal;\n(iv) a manual stop signal operated manually and which cannot work\nas an automatic or a semi-automatic stop signal.\n24. Kind of fixed stop signals for approaching trains.- The stop signal\nwhich control the movement of trains approaching a station in a double\nline automatic block territory shall also be either manually operated or\na semi-automatic home signal as in rule 19, and other provision of the\nsaid rule remaining same and equally applicable, except that it shall be\nplaced outside all connections at an adequate distance of not less than\none hundred twenty meters;\nIn case of single line such approach stop signals shall always be\nmanually operated stop signal for each direction, and it shall be located\noutside all connections at an adequate distance of not less than one\nhundred eighty meters;\n25. Kind of fixed stop signals for departing trains. - The stop signal\nwhich controls the movement of train s leaving the station shall also be\nof two kinds, namely starter and advanced starter as in rule 20, and\nother provisions of the said rule remaining same and equally\napplicable,-\n(a) in case of single line such departure stop signal shall be manually\noperated stop direction; and signal for each\n(b) in case of double line such departure stop signal shall either be a\nmanually operated or semi-automatic stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 53, + "text": "31\n26. Semi-automatic home and starter, intermediate starter stop\nsignals on do uble line. - (1) At a station on double line, the home,\nmain line starter and main line intermediate starter, if any, and\nadvanced starter where provided, all of them, shall either be\nmanually operated or semi- automatic stop signal.\n(2) At a sta tion on double line, irrespective of the home, main line\nstarter, main line intermediate starter, if any, and advanced starter\nwhere provided, being either manually operated or semi -\nautomatic stop signals, loop lines starter and intermediate\nstarters, if any, shall be manually operated stop signals.\n(3) Procedure and precautions to be taken before switching between\nsemi.-automatic to automatic stop signal and vice -versa shall be\nprescribed in station working rule.\n27. Illustrative diagram.- The aspects, indication and location of colour\nlight, three and four aspects signals in automatic block territory as\nshown below:-\n(a) automatic change of sequence of aspects behind the train in three -\naspect signalling territory\n(b) automatic change of sequence of aspects behind the train in four -aspect\nsignalling territory", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 54, + "text": "32\nE- Other fixed signals and Markers\n28. Calling-on signal.- (1) A calling-on signal is a subsidiary signal which\nhas no independent aspect in the ‘ON’ position and shall be a miniature\nyellow light provided with a ‘C’ marker.\n(2) A calling-on signal, where provided, shall be fixed below a stop\nsignal governing the approach of a train. Under special\ninstructions, a Calling -on signal may be p rovided below any\nother stop signal except the last stop signal.\n(3) A calling-on signal shall be used when the signal below which it\nis provided is defective or to receive a train on an obstructed line\nsince the main signal cannot be taken 'OFF'.\n(4) A calling-on signal shall show no light in the ‘ON’ position.\n(5) A calling-on signal shall except when permitted otherwise under\nspecial instructions detect all the points falling in the route which\nthe main signal above it detects excluding those p oints which fall\nwithin the signal overlap.\n(6) A calling-on signal, when taken 'OFF', calls on the loco pilot of\na train to draw ahead with caution, after the train has been\nbrought to a stop even though the stop signal above it is at 'ON'", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 55, + "text": "33\nand indicates to the loco pilot that he should be prepared to stop\nshort of any obstruction.\n(7) The aspects and indications of calling-on signals are as shown\nbelow.-\n29. Fixed signals at level crossings. - (1) Every gate which closes across\nthe road at a le vel crossing shall be interlocked and except when\ninterlocked with station signals, be provided a fixed stop signal at an\nadequate distance of not less than one hundred eighty meters from the\nedge of the level crossing showing 'STOP' aspects in both Up and\nDown directions when the level crossing gates are open for the passage\nof road traffic.\n(2) In addition, either a warning board of approved design as per\nsub-rule (3) of rule 60 at an adequate distance of two thousand\nmeters, and a permissive dist ant at an adequate distance of not\nless than one thousand mete rs showing caution aspect when the\nlevel crossing gate is open, shall be provided in rear of the stop\nsignal and the stop and the permissive distant signal where\nprovided shall attain proceed aspect only when the level crossing\ngate is closed against the road traffic.\n(3) In an automatic block signalling territory these three or four\naspect colour light gate signals shall be made a part of the\nautomatic block signalling in addition to their inte rlocking with\nthe level crossing gate as above.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 56, + "text": "34\n(4) In absolute block signalling territory, a ‘G’ marker shall be\nprovided on a level crossing gate stop signal except under the\nfollowing circumstances, namely,-\n(a) when there is a bridge between the level crossing gate stop\nsignal and the gate;\n(b) when level crossing gate stop signal is protecting points;\n(c) where level crossing gate stop signal is controlling the\nmovement of trains into rail-cum-road bridge; and\n(d) Where otherwise prohibited under special instructions.\n(5) In automatic block signalling territory, - (a) in case of an\nautomatic level crossing gate stop signal, in addition to the \"G\"\nMarker, an \"A\" Marker shall be provided which shall be lit only\nwhen gates are closed and locked against the road traffic;\n(b) in case of a semi -automatic level crossing gate stop signal,\nwhich protects points where exist in addition to the level\ncrossing gate, it shall have \"A\" Marker which is to be lit when\nthe gates are closed and locked against the road traffic, and\npoints are correctly set and locked for the route; In addition\nthe \"G\" Marker shall be replaced by \"AG\" Marker which shall\nbe lit only when the gates are either open to road traffic or have\nfailed but points where exist are correctly set and locked for the\nroute; Neither of the markers shall be lit when points where\nexists are not correctly set and locked for the route or have\nfailed; and\n(c) in case of a modified semi -automatic level crossing gate\nstop signal whe n not working in automatic mode both 'A'\nand 'AG' markers shall not be lit.\n30. Shunt signals . - (1) A shunt signal is a subsidiary signal to control\nshunting movement only and shall be a position light signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 57, + "text": "35\n(2) A shunt signal may be placed on a post by itself or below a stop\nsignal other than the first and last stop signal of a station.\n(3) More than one shunt signal may be placed on the same post and\nwhen so placed the top most shunt signal shall apply to the\nextreme left hand line and the second shunt signal from the top\nshall apply to the next line from the left, and so on.\n(4) When a shunt signal is placed below a stop signal, it shall show\nno light in the ‘ON’ position.\n(5) The shunt signals shall detect points upto next shu nt signal or\nstop signal whichever is closest but will have no signal overlap.\n(6) When a shunt signal is taken 'off', it authorises the loco pilot to\ndraw ahead with caution for shunting purposes although stop\nsignal, if any, above it is at 'ON' position.\n(7) In case shunt signals are not provided, hand signals shall be used\nfor shunting after ensuring setting of points and locking of facing\npoints.\n(8) The aspects and indications of position light type shunt signal are\nshown below,-\n(9) Defective shunt signal- The loco pilot shall not pass shunt signal\nthat refers to him at 'ON' or defective during shunting unless he\nhas received a shunting order from the station master on duty\nwith remarks that shunt signal cannot be taken 'off' or is\ndefective.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 58, + "text": "36\n31. Co-acting signals. - (1) Co -acting signals are duplicate signals fixed\nbelow the main signal on the same post, where in consequence of\nheight of the signal post or there being an over bridge or other obstacle,\nthe main light is not in view of t he loco pilot during the whole time\nwhile approaching it till he passes it.\n(2) Co-acting signal shall be fitted at such height that either the main\nlight, or the co-acting light, is always visible.\n32. Repeating signals.- (1) A signal placed in rear of a fixed signal for the\npurpose of repeating to the loco pilot of an approaching train the\naspects of the fixed signal in advance is called a repeating signal and it\nis provided when a fixed signal is not visible to the loco pilot from the\nminimum sighting distance continuously due to curvature or any other\ncause while he is approaching it.\n(2) A repeating signal shall be a colour light signal provided with an\n'R' marker.\n(3) More than one repeating signal may be provided for one signal,\nwhen so warranted by local conditions.\n(4) The aspects and indications of repeating signal in multiple aspect\ncolour light signalling are shown below,-\n(5) A colour light repeating signal shall show no light in track\ncircuited territory in the event o f the track between the repeating\nsignal and the signal the aspect of which it repeats is obstructed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 59, + "text": "37\n33. Distinguishing markers and signs for signals. - (1) Where necessary,\nsignals shall be distinguished by prescribed markers and such markers\nshall be fixed on the signal post below the signals as under,-\n24\nNote ,-Where a colour light distant signal\nis combined with a last stop signals as\nprovided for under Rule 24 the marker\nshall be dispensed with", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 60, + "text": "38", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 61, + "text": "39\n(2) Other distinguished markers and signs may be used with the\napproval of the Railway Board.\n34. Signals out of use. - (1) When a fixed signal is not in use it shall be\ndistinguished by two cro ssed bars, each bar being not less than one\nmetre long and ten centimeters wide, as illustrated below,-\n(2) Signals not in use shall not be lit.\n35. Placing of more than one signal on the same post. - Not more than\none signal referring to the trains moving in the same direction, whether\non the same line or on separate lines, shall be placed on the same post\nexcept as prescribed in the rule for calling-on, shunt, co-acting signals.\n36. Electric repeater.- The light of any fixed signal which cannot be seen\nfrom the place from which the signal is worked shall be repeated to the\nplace from where it is worked by means of an efficient electric\nrepeater. If the repeater is not showing any light, the concerned signal\nshall be treated as defective.\n37. Point Indicator. - (1) Point Indicators shall be provided on non -\ninterlocked facing point.\n(2) When the points are set for the straight line, the point indicator\nshall display a white target by day and a white light by night in each\ndirection. (3) When the points are set for the diverging line, the point\nindicator shall display no target by day and a green light by night in\neach direction.\nF - Hand Signals", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 62, + "text": "40\n38. Exhibition of Hand signals. - (1) All hand signals shall be exhibited\nby day by showing a flag or hand(s) and by night by showing a light as\nprescribed in these rules.\n(2) During day, a red or green flag shall normally be used as hand\nsignals and the hands shall be used in emergencies only when\nflags are not available.\n(3) During night and bad weather impairing visibility, a hand signal\nshall normally be given by showing a red or green light. When\nthe red light is not available a white light waved violently in\nhorizontal direction shall be used.\n(4) Red or green light referred to in s ub-rule (3) of the rule 38 shall\nbe flashing type.\n(5) The size of hand signal flags (green and red) shall be in\naccordance with special instructions.\n(6) Red flag shall normally be kept in the active hand and green flag\nin the other hand.\n39. Display of Hand signals.-\n(1) Display of STOP, PROCEED and PROCEED with CAUTION\nhand signals shall be as shown below,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 63, + "text": "41\n(2) Display of hand signal for shunting shall be as shown below:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 64, + "text": "42\n40. Banner Flag.– A banner flag is a tem porary stop signal, consisting of\na red cloth or any other material approved under the special\ninstructions supported on posts and stretched across the line to which it\nrefers.\n41. Knowledge and possession of Hand signals. - (1) Every railway\nservant con nected with the movement of trains, shunting operations,\nmaintenance of installation of works of any nature affecting safety of\ntrains shall have ,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 65, + "text": "43\n(a) a correct knowledge regarding display of hand signals; and\n(b) the requisite hand signals w ith him while on duty and keep\nthem in good working order and ready for immediate use.\n(2) Every railway servant shall see that the staff under him\nconcerned with use of hand signals are adequately supplied with\nall necessary equipment for hand signallin g and have a correct\nknowledge of their use.\n(3) A red flag and a green flag by day and a lamp which is capable\nof showing red, green and white lights by night shall constitute\nthe requisite equipment for hand signalling. In addition the\nconcerned staff shall also carry amber flasher light in accordance\nwith special instructions.\n(4) Every station master shall see that his station is adequately\nsupplied with all necessary equipment for hand signalling.\nG - Amber Flasher Light\n42. Description of Amber Flasher Light. - An amber flasher is a flashing\nlight of approved design used independently or in conjunction with\n'Railway Emergency Call' where mobile train radio communication\nsystem is provided to attract the attention of the locomotive cr ew,\nwarning him of a possible danger or obstruction ahead. The yellowish -\norange flashing light, fanning out of an amber flasher, is of such\nintensity (candela) so as to be visible to the loco pilots of trains running\non adjacent line or lines in a double o r multiple line section, from a\ndistance of not less than one thousand four hundred meters both during\nday and night in clear weather.\n43. Amber flasher to refer to all the running lines. - On double or\nMultiple line sections, no matter from which line or loca tion amber\nflasher is shown, it shall refer to all the lines. The loco pilot of an\napproaching train on sighting a flashing amber light in front shall\nimmediately stop his train and act in accordance with sub -rule (2) of\nthe rule 187.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 66, + "text": "44\n44. Provisioning of Amber flasher light.- All locomotives as in rule 161,\nand sense and brake unit of end of train telemetry as in rule 160, shall\nhave an amber flasher light which can be switched on by the loco pilot\nduring emergency in accordance with these rules. In addition, all patrol\nmen and such other railway servants, as may be authorised by special\ninstructions, shall carry a portable amber flasher light of approved\ndesign which can be easily placed by the side of the track, either\nfastened to a stand or to an overhead e quipment mast, or magnetically\nclung to the rail without hindering movement of wheels over it.\n45. Knowledge and possession of Amber flasher light. - (1) Every\nrailway servant, on whom the duty of protecting train lies, shall keep\nrequisite number of portable amber flasher light in his possession.\n(2) Every railway servant concerned with the use of amber flasher\nlight signal shall have correct knowledge of their use and see that\nrailway servant in his charge also have the correct knowledge of\nthe same.\n(3) Railway Administration shall be responsible for supply, battery\nrenewal, and safe custody of such flasher lights, and for ensuring\nthat their use has been properly understood.\nH - On Board Signals\n46. On board signals.- On board signals are those signals where the signal\naspects and other relevant information are conveyed to the loco pilot in\nthe locomotive either through audio or video or visual means or pre -\nformatted text messaging over a secured communication network as\napproved under special instructions.\n47. Description of \"Emergency Alert \"Alarm. - “Railway Emergency\nCall” is the highest priority group call in global system for mobile\ncommunication (railway) based mobile train radio communication\nsystem which can be initiated by a mo bile radio or controller's or man -\nmachine interface user in case of any railway operational emergency\nand is routed to pre -defined users i.e. loco pilots, station masters,\ncontroller and other railway personnel related to operations, located\nwithin a pre-defined geographical area.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 67, + "text": "45\n48. Provisioning of \"Emergency Alert\" alarm. - (1) All locomotives\nworking a train in sections provided with mobile train radio\ncommunication system, shall be equipped with mobile radio(cab radio\nor operational radio or shunting ra dio) for initiating and receiving “\nrailway emergency call” as in the rule 159; All station masters and\ncontrollers shall also be provided with this facility.\n(2) \"Railway emergency call\" by station master. - Whenever there is\nneed to issue emergent warning to the loco pilot of the trains\napproaching a station arising out of a reported danger or\nobstruction, besides taking other measures like shutting off of\noverhead equipment to stop trains if the situation so warrants,\nthe station master shall in itiate \"railway emergency call\" where\nmobile train radio communication system is provided to caution\nall the loco pilot of the approaching trains.\n49. “Knowledge of \"Railway Emergency Call\". - Every railway servant\nconcerned with the use of \"railway emer gency call\" over mobile train\nradio shall have correct knowledge of its use.\nI - Detonating Signal\n50. Description of detonators. - (1) Detonators or fog signals are\nappliances which are fixed on the rail and when a locomotive or a\nvehicle passes o ver them, they explode with a loud report so as to\nattract the attention of the locomotive crew.\n(2) These are used when the line ahead is intended to be protected on\naccount of any unusual incidence or accident and when either a\ncompetent railway servant is not in a position to initiate ' railway\nemergency call' on mobile radio and display amber flasher light\nor they are not provided.\n(3) These are also used when the visibility of signal is impaired so as\nto indicate to the loco pilot of an ap proaching train, the locality\nof a signal when any other \"fog safe device \" is not provided;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 68, + "text": "46\n51. Method of using detonators. - (1) A detonator when required to be\nused shall be placed on the centre of the head of the rail with the label\nor brand of the d etonator facing upwards and shall be fixed to the rail\nby bending the clasps attached with the detonators, round the upper\nflange of the rail.\n(2) The Railway servant placing detonators on the line shall see that\nthey are, when necessary, replaced immediately after a train has\npassed over them.\n52. Placing of detonators. - (1) In case of obstruction, - (a) whenever in\nconsequence of an\nobstruction of a line, it becomes necessary for a railway\nservant to stop approaching trains, he shall proceed plainly\nshowing his stop hand signal to a point six hundred meters\nfrom the obstruction and place on the line one detonator and\nthen proceed to a point one thousand two hundred meters\nfrom the obstruction and place on the line three detonators,\nabout ten meters apart, at such place;\nProvided if he sees an approaching train before he is able to protect as\nabove he shall try to apprise the loco pilots of approaching trains about\npossible infringement of adjacent lines through approved means of\ncommunication , if available, and immediately place one detonator as\nfar away from the disabled train or obstruction. If he has already placed\none detonator at six hundred meters and not in a position to reach the\ndistance of one thousand two hundred meters, he shall again p lace one\ndetonator as far away as possible.\nProvided further that in case of multiple lines he shall call for\nassistance, if not already available, through the approved means of\ncommunication to depute competent person, if not already available, to\nplace d etonators on the line as above, making a beginning from the\ndirection from which the train is most likely to come first.\n(b) if the said railway servant is recalled, before the\nobstruction is removed, he shall leave down three", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 69, + "text": "47\ndetonators, on his way back, pick up the intermediate\ndetonator.\n(2) In case of thick foggy and tempestuous weather impairing\nvisibility.- whenever it is necessary to indicate to the loco pilot of\nan approaching train the locality of a signal,\n(a) two detonators shall be plac ed on the line, by a railway\nservant appointed by station master in this behalf, about ten\nmeters apart, and at least two hundred seventy meters\noutside the first stop signal;\n(b) the station working rules shall prescribe the visibility test\nobject from a distance of not less than one hundred eighty\nmeters and can be a post erected for the purpose and\nlighted at night or light of a fixed colour light signal.\nNote: also see rule 220\n53. Replacement of detonator after exploding. - Every railway se rvant\nplacing detonator on line shall see that they are, when necessary ,\nreplaced after a train has passed over them.\n54. Knowledge and possession of detonators.- (1) (a) All station masters,\nloco pilot, maintenance staff on whom this duty is laid by the railway\nadministration, shall keep a stock of detonators; and\n(b) supply, renewal, periodical testing, safe custody or storage,\ndestruction of expired detonators, and that their use is\nproperly understood shall be in accordance with special\ninstructions.\n(2) every railway servant concerned with the use of detonators shall\nhave correct knowledge of their use and keep them ready for\nimmediate use.\n(3) every supervisor shall see that the railway servants in his charge\nconcerned with the use of detonators have a correct knowledge of\ntheir use.\n(4) the destruction of time barred detonators shall be arranged in\naccordance with special instruction in presence of a responsible\nofficial ensuring safety.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 70, + "text": "48\nCHAPTER IV\nSTATIONS AND THEIR SIGNALLING EQUIPMENTS\nA. - Classification of Stations and their Equipment of Signals\n55. Classification of stations. - (1) For the purpose of these rules, stations\nare classified into two categories i.e. block stations and non -block\nstations.\n(2) Block stations are those at which the loco pilot must obtain an\nauthority to proceed under the system of working to enter the\nblock section with his train.\n(3) Block stations provided with manually operated multiple aspects\ncolour light signalling under the absolute block system of\nworking consists of three classes,-\n(a) class 'B' stations - where line clear may be given for a train\neven before the line has been cleared for the reception of\nthe train within the station section;\n(b) class 'C' stations . - where line clear may not be given for a\ntrain, unless the whole of the last preceding train has\npassed completely at least four hundred meters beyond\nhome signals and is continuing its journey. An intermediate\nblock post is a class 'C' station. There is no st ation yard at\nsuch stations; an\n(c) ‘Special’ class stations are stations which do not fall under\nthe category of class ‘B’ and ‘C’ above and are worked\nunder special instructions.\n(4) Block stations under the automatic block system of working are\nall called 'special' class stations.\n56. Minimum equipment of Fixed signals at block Stations. - (1)\nMinimum equipment of fixed signals at block stations under the\nabsolute block system of working provided with manually operated\nmulti aspect colour light signallin g for each direction shall be as\nfollows.-\n(a) at 'B' class stations…. a distant, a home, and a starter;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 71, + "text": "49\n(b) at 'C' class stations…… a distant and a home; and\n(c) at special class stations …. a home and a starter.\n(2) Minimum equipment of fixed signals at block stations equipped\nwith multiple aspect colour light under the automatic block\nsystem of working shall be,-\n(a) in case of single line….......a manually operated home and\na starter; and\n(b) in case of double line……. a manually operated or semi -\nautomatic home and a starter.\nNote- All stop signals at all stations in automatic signalling territory\nshould be semi- automatic.\n57. Additional fixed signal at station generally. - In addition to the\nminimum equipment prescribed in the rule 56 as above, such other\nfixed signal shall be provided at every station as may be necessary for\nsafe working of trains and other operational requirement.\n58. Provision of an Advanced Starter, Block Section Limit Board, and\nFree Zone Limit Board .- (1) on single line class 'B' stations worked\non absolute block system and equipped with manually operated\nmultiple aspects signalling if obstructing of the line outside the\noutermost facing point in the direction of an approaching train is\nrequired for shunting purposes and is otherwise not prohibited by\nspecial instructions, an advanced starter shall be placed, at such\ndistance away from the outer most facing point as may be required,\nProvided the distance between the advanced starter and opposi ng first\nStop signal (home) is not less than one hundred eighty meters,\nProvided further that the distance between the outermost facing point and\nthe advanced starter shall not be less than one hundred twenty meters; the\nlocation of such shunting limit boa rd or advanced starter shall mark the\nlimit of the block section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 72, + "text": "50\n(2) (a) on a double line class 'B' station worked on absolute block\nsystem equipped with multiple aspect colour light\nsignalling and where either there are no points or the outer\nmost p oints at the approaching end are trailing, a block\nsection limit board shall be provided to mark the limit of\nstation section. A block section limit board may also be\nprovided where outermost point is a facing point, to\nfacilitate creation of space for free zone or shunting.\nIt shall be placed at a distance of not less than one hundred\neighty meters between the first stop (home) signal and the\nblock section limit board in the direction of approach shall\nnot be less than block overlap in advance of the hom e\nsignal.\n(b) on double line special class stations worked on automatic\nblock system equipped with semi -automatic Home Stop\nsignal, except when there are no points, a block section\nlimit board shall be provided to meet similar requirements\nafter switching over to manual mode and keeping it at 'ON'.\nIn that case, distance between the home signal and the\nblock section limit board in the direction of approach shall\nnot be less than one hundred twenty meters.\n(c) the block section limit board shall be p rovided at such\ndistance away from the outer most point as may be\nrequired and must always protect the fouling mark of the\nouter most point.\n(3) On double line class 'B' station worked on absolute block system\nof working and equipped with manually o perated multiple\naspects signalling if obstructing of the line outside the outermost\npoint in the direction of departing train is required for shunting\npurposes and is otherwise not prohibited by special instructions,\nan advanced starter shall be provided and placed at such shunting\ndistance away from the outer most point as may be required.\nProvided the distance between the outermost point and the\nAdvance Starter shall not be less than one hundred twenty", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 73, + "text": "51\nmeters. The location of advanced starter shall mark the beginning\nof block section.\n(4) On class 'B' stations worked on absolute block system and\nequipped with manually operated multiple aspects signalling if\nthere is a requirement to segregate limits of the block section and\nthe station section in order to create a free zone between them to\naccommodate a level crossing gate, free zone limit board may be\nprovided between outermost facing point and advanced starter on\nsingle line, or outermost point and block section limit board on\ndouble line. In such a ca se the distance between free zone limit\nboard and the outer most point shall not be less than the signal\noverlap of starter signal one hundred twenty meters.\n(5) Description of block section limit board or free zone limit board,-\nEither of the block se ction limit board and free zone limit board\nshall be a rectangular board painted yellow having black strips at\nthe border and diagonals bearing words 'block section limit' or\n'free zone limit' at the bottom on the side which faces the station\nas the case m ay be, and fitted with a lamp showing a white light\nin both directions to mark its position by night.\n(6) On double line special class station worked on automatic block\nsystem of working equipped with multiple aspects signalling if\nobstructing of the lin e outside the outermost point in the\ndirection of departing train is required for shunting purposes and\nis otherwise not prohibited by special instructions, or a modified\nsemi-automatic Stop signal in mid -section is to be provided, a\nsemi-automatic advance d Starter shall be provided. It shall be\nplaced at such distance away from the outer most point as may be\nrequired, provided the distance between the outermost point and\nthe advanced Starter shall not be less than one hundred twenty\nmeters.\nProvided obst ruction outside the outermost point shall however be\npermitted only after the home signal and all other signals has been\nreverted to manual mode and kept at 'ON'.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 74, + "text": "52\n59. Obligation to provide fixed signals at stations. – Fixed signals\nprescribed in this sub -chapter shall be provided at every block station.\n60. Commissioning of fixed signals. – (1) Fixed signals shall not be\nbrought into use until they have been inspected in the manner\nprescribed under special instructions and duly sanctioned by the\ncompetent aut hority appointed in this behalf by the railway\nadministration.\n(2) After a new signal has been brought into use or shifted, caution\norder shall be issued for a period of seven days for drawing the\nattention of the loco pilots.\n(3) A warning board shal l be provided at a distance of one thousand\nfour hundred meters in rear of the first stop signal. The warning\nboard is an indication to the loco pilot when he is approaching\nthe first stop signal of a station. It shall have a circle between two\nhorizontal or parallel lines and painted yellow on a black board\nof distinctive design.\nProvided that warning board need not, be provided where the first stop\nsignal is preceded by more than one distant signals.\nB - Care of signalling equipment\n61. Condition of signalling equipment. - Each signal inspector shall be\nresponsible for the condition of signalling equipment under his charge.\n62. Maintenance of signalling equipment. - Each signal inspector shall\nsee that the signalling equipment under his charge are efficiently\nmaintained; and whenever the information about the occurrence of\ndefect in signal or interlocking is received by him, or the defect is\nnoticed suo moto, he shall ,-\n(a) immediately inform the station master on duty and take\nimmediate s teps to rectify at the earliest so that signalling and\ninterlocking failure do not last for too long;\n(b) promptly report to the engineer -in-charge all defects or failures\nof signalling equipment, or any abnormal condition, which is\nlikely to result in un safe running of trains due to failure of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 75, + "text": "53\nsignalling and interlocking, and at the same time take such action\nas may be necessary to prevent such eventuality to take place;\n(c) be responsible for keeping authorised spares in proper order, so\nas to be in s tate of readiness at all the time to fix problems\nleading to failure of signalling and interlocking; and\n(d) ensure testing, overhauling or maintenance of signalling\nequipment at such interval and manner as is laid down by\ninstructions issued by the competent authority appointed in this\nbehalf by Dedicated Freight Corridor Railway administration,\nand submit report to their controlling officials.\n63. Inspection of signalling works . - Every signalling equipment ,\ncommunication equipment and any other equipment affecting the\nmovement of trains shall be inspected by a railway servant appointed\nin this behalf at such interval and manner as is prescribed by the\ncompetent authority appointed in this behalf by Dedicated Freight\nCorridor Railway administration.\n64. Interference with signalling equipment and points and crossings. -\n(1) No railway servant shall interfere with any signalling equipment,\nincluding points and crossings for the purpose of effecting testing or\noverhauling or maintenance or repairs or fo r any other purpose\nwithout the prior permission of the signal inspector, or any competent\nrailway servant appointed in this behalf by Dedicated Freight Corridor\nRailway administration; and the railway servant who gives such\npermission shall himself be present to superintend such work.\n(2) No work requiring interference with signalling equipment or\npoints and crossings shall be commenced without the prior\npermission of station master on duty. When it is considered\nnecessary to disconnect any of the sign alling equipment, the\nsignal inspector or a railway servant of signal department\nauthorised to do so, shall advise station master on duty in writing\nthrough a disconnection memo in form 1 prepared in two foils\nand commence work only after it has been ackno wledged and\npermitted by station master on duty on the record copy.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 76, + "text": "54\n(3) The disconnection memo shall clearly bring out the details of the\nsignalling equipment to be disconnected and for which kind of\ntrain movement interlocking cover shall not be availabl e, as also\nfor which kind of train movement interlocking cover shall still be\navailable, if any.\n(4) Having acknowledged the dis -connection memo it shall be duty\nof the station master to undertake train operation for those\nportions where interlocki ng cover is not available only in the\nmanner as is permitted under these rules during failures, unusual\noccurrences, accidents as per Chapter IX;\n(5) After the work has been completed, the signal inspector or a\nrailway servant of signal department au thorised to do so shall\nensure, after testing, that the disconnected signalling equipment\nreconnected are in proper working order and only thereafter,\nshall advise station master on duty through a second written\nmemo prepared in two foils giving reference of the disconnection\nmemo previously issued.\n(6) Station master on duty after satisfying that the reconnected\nsignalling equipment are in working order, shall acknowledge on\nthe record foil of the reconnection memo. The station master on\nduty shall make a note of these transactions in the station diary\nand preserve his copy of the disconnection and reconnection\nmemo by pasting on the opposite pages of the register kept for\nthis purpose.\n(7) Works which do not involve any disconnection shall be\ndetermined under special instructions.\n65. Opening of relay rooms or centralised electronic interlocking room\nof stations. - Whenever any relay rooms or centralised electronic\ninterlocking room is required to be opened for maintenance or\nattending failure, the fo llowing procedure should be observed,\nnamely,-\n(a) two locks shall be provided on the main door leading to the relay\nroom or centralised electronic interlocking room of stations\nincluding at stations where maintenance staff of signal", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 77, + "text": "55\ndepartment are available round the clock and station master shall\nissue the permission in Form 1;\n(b) key of one of the locks shall be kept in the custody of station\nmaster on duty and key of the other with the maintenance staff of\nsignal department and whenever required, the key in the custody\nof the station master on duty shall be given to the maintenance\nstaff of signal department;\n(c) the transaction of the key shall be properly recorded in the relay\nrooms or centralised electronic inter locking room register\nmaintained at the station and duly signed by the station master\nand the maintenance staff of signal department and the key of\neach location shall be kept separately with proper liable for\nidentification;\n(d) before parting the keys of relay rooms or centralised electronic\ninterlocking room, the entry in this regard shall be made by\nstation master in the train signal register or relay rooms or\ncentralised electronic interlocking room register;\n(e) the maintenance staff of signal depa rtment while carrying out\nmaintenance work or inspection, relay rooms or centralised\nelectronic interlocking room shall be personally responsible to\nensure that no unsafe practice are adopted;\n(f) when the key of relay rooms or centralised electronic\ninterlocking room is handed over to the maintenance staff of\nsignal department on duty at the time of any failure or\nmaintenance of signal and telecommunication gears, the station\nmaster on duty shall despatch and receive the train in accordance\nwith rule pr escribed for reception and despatch of trains at the\ntime of failure of signal or points; and\n(g) if a train movement is covered by authority to pass signal in 'On'\nor defective position', it shall be completed as per the procedure\neven if the work is completed and keys are handed over and\nthereafter, the normal working shall be reintroduced for\nsubsequent train movements.\nC - Working of Signals and Points", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 78, + "text": "56\n66. Fixed signals generally. - (1) Every Fixed signal shall be so\nconstructed that, in case of failure of any part of its connections, it shall\nremain at its most restrictive aspect.\n(2) (a) a signal which has been taken 'OFF' for the passage of a\ntrain shall not be placed at 'ON' until the whole of the train\nfor which it has been taken ‘OFF ’ has passed it, except in\ncase of emergency, or, where arrangement is provided to\nrestore the signal 'automatically', in which case the control\noperating the signal shall not be restored to its normal\nposition till the whole of the train has passed it;\n(b) when in an emergency, if a signal has to be put back to\n\"ON\" before passage of full train, no points or locks shall\nbe moved until train has come to a stop, and station master\nhas, except where route alteration is pre -empted by signal\ninterlocking, confirmed it from the loco pilot through the\napproved means of communication;\n(c) whenever it is intended to put back departure signal of a\ndeparting train to \"ON\" due to change in planning, before\nthe signals are taken \"ON\", the station master shall first\nadvise the loco pilot on approved means of\ncommunication not to start his train. Thereafter the starter\nand advanced starter shall be put back to \"ON', and except\nwhere route alteration is pre-empted by signal interlocking,\npoints shall be changed only after a gap of two minutes;\nand\n(d) whenever the loco pilot observe change in departure signal\nbefore or just about passing over it, he shall stop his train\nand proceed further only on instructions of station master\non duty received on approved means of communication.\n(3) (a) no fixed signal within station limits shall be taken 'OFF'\nwithout the permission of the station master on duty and in\nthe case of a signal outside the station limits without the\npermission of such railway servant as ma y for the time", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 79, + "text": "57\nbeing be in independent charge of the working of such\nsignal; and\n(b) under no circumstances, a signal shall be taken ‘OFF’ by\nresorting to methods other than those prescribed by\ninstruction issued in the matter.\n67. Normal aspect of signal s.- (1) Unless otherwise authorised by the\nRailway Board, fixed signals, except automatic signals, shall always\nshow their most restrictive aspect in their normal position.\n(2) The normal aspect of an automatic stop signal is 'Proceed' and\nwhere the signal ahead is manually operated, the aspect normally\ndisplayed is 'Caution' or ‘Attention’.\n68. Points affecting movement of train.- (1) The station master shall not\nor give permission to take signals 'OFF' for a train until,-\n(a) all facing points o ver which the train will pass are\ncorrectly set and locked;\n(b) all trailing points over which the train will pass are\ncorrectly set; and\n(c) the line over which the train is to pass is clear and free\nfrom obstructions.\n(2) When a running line is blocked by a stabled load, wagon, vehicle\nor by a train which is to cross or give precedence to another train\nor immediately on arrival of a train at the station the points in\nrear on double line section and at either end on single line section\nshould be imme diately set against the blocked line except when\nshunting or any other movement is required to be done\nimmediately in that direction on the line.\n(3) When all lines are occupied at a station and line clear is to be\ngiven, the station master on duty shal l ensure that points are set\nfor the loop line.\n(4) When a line is occupied at a station by a stabled load or\notherwise obstructed, the station master on duty shall ensure that\nrequisite collars are put on the switches or buttons to prevent\noperation o f points and to serve as a visual reminder of the\nobstruction on line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 80, + "text": "58\n69. Normal position of points and locking of facing points. - (1) All\npoints shall normally be set for the straight except when otherwise\nauthorised by these rules or by special instructions.\n(2) Facing points, when neither interlocked nor key locked, shall be\nlocked for the passage of a train either by a clamp and padlock or\ncotter bolt.\n(3) Points leading from running lines to non-interlocked lines or yard\nshall be set and locked to ensure isolation of running lines and\nnon-interlocked lines or yard. Similarly points isolating traffic\nyard from non-traffic yard like loco shed, sick lines shall also be\nset and kept locked to ensure isolation of traffic yard and non -\ntraffic yard.\n70. Conditions for taking 'OFF' Home signals. - (1) when a train is\napproaching a home signal otherwise than a terminal station, the signal\nmay be taken 'OFF' without the train been brought to stand outside if,-\n(a) when the line is clear and free of any obstruct ion for an\nadequate distance of not less than one hundred twenty\nmeters beyond the starter signal; or from the place at which\nthe train is required to come to stand; and\n(b) all relevant points over which the train shall pass are\ncorrectly set and facin g points locked including points in\noverlap.\n(2) when a train has first been brought to stand outside the home\nsignal, the signal may be taken 'OFF' if ,-\n(a) the line is clear and free of any obstruction upto the starter\nsignal or upto the place at which the train is required to\ncome to stand; and\n(b) all relevant points over which the train shall pass are\ncorrectly set and facing points locked.\n(3) Under special instructions the adequate distance of one hundred\ntwenty meters also called signal overlap mentioned in sub -rule\n(1) and (2) of the rule 70 can be dispensed with at terminal\nstations after imposing permanent speed restriction of twenty\nkilometers per hour on trains while entering the station yard or at", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 81, + "text": "59\nstation where complete tra ck circuiting exists and in addition\nmore than one home signal is provided or in sections equipped\nwith four aspect signalling which helps loco pilot control the\nspeed of his train much in advance.\nProvided further that -\nwhere a sand hump of approved design, or a dead end of approved\ndesign has been provided for the line on which a train is to be\nreceived, they shall be deemed to be adequate substitute for the\nsignal overlap, and\n(4) The home signal shall not been taken 'OF F' for shunting\npurposes.\n71. Conditions for taking 'OFF' Starter or Intermediate Starter\nsignal.– (1) At station where advanced starters are provided, the starter\nor an intermediate starter signal for despatching a train shall be taken\n‘OFF’ ,-\n(a) only after taking ‘OFF’ the last stop signal; and\n(b) all points over which the train shall pass are correctly set\nand facing points locked.\n(2) at stations where complete track circuiting exists and advanced\nstarters is provided, starters may b e taken 'OFF' for shunting\npurposes or for pulling the train upto advanced starter, except\nwhere this practice interferes with the interlocking.\n72. Conditions for taking 'OFF' last Stop signal or Intermediate\nblock Stop signal at stations worked on absolute block system\nand equipped with manually operated Multiple Aspect\nColour Light signalling. – (1) The last stop signal or\nintermediate block stop signal shall not be taken 'OFF' for a train\nunless line clear has been obtained from the block station in\nadvance.\n(2) The last stop signal of a block station in rear of an intermediate\nblock post, shall be taken ‘OFF’ only after the track circuit or\naxle counter or any other approved device beginning from this", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 82, + "text": "60\nsignal and extending upto the block overlap of not less than four\nhundred meters beyond the intermediate block signalling home\nsignal or the axle counting units or any other such device\nindicates clear.\n73. Conditions for taking 'OFF’ level crossing gate Stop signal . -\nLevel crossing gate stop signal shall not be taken ‘OFF’ until the\nconcerned level crossings is free from obstruction and the gates of such\nlevel crossing or crossings are closed and locked against road traffic,\nwhere a level crossing gate stop signal is interlocked with station\nsignals it shall be worked in accordance with station working rule.\n74. Conditions for taking 'OFF' Calling -on signal. - (1) The calling -on\nsignal shall except when permitted otherwise under special instructions\ndetect all the points falling in the route which the main signal above it\ndetects excluding those points which fall within the signal overlap.\n(2) The calling-on signal shall be taken ‘OFF’ only after the train has\ncome to a stop, at the stop signal below which the calling -on\nsignal is provided.\n75. Use of fixed signals for shunting . - (1) The home, routing home and\nthe last stop signal of a station shall not be taken 'OFF' for shunting\npurposes.\n(2) At stations where advanced starters are provided, starters, or\nrouting st arter signals or intermediate starter signals may be\ntaken 'OFF' for shunting purposes subject to clause (2) of the rule\n71.\n76. Taking 'OFF' signals for more than one train at a time. - (1) Signals\ncan be taken 'OFF' for simultaneous reception or dispatc h of trains\nfrom same or different directions where layout of the yard and the\ninterlocking is such that the path of an individual train is isolated from\nthe path of other train.\n(2) In case the path of trains are not isolated as in sub -rule (1) of the\nrule 76, signals shall be taken 'OFF' for only one train at a time.\nThe signals for the next train shall be taken 'OFF' only after", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 83, + "text": "61\nensuring that the previous train has either come to a stop at the\nstation and is standing clear of fouling marks of the line on\nwhich the next train is to be received or dispatched from, or has\nleft the station.\n(3) Detailed instructions for simultaneous reception and dispatch at a\nstation shall be incorporated in station working rule.\n77. Trap Points or derailing switches and Trap Indicators . - (1) The\ntrap points or derailing switches are single switched rail points\nprovided on a line to isolate it from another lines. The switch is so\ndesigned that a vehicle passing over it shall derail if it is in open\nposition. The station master shall take steps that the points of all traps\nor derailing switches, and other points are set against the line which\nthey are intended to isolate, except when it is necessary that they\nshould be open for the purpose of isolation.\n(2) All trap points or derailing switches on running lines shall be\nproved and inter locked with signals.\n(3) (a) non interlocked trap points or derailing switches shall be\nprovided with a trap indicator displaying a red target by\nday and a red ligh t by night in each direction when open;\nand\n(b) when the trap points or derailing switches are closed, the\ntrap indicator shall display no target by day and green light\nby night in each direction.\n78. Railway servant operating points and signals not to leave . - The\nrailway servant concerned with the operation of points and signals\nshall not, while on duty, leave the place of operation of points and\nsignals which are under his charge un-attended.\nIf he has to leave his station office or cabin for a sh ort duration for any\nunavoidable or compelling reason, he shall lock the instrument of\ngranting or obtaining line clear, signalling equipment and unless a\nrailway servant is present, lock his office also. If the duration of\nabsence is likely to be signifi cant, he shall also inform the controller.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 84, + "text": "62\nCHAPTER V\nGeneral\nA. Systems of Working . - All trains working between stations shall be\nworked on one of the following systems, namely:-\n(1) Absolute Block System;\n(2) Automatic Block System.\nB. Applicability of General Rules referring to the working of signals\nand trains .- All rules referring to the working of signals and trains\nshall apply to the systems of working detailed in these rules, except\nwhere otherwise provided.\nTHE ABSOLUTE BLOCK SYSTEM\nA - Essentials\n79. Essential of the Absolute Block System.- Where trains are worked on\nthe Absolute Block System only one train at a time shall be allowed to\noccupy the block section between the adjoining two block stations, and\nto ensure that;\n(a) No train shall be allowed to leave a block station unless Line\nClear has been received from the block station in advance, and\n(b) On double lines, such Line Clear shall not be given unless the\nline is clear of trains running in the same direction not only up to\nthe first Stop signal at the block station granting Line Clear but\nalso for an adequate distance of not less than one hundred eighty\nmeters beyond it;\n(c) On single line, such Line Clear shall not be given unless the line\nis clear of trains running in the same direction, not only up to the\nfirst Stop signal at the block station granting Line Clear but also\nfor an adequate distance of not less than one hundred eighty\nmeters beyond it, and is also clear of tra ins running in the\ndirection towards the block station to which such line clear is\ngiven.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 85, + "text": "63\nB - Conditions for granting Line Clear and obstruction at class 'B'\nStation on double line\n80. Conditions for granting line clear at class' B' station on Doubl e\nLine.- (1) At a class 'B' station on double line the line shall not be\nconsidered clear and Line Clear shall not be given unless-\n(a) the whole of the last preceding train has arrived complete,\n(b) all the necessary reception signals have be en put back to ‘ON’\nbehind the said train, and\n(c) the line is clear upto the outermost facing point or the block\nsection limit board (if any).\n81. Obstruction in station section at a class 'B' station on Double line .-\n(1) when line clear has been granted to a train and when -\n(a) approach signals have not been taken 'OFF', no obstruction\nshall be permitted outside the outermost points or BSLB\nbut Shunting within station section may go on continuously\nprovided the necessary signals are kept at 'ON' and\nshunting is permitted under special instruction which takes\ninto consideration the speed, weight, and brake power of\nthe trains, the gradients, the position of the first Stop signal\nand the distance from which that signal can be seen by t he\nLoco pilot of an approaching train.\n(b) approach signals have been taken ‘OFF’ for incoming\ntrain, shunting movement shall only be permitted on lines\nwhich are isolated from the path of incoming train under\nthe supervision of competent railway servant\n(2) When line clear has not been granted to a train .- Shunting within\nstation section may go on continuously provided the necessary\nsignals are kept at 'ON' .", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 86, + "text": "64\n82. Obstruction in block section at a class 'B' station on Double line . -\n(1) When line clear has been given, no obstruction shall be permitted in\nthe block section in rear.\n(2) When line clear has not been given shunting or obstruction for\nany other purpose shall not be permitted in the block section in\nrear unless it is clear and is blocked back.\n(3) Shunting or obstruction for any other purpose shall not be\npermitted in the block section in advance unless it is clear and is\nblocked forward. Provided that when the block section in\nadvance is occupied by a train travellin g away from the station,\nshunting or obstruction may be permitted behind the train under\nspecial instructions taking into consideration the speed, weight\nand brake power of trains and gradient on the section, and as\nsoon as intimation has been received tha t the train has arrived at\nthe block station in advance, the line shall be blocked forward if\nit is still obstructed.\nC - Conditions for granting line clear and obstruction at class 'B' Station\non Single line\n83. Conditions for granting line clear at class' B' stations on single\nline.- The line shall not be considered clear and line clea r shall not be\ngiven unless-\n(a) the whole of the last preceding train has arrived complete.\n(b) all the necessary reception signals have been put back to ‘ ON’\nbehind the said train, and\n(c) the line is clear upto the advanced starter of the opposite\ndirection, or upto the outermost facing point if there is no\nadvanced starter.\n84. Obstruction in station section at a class 'B' station on single line. -\n(1) When line clear has been granted to a train and when-\n(a) signals have not been taken 'OFF' no obstruction shall be\npermitted outside of the outer most facing point, at the\nend of the station nearest to the expected train but shuntin g", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 87, + "text": "65\nwithin station section may go on continuously provided the\nnecessary signals are kept at 'ON' , advanced starter or\nshunting limit board has been provided and shunting is\npermitted under special instruction which takes into\nconsideration the speed, weigh t, and brake power of the\ntrains, the gradients, the position of the first Stop signal and\nthe distance from which that signal can be seen by the\nLoco pilot of an approaching train.\n(b) when approach signals have been taken 'OFF' for an\nincoming trains, obstruction or shunting shall be permitted\non the line which is isolated and no shunting shall be\ncarried out over or near the points which may cause\ninfringement to the incoming train during the course of\nshunting, it shall, however, be permitted up to the short of\npoints, on which train movement is to take place provided\nthe shunting movement over the point is protected by a\nStop signal or by a Shunt signal, such shunting shall be\nperformed under the supervision of the authorised\ncompetent Railway servant.\n(2) When line clear has not been granted to a train .- Shunting within\nstation section may go on continuously provided the necessary\nsignals are kept at 'ON'.\n85. Obstruction in block section at a class 'B' station on single line .-\n(1) Shunting or obstruction for any other purpose shall not be permitted\noutside the first Stop signal in the block section in rear unless it is clear\nand blocked back.\n(2) Provided that shunting or obstruction behind a train travelling\naway from the station m ay be permitted under special\ninstructions taking into consideration the speed, weight and brake\npower of trains and gradient on the section, and as soon as\nintimation has been received that the train has arrived at the next\nblock station, the line shall b e blocked back if it is still\nobstructed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 88, + "text": "66\nD - Obstruction upto first Stop signal in the face on an approaching\ntrain at 'B' class stations on both single and double lines-\n86. Obstruction outside the station section upto the first Stop signal in\ncase of single and double line . - In case of emergency or accident,\nobstruction may be permitted on the line outside the station section and\nupto the first Stop signal in the face of an approaching train beyond the\nstation section only after the train h as arrived and stopped at the Home\nsignal. The Station Master on duty will personally confirm with the\ntrain crew on approved means of communication that the train has\ncome to a stop at the signal before permitting any such obstruction.\nE- Conditions for granting line clear at a class 'C' station on single and\ndouble line -\n87. At a class 'C' station on single line or double line the line shall not be\nconsidered clear and line clear shall not be given, unless. -\n(a) the whole of the last pr eceding train has passed complete at least\n400 meters beyond the Home signal and is c ontinuing its\njourney; and\n(b) all signals taken 'OFF' for the preceding train have been put back\nto ‘ON’ behind the said train;\nProvided that on a single line the line is also clear of trains running in\nthe opposite direction towards the station from the block station at the\nother end.\nF - Conditions for granting Line Clear and shunting or obstruction at a\nSpecial Class station on a single line or doubl e line or multiple line or\ntwin single line-\n88. Conditions for granting Line Clear and shunting or obstruction at a\nSpecial Class station shall be prescribed in the Station Working Rule of\nthe concerned station keeping in mind local conditions, lay out, and\nconditions for granting Line Clear and shunting or obstruction as\nspecified for 'B' and 'C' class stations in these rules.\n89. Rules applicable to twin single line.-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 89, + "text": "67\nIn addition to ru les applicable for ‘B’, ‘C’ or s pecial class statio ns as\nprescribed for single line sections in these rules, the following\nadditional features shall be provided on the sections where twin single\nline working is adopted -\n(a) the station yard situated at both ends and enroute shall be\nprovided with complete track circuiting;\n(b) separate single line block instrument shall be provided for each\nline at block stations and interlocked with their respective\nAdvanced Starters.\n(c) the last intermediate starter or starter where no intermediate\nstarter is provide d, shall be so interlocked with Advanced\nStarters that the respective starter or Intermediate Starter signal,\nas the case may be, can be taken off only after taking off\nAdvanced Starter.\nG -BLOCK WORKING\n90. Means of granting or obtaining Line C lear.-(1) The running of\nevery train shall, in its progress from one block station to another, be\nregulated by means of any one of or a combination of the following-\n(a) electrical block instruments,\n(b) track circuits,\n(c) axle counters, or\n(d) means of communication as in sub-rule (2) below.\n(2) Means of communication for granting line clear between a block\nstation to another shall be any one or a combination of the\nfollowing, in that order-\n(a) telephones attached to block instruments,\n(b) station to station fixed telephones.\n(c) fixed land line telephone,\n(d) control telephone,\n(e) any other secured means of communication approved in\naccordance with special instructions,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 90, + "text": "68\n(3) (a) electrical block i nstruments, track circuit or axle counter\nwhere provided shall be used in preference to other means\nof communication for granting line clear;\n(b) Whenever the need for using any one of the means of\ncommunication arises it shall be used in order of preference\nas specified in sub-rule-2 above and Station Master on duty\nbefore obtaining or granting line clear shall establish the\nidentity of the Station Master on duty at other end, in\naccordance with special instructions;\n(c) Provided further that if o nly the telephone of block\ninstrument has become defective but not the instrument\nitself, the Station Master on duty on both ends of the block\nsection shall continue to obtain or grant line clear through\nthe block instrument and shall communicate with ea ch\nother using any of means of communication in that order.\nThe condition under which the block instrument is treated\nas failed are described in rule 217;\n91. Provision of instruments . - (1) An electrical block instrument for\ngranting or obtaining L ine Clear and at least one of the means of\ncommunication shall be provided at every station for obtaining or\ngranting Line Clear.\n(2) (a) electrical block Instruments for granting or obtaining Line\nClear provided at any station shall be of a typ e approved\nby the Commissioner of Railway Safety and shall not be\nbrought into use in the first instance unless they have been\npassed by him.\n(b) the official incharge of maintenance of block instrument\nshall not, without the approval of the said au thority, permit\nthe substitution for the instruments and installation brought\ninto use in the first instance or any other instruments or\ninstallation which do or does not satisfy the conditions\nprescribed in clause 2(a).\n92. Consent required before i nterfering with block working\nequipment.- No railway servant shall interfere with the block working\nequipment, or their fittings for the purpose of effecting repairs, or for\nany other purpose, except with the previous consent of the Station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 91, + "text": "69\nMaster and in accordance with rule 64.\n93. Certificate of competency .- (1) No person shall operate block\ninstrument, panel or R oute Relay Interlocking or S olid State\nInterlocking or similar such device until he has passed the prescribed\ntest for their operation and unless he holds a certificate of competency\nfor the same granted by an authority appointed in this behalf by\nDedicated Freight Corridor Railway administration.\n(2) The certificate of competency referred to in sub-rule (1) shall be\nvalid for a period of three years or such longer period as may be\nlaid down by special instructions.\n94. Bell coding for signalling of trains between stations.–\n(1) For the signalling of train operation, the prescribed code of bell\nsignals, as detaile d below, shall be used and exhibited in each\nblock station near the place of operation of the block working\nequipment.\nSr.\nNo.\nIndication How to\nacknowledge\nthe signal\nNumber\nof beats\nHow\nsignalled\n1 Call attention or attend\ntelephone\n0 One 0\n2 Is Line Clear or enquiry\nabout Line Clear\n00 Two 00\n3 Train entering block\nsection\n000 Three 000\n4 (a)Train out of block\nsection\n00000 Four 0000\n(b) Obstruction\nremoved\n5 (a) Cancel last signal 00000 Five 00000\n6 Emergency danger signal. 000000 Six 000000", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 92, + "text": "70\nNote: (a) '0' INDICATES A STROKE OR A BEAT OF BELL.\n(b) EACH SIGNAL SHALL BE GIVEN SLOWLY AND\nDISTINCTLY.\n(2) Provided further that exchange of bell codes u nder item 3 and\n4 are not required between stations provided with block\nproving axle counter or track circuit having complete track\ncircuiting of station yard excluding non -running lines on\neither end.\n(3) Unless otherwise specified, it shall be man datory to use the\nauthorised code of bell signals along with attached telephone\nwhen operating block instrument.\n95. Acknowledgement of signals . - (1) Each signal received shall be\nacknowledged by sending its authorised code\n(2) No signal shall be acknowledged unless clearly understood.\n(3) A signal shall not be deemed to be completed until it is\nacknowledged.\n(4) If the station to which signal is sent does not reply, the signal\nshall be repeated at intervals of not less than twenty seconds until\nreply is received.\n(5) In case of emergency danger signal is being received it must be\nimmediately reacted upon by the Station Master on duty.\n96. Train Signal Register (TSR).- (1) A computerised Train Signal\nRegister failing which a paper reg ister shall be kept by the Stati on\nMaster or under his orders.\n(2) All signals received or sent on electrical block instrument and the\ntiming of receipt and dispatch shall be entered there in,\nimmediately after acknowledgement by the person operating the\nblock instrument.\n(3) The timings entered in the register shall be actual timings except\nthat any fraction of a minute shall be counted as one.\n(4) In case of paper register all entries shall be made in ink.\nAttend block telephone\nimmediately.\n7 Testing 0000000000 Ten 0000000000", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 93, + "text": "71\n(5) No erasure shall be made in the regis ter, but if any entry is found\nincorrect, a separate entry line in the computerised version shall\nonly be permitted; in case of paper register a line should be\ndrawn through it, so that it may be read at any time and the\ncorrect entry should be made above it.\n(6) The person who keeps the register for the time being shall be\nresponsible for all entries made therein and for correctly filling in\neach column thereof.\n(7) (a) when the Station Master or the railway servant incharge of\ncabin changes duty, a line shall be drawn across the page\npreferably in red colour in computerised version or\notherwise in red ink, and the Station Master or the railway\nservant incharge of cabin going off duty, shall enter the\ndate and time of going off duty and sign his nam e in full\nwith designation above this entry or line.\n(b) the Station Master or the railway servant incharge of cabin\ncoming on duty shall enter the date and time of his taking\nover charge and sign his name in full with designation\nbelow the last entry or line.\n(8) In case of an accident involving collision, derailments, breach of\nblock rule, the Station Master in charge of the station shall\nimmediately take personal custody of the Train Signal Register ,\nand thereafter, a fresh Train Signal Register shall be used in lieu\nof the one seized. Computerised version also s hall be provided\nfor the same.\n(9) The register after it is completed shall be preserved at stations for\nsuch period as may be prescribed by the Dedicated Freight\nCorridor Railway administration. Provided that the Train Signal\nRegister pertaining to any accident shall not be destroyed till\ncompletion of enquiry or court case unless time barred.\n(10) A computerised version of Train Signal Register which ensures\nsanctity of the entries made disallowing over writing of data once\nentered on par with the provisions of this rule shall replace the\nmanual register in accordance with special instructions. Further,\nsuch of the messages, train signals and other events as can be\ncaptured a utomatically and need not be entered in the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 94, + "text": "72\ncomputerised Train Signal Register shall be prescribed, if any, by\nthe special instructions.\n97. Authority to proceed.-\n(1) The Loco pilot shall not take his train from a block station to the\nnext block station unless he has been given an authority to\nproceed,-\n(a) on double line, by the taking 'OFF' of the last Stop signal,\nand on single line either -\n(i) by a token for the block section, extracted from the\nelectric block instrument, or\n(ii) by taking 'OFF' of the last Stop signal where either\ntoken less electric block instrument or axle counters\nor continuous track circuits are provided;\n(b) by a line clear ticket -\n(i) conveyed or transmitted on secured means of\ncommunication in accordance with special\ninstructions.\n(ii) delivered by hand after it is signed and stamped by\nStation Master on duty.\n(2) (a) The line clear ticket ( Form No. 2 ) whether conveyed or\ntransmitted as text or delivered by hand shall, except under\nspecial instructions, be prepared in the form 2 separately\nfor Up and Down directions-\n(b) Each such ticket shall further bear a serial number which\nshall be recorded in the train signal register , the numbers\nfor the Down direction bein g clearly distinguished from\nthose for the Up direction for each of the section in\naccordance with the special instructions.\n(c) Each such ticket shall be printed on white paper with blue\nfont. To distinguish paper line clear ticket for up and down\ndirections, water mark arrow pointing \"UP\" and \"DOWN\"", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 95, + "text": "73\nshall be printed on the ticket.\n98. The Loco pilot to examine authority to proceed .- (1) The Loco pilot\nshall ensure that the authority to proceed given to him is the proper\nauthority under the s ystem of working and refers to the block section\nhe is about to enter, and if the said authority is a line clear ticket that it\nis in proper form, complete and, duly signed in full and in ink.\n(2) If the conditions given in sub-rule (1) are not complied with, the\nLoco pilot shall not take his train past or start from the station\nuntil the mistake or omission is rectified.\n99. Responsibility of Station Master as to authority to proceed.-\n(1) An authority to proceed shall not be given to the Loco pilo t until\nline clear has been obtained from the station in advance\nfollowing the procedure prescribed for the purpose, so far as it is\napplicable in the particular case.\n(2) An authority to proceed shall not be given to the Loco pilot\nexcept by the Stat ion Master or by railway servant appointed in\nthis behalf by special instructions.\n(3) The Station Master shall see that the authority to proceed given\nto the Loco pilot is accurate, and that when it is a line clear ticket\nconveyed or transmitted on se cured means of communication, it\nis complete and correctly repeated by the Loco pilot. Provided\nfurther that when the line clear ticket is delivered in writing it is\ncomplete, signed in full and in ink.\n(4) The Station Master shall see that line cl ear ticket is not given to\nthe Loco pilot in advance. The line clear ticket should be given to\nthe Loco pilot of a train only after the conditions for dispatching\nthat train are fulfilled.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 96, + "text": "74\n(5) When there are more than one locomotive on the train the line\nclear ticket shall be given to the Loco pilot o f the leading\nlocomotive.\n(6) Before introducing working of trains on line clear ticket Station\nMaster at either end shall, after ensuring that the last train in the\nestablished direction in the dou ble line and in both directions in\nsingle line has completed its journey, exchange private numbers\nand make an entry in the Train Signal Register.\n(7) Cancellation of line clear Message. - whenever a line clear\nmessage has been exchanged for a train but it is to be detained,\nthe message shall be first cancelled before obtaining line clear for\ndespatching any other train under exchange of private number\nand entry made in the Train Signal Register. On a single line, no\ntrain shall be allowed to leave in the opposite direction until the\ncancellation message has been received.\n100. Conditions for closing of the block section and complete arrival of\ntrains.- (1) When the block section has been cleared either by\ncomplete arrival of the train or by the removal of the cause of blocking,\nthe block section shall be closed by the block station in advance by\ngiving the prescribed bell code signal.\n(2) Before such signal is given, the Station Master on duty shall\nsatisfy himself -\n(a) that the Train has arrived complete or the cause of blocking\nthe section has been removed, and\n(b) that the condition under which the line clear can be given\nare complied with.\n(3) in case of sections provided with Block Proving Axle Counters\nor, continuous track circuiting between block stations, and\ncomplete track circuiting of all the running lines of the receiving\nstation, and if there is clear indication of clearance of block and\ncomplete arrival of train, it shall be taken as assurance for\ncomplete arrival of the train by the Station Master on duty.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 97, + "text": "75\nFurther, in such a case if the train was booked to run through and\npasses without tail lamp or such other approved device, the\nStation Master on duty shall advise the Station Master of station\nin advance to take re medial action to rectify the same but need\nnot withhold closing of block section.\n(4) When Block Proving Axle Counters or continuous track\ncircuiting or both of them have failed, clearance of block shall be\nensured by,-\n(a) in case of a run through train by verifying the presence of a\ntail lamp or tail board or such other approved device by\nStation Master himself or a railway servant appointed in\nthis behalf.\nProvided that If the train passes from such a station without a\ntail lamp or tail board or such other approved device, the Station\nMaster on duty shall advise the station in advance to stop the\ntrain and take remedial action and withhold closing of block\nsection in rear until complete arrival of train is confirmed by the\nStation Master of station in advance.\n(b) In case of stopping train worked with end of train\ntelemetry, by taking assurance from the Loco pilot on the\nsecured means of communication that he has arrived\ncomplete and is standing clear of fouling mark as per Clear\nStanding Length written on the clear standing length board\nelse, by physical verification of last vehicle by Station\nMaster himself or a railway servant appointed in this\nbehalf.\n101. Closing of intermediate block post .- If the electrical block\ninstruments provided at the stations on either side of an intermediate\nblock post or the track circuiting provided beyond the last Stop signal,\nor the axle counters provided at either end of block station, fail, the\nintermediate block Stop signal shall be treated as defective and the\nintermediate block post shall be deemed to be closed and the section", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 98, + "text": "76\nbetween the stations on either side of the intermediate block post shall\nbe treated as one block section.\nI-General Provisions\n102. Block back or Block f orward.- Whenever it is necessary to provide\nblock protection in the interest of safety of trains and men, block back\nor block forward shall be done strictly in accordance with procedure\nprescribed by special instructions.\n103. Authority for shuntin g or obstruction in block section .- (1) While\npermitting shunting or obstruction in block section, the section shall be\neither blocked back in single line and blocked back or blocked forward\nin double line section.\n(2) the Loco pilot shall be given an authority (Form 3) authorising\nhim to perform shunting in block section or obstruct the block\nsection, and thereafter either come back or go to the station\nahead. The authority shall either be -\n(a) conveyed or transmitted on secured means of\ncommunication by Station Master on duty in accordance\nwith special instructions, or\n(b) delivered in writing in form 3 duly signed and stamped by\nStation Master on duty.\n(3) The authority as mentioned in sub -rule (2), when applicable,\nshall also authorise the Loco pilot to pass departure signals if\nany, at danger.\n(4) The Station Master shall see that the authority for shunting or\nobstruction in block section given to the Loco pilot is complete\nand accurate, signed in full and in ink, and that when it is\nconveyed or transmitted on secured means of communication, it\nis completely and correctly repeated by the Loco pilot.\n(5) After completion of shunting and removal of obstruction, the\nLoco pilot shall advise clearance of block section to the Station\nMaster on duty by - (a) returning the written authority given\nearlier to him duly signed in full and in ink, and stating that the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 99, + "text": "77\nshunting or obstruction is withdrawn from the block section, or\n(b) conveying or transmitting on secured means of\ncommunication in accordance with special instructions.\nThe Loco pilot shall see that the advice for clearance of\nblock when it is conveyed or transmitted on secured means\nof communication, it is completely and correctly repeated\nby the Station Master on duty.\nProvided that when obstruction was permitted in writing the\ncorresponding advice of removal may be conveyed to the Station\nMaster on duty on secured means of communication and follow it by\nreturning the written authority as in sub-rule (5) (a) above.\n(6) Only after confirmation is received that the block section is clear,\nStation Master on duty shall grant Line Clear to any other train.\n(7) When shunting or obstruction in the block section is permitted,\nsuitable entries in this regard shall be made in the Train Signal\nRegister by the Station Master on duty.\n104. Typical though not exhaustive illustrative diagrams.-\n(1) Class ‘B’ and ‘C’ stations on single line and double line are\nillustrated in the following diagrams, which are not to scale.\n(2) These diagrams are only indicative and not exhaustive.\n(3) Station layout shall vary depending on local conditions but shall\nhave to conform to the provision of these rules.\n(4) Stations on double or multiple line sections shall have emergency\ncross-over between Up and Down main line alternatively in\nfacing or trailing direction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 100, + "text": "78", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 101, + "text": "79", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 102, + "text": "80", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 103, + "text": "81", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 104, + "text": "82", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 105, + "text": "83", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 106, + "text": "84", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 107, + "text": "85\nCHAPTER VI\nTHE AUTOMATIC BLOCK SYSTEM\nA - Rules applicable to Double Line\n105. Essentials of the Automatic Block System on double line.- (1)\nWhere trains on a double line are worked on the Automatic Block\nSystem ,-\n(a) the line shall be provided with continuous track circuiting,\naxle counters or any other similar device approved by the\ncompetent authority appointed by Dedicated Freight Corridor\nRailway in this behalf;\n(b) the line between two adjacent block stations may, when\nrequired, be divided into a series of automatic block\nsignalling sections, each of which is the portion of the\nrunning line between two consecutive Stop signals, and the\nentry into each of which is governed by a Stop signal; and\n(c) the track circuits or axle counters or any other similar\napproved device shall so control the Stop signal governing\nthe entry into an automatic block signalling section that, –\n(i) the signal shall not assume an 'OFF' aspect unless the\nline is clear not only up to the next Stop signal in\nadvance but also for an adequate distance of not less\nthan one hundred twenty meters; and\n(ii) the signal is automatically placed to 'ON' as soon as it is\npassed by the train.\n(2) (a) under special instructions, one of the automatic or\nsemi-automatic Stop signal between two stations in\neach direction may be made to work as modified semi -\nautomatic signal;\n(b) the mid-section modified semi-automatic Stop signal so\nprovided shall be interlocked with the Home signal of\nthe station ahead and the advance starter of station in\nrear through track circuits or axle counters or both and\nshall be controlled by the Station Master of t he station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 108, + "text": "86\nahead, and the relevant indications whether the signal is\nin normal automatic mode or modified semi -automatic\nmode shall be available to the Station Masters at both\nends;\n(c) advanced starter signal of the station in rear shall be\ninterlocked with the mid -section modified semi -\nautomatic signal in such a way that when working with\n'A' marker extinguished, the advanced starter shall\nassume 'OFF' aspect automatically or taken 'off' only\nwhen the line is clear upto a distance of not less than\none hundred twenty meters beyond the mid -section\nmodified semi-automatic Stop signal;\nSimilarly the mid -section modified semi -automatic\nStop signal when working with 'A' marker extinguished\nshall assume 'OFF' aspect automatically or be taken 'off'\nonly when the line is clear upto an adequate distance of\nnot less than one hundred twenty meters beyond the\nHome signal of station ahead.\nProvided further that the mid -section modified semi -\nautomatic Stop signal in 'OFF' condition shall depict the\naspect green or double yellow based on the aspect and\nnumber of automatic signal (including any other signal)\nbetween this signal and the Home signal of the receiving\nstation.\n(d) (i) during abnormal conditions like fog, bad weather\nimpairing visibility, the mi d-section modified\nsemi-automatic Stop signal may be worked by\nextinguishing 'A' marker which shall also ensure\nthat the 'A' marker of the advanced starter signal\non the station in rear and home signal of station in\nadvance shall also be extinguished;\n(ii) when the modified system is to be introduced, the\nStation Master of the train despatching station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 109, + "text": "87\nshall talk to the Station Master of the receiving\nstation giving his private number; concurrently\nthe Station Master of the receiving station shall\noperate the corresponding switch or button and\nexchange his private number with the Station\nMaster of the despatching station;\nBy this action of both the Station Masters, the \"A\"\nMarker of advanced starter of the dispatching station,\nthe mid -section modified sem i-automatic Stop signal\nand Home signal of receiving station, all shall be\nextinguished for that direction. The train working shall\nstart under the new modified system in the direction for\nwhich the switch or button was operated. The relevant\nindications provided on the panels of both the stations\nshall change to depict that the signal is now working in\nmodified semi -automatic mode. Similar action shall\nthen be followed for the other direction;\n(iii) at the time of introducing the modified automatic\nsignalling system of working, the Station Master\ncontrolling the mid -section modified semi -\nautomatic Stop signal should, as far as possible,\ntake care that the aspect of this signal is ' ON' to\navoid sudden braking by the Loco pilot of an\napproaching train, if a ny. In addition, the Home\nsignal of the controlling station, be put in manual\nmode before introducing the changeover;\n(iv) after the introduction of modified system, the\nadvanced starter shall not assume 'off' aspect\nunless the last train between the adva nced starter\nand the modified semi -automatic Stop signal,\nwhich had already gone past the advanced starter\nprior to switching over, has cleared the line upto\none hundred twenty meters beyond the modified", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 110, + "text": "88\nsemi-automatic signal in mid-section; and\nSimilarly, the modified semi -automatic signal, shall not\nassume 'off' aspect unless the last train between the\nmodified semi -automatic Stop signal in mid -section\nand the Home signal, which had already gone past the\nmodified semi-automatic Stop signal prior to switching\nover, has cleared the line upto one meters beyond the\nHome signal.\nFurther, the interlocking will be such that the process of\ntaking 'off' advanced starter signal and mid -section\nmodified semi -automatic Stop signal need not be\nrepeated for ever y train and between the two block\nstations, not more than two trains, one on either side of\nthe modified Stop signal will be ensured by the\nsignalling system between two section at any given\ndirection at any given point of time.\n(v) also during the time mo dified system is enforced,\nthe Home signal of the receiving station shall\ncontinue to work in manual mode only;\n(e) during normal condition, mid -section modified semi -\nautomatic Stop signal shall work as normal automatic\nStop signal with \"A\" marker lit;\n(f) it may so happen that a Loco pilot encounters a\nsituation when the 'A' Marker gets extinguished and the\naspect of the modified semi -automatic signal turns on\nwhile he is approaching on account of change over. In\nsuch a situation, the Loco pilot sh all stop his train short\nof and proceed only in accordance with clause (k)\nbelow;\n(g) the change over from normal automatic signalling to\nmodified automatic signalling shall take place at a", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 111, + "text": "89\nprefixed nominated time as notified by the authorised\nofficer;\n(h) change over from modified automatic signalling to\nnormal automatic signalling shall also take place at a\nprefixed nominated time as notified by the authorised\nofficer;\n(i) the normal system shall be reintroduced by operating\nthe switch or button pr ovided for the purpose under\nexchange of private number which will re -store the 'A'\nMarker on mid -section modified semi -automatic Stop\nsignal to lit condition. The condition of 'A' Marker of\nHome and Advanced Starter signal shall continue to be\ndetermined by the controlling Station Master based on\nthe local conditions;\n(j) even with the change in the signalling arrangement\nother automatic signal in the section shall work\nnormally and Loco pilot shall follow the existing rules\nwhile passing these; and,\n(k) the Loco pilot on finding a modified semi -automatic\nStop signal in mid-section with 'A' marker extinguished\nin 'ON' condition, he shall not take his train beyond the\nsaid signal unless he receives an authority conveyed or\ntransmitted on secured means of communication by\nStation Master on duty of the station ahead in\naccordance with special instructions, or\nIn case, he is unable to contact the Station Master\nof block station in advance, he shall pass the signal at\n'ON' after waiting for five minutes at the signal,\nproceed cautiously and be prepared to stop short of any\nobstruction, at a speed not exceeding ten kilometre per\nhour upto the next automatic signal and act as per\naspect of that signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 112, + "text": "90\nProvided further that where position of the trains in fro nt can be\nverified through Train Monitoring System, the Controller can\nalso authorise the Loco pilot to proceed upto the Home signal.\n(3) in case of double line the last Stop signal shall not be taken\n‘OFF’ for a train unless the line is clear upto an adequate\ndistance of one hundred twenty meters beyond the next\nAutomatic Stop signal, or when the next Stop signal is a\nmanual or semi -automatic Stop signal for an adequate\ndistance of not less than one hundred eighty meters beyond it.\n106. Equipment of fixed signals on double line in Automatic Block\nterritory. - (1) the equipment of signals at a station in each\ndirection, shall be a Home and a Starter.\n(2) The equipment of signals in the block section between two\nblock stations may when required ha ve one or more\nautomatic or semi -automatic Stop signals; out of which one\nmay be a modified semi-automatic Stop signal;\n(3) In addition, such other fixed signals and boards as may be\nnecessary for the safe working of trains may be provided.\n(4) Where under special instructions, when one of the automatic\nor semi -automatic Stop signal in mid -section between two\nblock stations has been modified to work as modified semi -\nautomatic Stop signal, it shall be provided and worked in\naccordance with clause (2) of the rule 105.\nB - Rules applicable to Single Line\n107 Essentials of the Automatic Block System on single line. - (1)\nwhere trains on a single line are worked on the Automatic Block\nSystem,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 113, + "text": "91\n(a) the line shall be provided with continuous track\ncircuiting, axle counters or any other similar approved\ndevice;\n(b) the direction of the traffic shall be established only after\nLine Clear has been obtained and the controlling lever\nor switch or button operated to the required position;\n(c) a train shall be started from one block station to the\nother block station in advance only after the direction of\ntraffic has been established;\n(d) line clear shall not be given by a block station unless\nthe line is clear not only upto the first Stop sign al but\nalso for an adequate distance of one hundred eighty\nmeters beyond it;\n(e) the line between two adjacent block stations may,\nwhere required, be divided into two or more automatic\nblock signalling sections by provision of Stop signals;\n(f) after th e direction of traffic has been established,\nmovement of trains into, through and out of each\nautomatic block signalling section shall be controlled\nby the concerned Automatic Stop signal and the said\nAutomatic Stop signal shall not assume ‘OFF’ aspect\nunless the line is clear upto next automatic Stop signal.\nProvided further that where the next Stop signal is a manual\nStop signal, the line is clear for an adequate distance not less\nthan one hundred eighty meters beyond it; and\n(g) all Stop signals agai nst the direction of traffic shall be\nat 'ON'.\n(2) Where under special instructions, when one of the automatic\nor semi -automatic Stop signal in mid -section between two\nblock stations has been modified to work as modified semi -\nautomatic Stop signal, it shal l be worked in accordance with", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 114, + "text": "92\nrule clause (2) of the rule 105 , except that adequate distances\nreferred to therein shall be not less than one hundred eighty\nmeters.\n108. Equipment of fixed signals at stations on single line in\nAutomatic Block territory.-\n(1) The minimum equipment of signals at a station for each\ndirection, shall be a manually operated Home, a manually\noperated starter signal for each running line, and a manually\noperated advanced starter where more than one running line\nexists.\n(2) The equipment of signals in the block section between two\nblock stations for each direction shall be, an automatic Stop\nsignal in rear of Home signal of the station and when\nrequired, one or more automatic Stop or semi -automatic Stop\nsignals; out of which one may be a modified semi -automatic\nStop signal; Under special instructions the Automatic Stop\nsignal may be dispensed with if the distance between last\nStop and first Stop signals is less than one thousand meters.\n(3) In addition, such other fixed signa ls and boards as may be\nnecessary for the safe working of trains may be provided.\n(4) Where under special instructions, when one of the automatic\nor semi -automatic Stop signal in mid -section between two\nblock stations has been modified to work as mod ified semi-\nautomatic Stop signal, it shall be provided and worked in\naccordance with sub-rule (2) of the rule 105, except that\nadequate distance referred to in sub -clause (c) of sub -rule (2)\nof the rule 105 shall be one hundred eighty meters instead of\none hundred twenty meters given therein.\n109. Conditions for taking ‘OFF’ manual Stop signal or semi -\nautomatic Stop signal. - (1) Home signal – when a train is", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 115, + "text": "93\napproaching a home signal, otherwise than at a terminal station, the\nsignal shall not be taken 'OFF' unless the line is clear not only upto\nthe starter but also for an adequate distance not less than one\nhundred twenty meters beyond it.\n(2) Last Stop signal – in case of single line, the last Stop signal\nshall not be taken ‘OFF’ for a train unles s the direction of\ntraffic has been established and the line is clear upto the next\nAutomatic Stop signal, or when the next Stop signal is a\nmanual or working as manual Stop signal for an adequate\ndistance of not less than one hundred eighty meters beyond it,\n(3) The adequate distance referred to in sub -rules (1) of the rule\n109 may be reduced at terminal stations subject to speed\nrestrictions as prescribed by special instructions.\n110. Railway servant in charge of working trains on single line. - (1)\nExcept where centralised traffic control is in operation, the Station\nMaster on duty shall be responsible for the working of trains at and\nbetween stations.\n(2) On a section where centralised traffic control is in operation,\nthe centralised traffic co ntrol Operator shall be responsible\nfor the working of trains on the entire section except as\nprovided for in sub-rule (3) of the rule 110 below.\n(3) On a section where centralised traffic control is in operation,\nthe working of trains at a station or par t of a station may be\ntaken over by or handed over to the Station Master on duty\nduring emergency or as prescribed under special instructions;\nwhen such emergency control is transferred, the Station\nMaster on duty shall be the railway servant in charge of\nworking trains at the station or part of the station and the\nstation shall be worked in accordance with sub -rule (1) of the\nrule 110.\nC- Rules applicable to multiple lines and twin single line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 116, + "text": "94\n111. Rules applicable to multiple lines and twin single lines .- Rules\napplicable for double line or single line shall be applicable to\nmultiple and twin single lines depending upon the number of lines\nand shall be specified in the station working rule; such sections\nshall be specified in the working time table in force.\nD-Rules applicable to double or multiple or single and twin single\nline\n112. Train to run through in automatic mode via the main line. -\nRunning through of trains via the main line may be permitted when\nthe semi -automatic main line home, starter an d Advanced starter\nare worked in automatic mode with 'A' marker lit and the process of\ntaking 'off' Home, Starter, and Advanced Starter Stop signal need\nnot be repeated for every train; provided other conditions for them\nto attain \"OFF\" aspect are fulfill ed and subject to rules for\nobstruction prescribed by these rules.\n113. Duties of Loco pilot when an Automatic Stop signal is to be\npass at ‘ON’-(1)When a Loco pilot finds an Automatic Stop signal\nwith an ‘A’ marker at ‘ON’, he shall bring his train to a stop in the\nrear of the signal;\n(2) If after stopping and waiting for one minute, if the signal\ncontinues to remain at 'ON', he shall proceed ahead, as far as\nthe line is clear, towards the next automatic Stop signal in\nadvance exercising great caution so as to stop short of any\nobstruction.\n(3) Where owing to the curvature of the line, fog, rain or dust\nstorm, locomotive working the train pushing it, or other\ncauses, the line ahead cannot be seen clearly, the Loco pilot\nshall proceed at a very slow sp eed, which shall under no\ncircumstances exceed ten kilometer per hour.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 117, + "text": "95\n(4) The Loco pilot shall continue to look out for any possible\nobstruction short of the next Stop signal and even if it is\n'OFF' act upon its indication only after he has reached it.\n114 Reporting of an Automatic Stop signal when showing no light\nor is repeatedly changing its aspects from green or yellow to\nred or vice-versa or is flickering.- (1) When the Loco pilot passes\nan Automatic Stop signal at ‘ON’ he shall inform the fact to t he\nStation Master of the next station through approved means of\ncommunication. In case, he had been authorised by the Station\nMaster on duty of the station ahead or the Controller in terms of\nsub-rule (k) of the rule 105 to pass the defective signal, he need not\nreport again. In addition the Loco pilot shall make entries in Signal\nFailure Register at the time of signing off.\n(2) On receipt of information of a defective Automatic Stop\nsignal, the Station Master on duty or the controller who had\nauthorised the Loco pilot to pass a defective signal shall\nrecord the defect in the Signal Failure Register and advise the\nSignal Inspector concerned to rectify the defect.\n115. Working of trains on centralised traffic control territory on\ndouble or single or t win single line. - On a section where\ncentralised traffic control is in operation, the working of trains\nshall be governed by the special instructions.\n116. Protection of a train stopped in an Automatic block signalling\nsection.-When a train is stoppe d in automatic block signalling\nsection and if for some reason the train is unable to proceed on\naccount of accident, failure or obstruction, the Loco pilot shall\nprotect his train and when required the adjacent lines in accordance\nwith rule 223.\n117. Working of trains in established direction during prolonged\nfailure of automatic signalling between adjacent block stations.-\n(1) When a failure of Automatic signalling between two adjacent", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 118, + "text": "96\nstations is likely to last for some time or cause serious delay, trai ns\nshall be worked, in accordance with rule 218.\n(2) Before suspending the automatic system of working the\nStation Master at either end shall confirm that the last train in\nthe section has cleared and arrived complete at other end and\nthe section is clear of any other obstruction and make an entry\nto this effect in the Train Signal Register.\n(3) None of the manual or semi -automatic departure signal shall\nbe taken 'OFF' instead authority to pass them at 'ON', and a\nseparate authority to pass intermediate a utomatic signals at\n‘ON’ shall be given to Loco pilot.\n(4) At the next station, the train shall be received on proper\nsignals if they are working or else, the Loco pilot shall bring\nhis train to a stand outside the first Stop signal and sound one\nlong whistle or advise the Station Master on duty through\napproved means of communication. The Loco pilot shall\nproceed past the first Stop signal which cannot be taken 'off'\nonly when authorised in accordance with rule 211.\n(5) As soon as signals are put righ t, normal working of trains on\nAutomatic Block System may be resumed, after exchanging\nmessages with Private Numbers by the on duty Station\nMasters concerned, assuring that the section is clear and\nmake an entry to this effect in the Train Signal Register.\n(6) All movement of trains and authorities issued shall be\nrecorded in Train Signal Register.\n118. Working of trains in wrong direction or Temporary Single line\nworking.- (1) In automatic signalling territory, the trains shall run\nin the established dir ection only. The movement of trains against\nthe established direction of the traffic is not permitted. However in\ncase of temporary if it becomes unavoidable to introduce single line\nworking to move trains against the established direction the trains", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 119, + "text": "97\nshall be worked, from station to station over the section in\naccordance with rule 218.\n(2) Before commencing movement in wrong direction the Station\nMaster at either end shall confirm that the last train in the\nsection has cleared and arrived complete at ot her end and the\nsection is clear of any other obstruction and entries made in\nTrain Signal Register.\n(3) At the next station, the Loco pilot shall bring his train to a\nstand outside the first point and sound one long whistle or\nadvise the Station Master on duty through approved means of\ncommunication. The Station Master after satisfying himself\nthat all is safe shall arrange to pilot the train to its berthing\nplace.\n(4) When the normal working in the established direction is to be\nresumed, the Station M aster at both ends shall first ensure\nthat last of the train sent in wrong direction has arrived\ncomplete at next station, assuring that the section is clear\nunder exchange of private number and entries made in Train\nSignal Register.\n(5) All movement of trains and authorities issued shall be\nrecorded in Train Signal Register.\n119. Shunting or obstruction. - (1) Obstruction or shunting in station\nsection upto the outer most facing points or Block section limit\nboard in the direction of an approaching t rain and upto the\nAdvanced starter in the direction of departing train shall be\npermitted freely, unless forbidden by special instruction, at stations\nwhere Home, Starter and advanced starter signal are either manual\nor semi-automatic Stop signals; and when are kept at 'ON'.\n(2) No obstruction or shunting shall be permitted, in the face of\nan approaching train up to Home signal , unless it has been\nverified by Station Master through approved means", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 120, + "text": "98\ncommunication that a train has come to stop at the Home\nsignal kept at 'ON'.\n(3) When the first Stop signal is taken 'OFF' for reception of a\ntrain , shunting or obstruction shall be permitted only on lines\nwhich are either isolated or the points and crossings over\nwhich the train has to pass are protected by S top signals or\nshunt signals.\n(4) No obstruction or shunting shall be allowed beyond the\nstation section towards the block section in rear, unless the\nentire block section is first cleared of all trains and a message\nis exchanged between the block stations in rear to this effect\nto block back under exchange of private number.\n(5) Obstruction or shunting may be allowed beyond the\nAdvanced starter towards the block section in advance behind\na train and the section need not be blocked provided\nmovement of trai ns beyond respective Starter signals is\nrestricted by switching to manual mode unless already a\nmanual Stop signal and keeping them at 'ON'. The entry of\ntrains into the section shall remain restricted until the\nobstruction has been removed and in case the obstruction is\ncaused by a repair or maintenance vehicle, it has either\nreturned back or is ordered to move ahead after completion of\nthe work and its Incharge confirming to the Station Master\nthat the line is safe for working of trains through secured\nmeans of communication to be followed by a written advice.\n120. Despatching of relief engine or accident relief train in\nautomatic signalling territory in the wrong direction during\nobstruction.- (1) When a relief engine or relief train is required to\nbe dispatched in the wrong direction in an occupied section, it shall\nbe treated as movement on an obstructed line and done in\naccordance with rule 229.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 121, + "text": "99\n(2) Before the relief engine is sent, the Loco pilot of the\nincapacitated train shall be advised by the S tation Master of\nthe station from where the relief locomotive is being sent to\nremain stationary until told to proceed.\n121. Pushing back of trains in automatic signalling territory during\nobstruction. - (1) In case of an emergency such as accident,\nobstruction or any other failure the trains cannot proceed to station\nin advance and are required to be pushed back in an automatic\nsignalling territory, if no other train has entered the block section,\nthe Station Master of the block station in rear may autho rise the\nLoco pilot to reverse his train in accordance with the rule 158.\n(2) In case when multiple trains are to be backed, the Station\nMaster shall first advise Loco pilots of all the trains stopped\nbehind, and then either a locomotive, if available, or the\nlocomotive of a train which is yet to enter the block section\nshall be sent light as relief locomotive to pull the rear most\ntrain in accordance with rule 229.\nWhen the relief locomotive has been attached to the rear most\ntrain, the locomotive of th e train being pulled shall be\ndetached and authorised to proceed ahead to pull the next\ntrain in front and so on. In case no relief locomotive can be\nsent, the Loco pilot of the rear most train shall be first\nauthorised to push back his train in accordance with rule the\n158, and then if need be its locomotive shall be used to start\nthe relay procedure to pull other trains. Where feasible, two\nor more trains can be coupled to minimise the number of\ninstances of reverse movement.\n(3) The Loco pilot of each subsequent train shall ensure that their\ntrains are reversed in accordance with the rule 158 and a\ndistance of at least about two hundred meters clear of other\ntrain is kept.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 122, + "text": "100\n(4) The movement of train under these rules shall be coordinated\nby the Controlle r. The Station Master and the Loco pilot of\ntrains for the purpose of this rule work under order of the\nController.\n122. Procedure to pass Semi -Automatic Stop signal at 'ON'. - (1)\nWhen a Semi -Automatic Stop signal is worked as an Automatic\nStop signal, the provision prescribed under rule 113 shall apply.\n(2) When a Semi -Automatic Stop signal is working as a manual\nStop signal and it becomes defective, it may be passed\naccording to the procedures prescribed under rule 211 and\n212 as the case may be.\n(3) When a Loco pilot is authorised to pass a Semi -Automatic\nStop signal working in manual mode at 'ON' by taking 'OFF'\nthe Calling -on signal fixed below it, the Station Master on\nduty and the Loco pilot shall follow additional precautions\nprescribed in 136.\nProvided further that in case of modified semi -automatic Stop\nsignal with 'A' marker extinguished, the Loco pilot shall follow\nsub clause (k) of sub-rule (2) of the rule 105.\n123. Passing a level crossing gate Stop signal having 'A' marker at\n'ON' in aut omatic signalling territory. - If the Loco pilot finds a\nLevel crossing Gate Stop signal at 'ON' in an Automatic signalling\nterritory, -\n(1) He shall comply with the provisions of rule 113, if the 'A'\nmarker is illuminated; or\n(2) If the 'A' marker light is extinguished, he shall,- (a) sound the\nprescribed code of whistle to warn the Gateman and bring his\ntrain to a stop in rear of the signal; and\n(b) if after waiting for one minute or for such lesser time as\nprescribed under special instructions, if the signal is not", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 123, + "text": "101\ntaken 'OFF', he shall draw his train ahead cautiously\nupto the level crossing; and\n(c) after ascertaining that the gate is closed against the road\ntraffic and on getting hand signals from the Gateman,\nand in his absence from the Assista nt Loco pilot, the\nLoco pilot shall sound the prescribed code of whistle\nand cautiously proceed upto the next Stop signal\ncomplying with the provisions of rule 113.\n124. Passing a Semi -Automatic level crossing gate Stop signal\nhaving 'A' as well as 'AG' m arker at ‘ON’ in Automatic\nSignalling territory.-\n(1) The Semi-Automatic level crossing Gate stop signal shall be\nprovided with illuminated ‘A’ and ‘AG’ markers.\n(2) When a loco pilot finds a semi -automatic level crossing gate\nsignal at ‘ON’ with illumi nated ‘A’ marker, he shall comply\nwith the provisions contained in rule 113.\n(3) When ‘AG’ marker light is illuminated he shall comply with\nthe provisions of sub-rule (2) of rule 123.\n(4) When both ‘A’ and ‘AG’ markers lights are extinguished, the\nloco pilot shall comply with the provisions of rule 211.\nD. BLOCK WORKING\n125. Line clear. - The running of every train shall, in its progress from\none block station to another, shall be regulated automatically by\nmeans of Track circuits or Axle c ounters and Automatic Stop\nsignals described in rule 105 and 107 and there is no need to take\nLine Clear under normal conditions.\nHowever, Line Clear shall have to be taken through one of the\napproved means of communication given in sub-rule (2) of rule 90\nfor establishing direction in single line, before dispatching a train", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 124, + "text": "102\nfrom a station during suspension of automatic signalling or\ntemporary single line working, or in any other situation that may be\nprescribed by special instruction; Message shall also be exchanged\nfor shunting or obstruction in the block section.\n126. Transmission of signals. - Although taking permission to approach\nor Line Clear under normal condition is not required in automatic\nblock signalling territory, the timings of departur e of every train to\nthe station in advance and arrival of a train to the station in rear,\nand every other signal when it is required to be exchanged for\nworking of automatic block, and as the occasion may require under\nthese rules, shall be transmitted on the approved means of\ncommunication.\n127. Train signal register.- The Train signal register referred to in rule\n96, shall be maintained at block stations under the Automatic Block\nSignalling system of working. Every signal received or sent shall\nbe entered in the Train Signal Register immediately after\nacknowledgement.\n128. Train management system.- On sections provided with Train\nManagement System which is capable of displaying exact location\nof every train, location and aspect of every signal, and Loco pilot of\nevery train is connected with the Control on secured means of\ncommunication, such of the duties of Station Master as can be\nperformed centrally by the Controller, shall be governed by spec ial\ninstructions.\n129. Provision of co mmunication instruments. - An approved means\nof communication along with its back up of type as in sub -rule (2)\nof the rule 90 except clause (a) thereof shall be provided at every\nstation.\n130. Certificate of competency .- (1) No person shall opera te\ncommunication instrument, panel or Route relay interlocking or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 125, + "text": "103\nSolid state interlocking or similar such device until he has passed a\ntest in the operation of the same and unless he holds a certificate of\ncompetency granted by an authority appointed i n this behalf by\nDedicated Freight Corridor Railway administration.\n(2) The certificate of competency referred to in sub-rule- (1) of\nrule 130 shall only be valid for a period of three years or such\nlonger period as may be laid down by special instructions.\n131. Block back or Block forward -(1) Whenever it is necessary to\nprovide block protection prescribed by these rules or is dictated by\nitself in the interest of safety of trains and men, Station Master on\nduty shall block back or block forward the bloc k section under\nexchange of private number message after confirming from the\nStation Master at other end that the block section is clear of all\ntrains after tallying the train number of the last train.\n(2) All dispatch signals have been put back to 'ON'.\n(3) An entry to this effect shall also be made in the Train signal\nregister.\n(4) In addition to switching 'ON' of the buzzer alarm where\nprovided, prescribed collars shall be put on the buttons\noperating the dispatch signals.\n132. Authority for shunting o r obstruction in block section. - While\npermitting shunting or obstruction in block section, the Loco pilot\nshall be given an authority for shunting in accordance with rule\n103.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 126, + "text": "104\nCHAPTER VII\nCONTROL AND WORKING OF STATIONS\n133. Responsibility of the Station Master for working. -(1) The\nStation Master besides being personally responsible for duties\nassigned to him under these rules or by any special instruction shall\nalso be responsible, in his supervisory capacity, for, -\n(a) efficient discharge of the duties devolving upon the\nrailway servants employed, either permanently or\ntemporarily, under his orders at the station or within the\nstation limits;\n(b) maintaining discipline at his station and shall promptly\nreport all cases of neglect of duty to h is superiors\nwithout delay; and\n(c) ensure that he and the railway servants appointed at his\nstation undergo training as prescribed and are in\npossession of competency certificate required to\nperform their duties.\n(2) A railway servant employed un der his orders shall be subject\nto his authority and direction in the working of the station.\n(3) The Station Master shall also see and responsible for,-\n(a) supply of copy of authorised translation of general rules\nto every railway servant subordinate t o him who should\nbe supplied with a copy in terms of sub -rule (c) of the\nrule 3;\n(b) supply of subsidiary rules and station working rules\napplicable to the station and its distribution to the\nconcerned cabins, level crossings;\n(c) distribution or exhibition of working time table in force\ntogether with all correction slips, and appendices, if\nany, other instructions and notices having references to\nthe working of the lines;\n(d) preparation and maintenance of books and returns and\nits regular submission b y the staff concerned;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 127, + "text": "105\n(e) preservation of records of documents and returns upto\nthe period prescribed by special instructions;\n(f) keeping adequate supply of authorised printed forms;\n(g) all messages despatched in connection with the working\nof trains, written authority to proceed, shall be prepared\nin prescribed forms and in ink, signed and stamped by\nthe railway servant authorised to despatch or issue the\nsame, such message or written authority to proceed\nshall not be prepared and signed in advance.\n(4). The Station Master incharge of the station shall inspect his\nstation periodically so as to cover all aspects of station\nworking during a month and inspection shall include aspects\nof train working, safety and other amenities and facilities if\nany. The inspection shall be carried out keeping in mind that\nthe working of the station is carried out strictly in accordance\nwith the rules and regulation in force and the competency\ncertificate of staff wherever relevant are valid.\n(5) The Station Master shall check that all equipments provided\nto him or made available in his office for facilitating train\nworking and safety and which are relied upon by these rules\nare in proper working order, and they are kept neat and clean,\nand shall immediately report all defects there into the proper\nauthority.\n134. Responsibility of Station Master regarding points, signals and\nother equipment - The Station Master shall ensure .-(1) (a) that\nhe is thoroughly acquainted with the duties of railway se rvants\nemployed for train working in regard to operation of block\ninstruments, panels, points, signals, other signalling equipment or\nsystems, and traction installation, at his station and shall satisfy\nhimself that they perform their duties correctly;\n(b) that he maintains an effective supervision over such\nrailway servants (where provided) and frequently\nsupervises and inspect their working; and\n(c) that they have undergone the requisite training, possess\nthe requisite competency certificate and are allowed to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 128, + "text": "106\nwork independently only after signing on the assurance\nregister after picking up or absence lasting more than\nthirty consecutive days or more that they have\nunderstood their duties, working rules, including station\nworking rules.\n(2) That po ints, signals, level crossing gates other signalling\nequipments or systems, and traction installation within the\nstation limit and that the whole machinery of his station are in\nproper working order and are being regularly maintained by\nthe concerned railw ay servant. He shall immediately report\nall defects therein to the railway servant responsible for\nmaintenance, control and concerned officials.\n(3) That no railway servant other than the Station Master or a\ncompetent railway servant appointed in this beha lf shall ask\nfor or give line clear, or authority to proceed.\n(4) That the prescribed equipments are kept neat and clean and\nreadily available at the station and maintained in good\nworking order.\n135. Access to and operation of equipment. - Only authorised railway\nservant and no other shall be permitted to have access to or operate\nsignals, points, electrical block instruments or any other device or\ninstrument, or communication equipments or overhead equipment\nfittings or any other appliances connected with working of the train,\nand railway generally.\n136. Reception of train on an obstructed line. - (1) (a) reception of a\ntrain at a station shall normally be done on a signalled line which is\nclear of any obstruction;\n(b) in case of emergency whe n a train is to be received on\nan obstructed line the Station Master on duty shall, -\n(i) ensure that the signals controlling the reception of\nthe train are kept at ‘ON’; and\n(ii) ensure that all the points over which the train has\nto pass are correctly set and the facing points\nlocked.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 129, + "text": "107\n(2) After the train has been brought to a halt at the relevant Stop\nsignal, it may be received on the obstructed line by,-\n(a) authorising the Loco pilot to pass the Stop signal at\n'ON' by taking 'off' the calling-on signal, where\nprovided; or\n(b) authorising the Loco pilot to pass the Stop signal at\n'ON' in written authority in Form 5.\n(3) The Loco pilot shall enter the obstructed line at speed not\nexceeding fifteen kilometre per hour and keep his tr ain well\nunder control so as to be able to stop short of any obstruction\nor on being shown a hand danger signal.\n(4) A Stop hand signal shall be exhibited by a competent railway\nservant assigned by Station Master at a distance of about\nforty five meters from the point of obstruction to indicate to\nthe Loco pilot as to where the train shall necessarily be\nbrought to a stand, and hand piloted beyond that point if so\nintended.\n137. Reception of a train on a non -signalled line. - (1) In case in an\nemergency or under special instruction if a train is to be received to\na non-signalled line, the Station Master shall, - (a) ensure that the\ntrain is first brought to a stand at the first Stop signal ;\n(b) ensure that the line on which it is intended to receive\nthe train is clear upto the place at which the train is\nrequired to come to a stand;\n(c) ensure that all the points over which the train has to\npass are correctly set and the facing points locked; and\n(d) authorise the Loco pilot to pass the Stop signal at 'ON\nin written authority in Form 6, and also advise the Loco\npilot, that his train is being received on a non –signalled\nline;\n(e) ensure that, in case Stop boards are not provided on the\nnon-signalled line on which the train is to be received, a\ncompetent railway servant is deputed to show hand\nsignals from the first facing point taking off on to the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 130, + "text": "108\nnon-signalled line in order to ensure that the rear of the\ntrain stands clear of the fouling mark.\n(2) The Loco pilot, while entering a non -signalled line, shall\nproceed cautiously at a speed not exceeding fifteen kilometre\nper hour and be prepared to stop short of any obstruction and\nstop his train short of Stop Board of the line on which his\ntrain is being received, or before the fouling mark, if no Stop\nboard is provided and exchange signals with the railway\nservant deputed behind in accordance with clause (e) of sub -\nclause (1) of the rule 137.\n(3) Placing of Stop Boards on non -signalled lines, - (a) Stop\nBoard bearing legend ‘STOP’ written in white on a red\nbackground shall be provided on all non -running lines or\nlines of a non -interlocked yards such that it is placed clear of\nthe Fouling Mark. Further, the Clear Standing Length in\nmeters shall be written at the bottom of the board below the\nlegend ‘STOP’;\n(b) Loco pilot of a train on being received on a non -\nsignalled line shall stop short of the Stop board and\nshall not proceed beyond unless authorised in the\nmanner prescribed in these rules.\n138. Departure of a train from a non -signalled line o r a line\nprovided with a common departure signal. – (1) (a) Departure of\na train shall normally be done from a signalled line having a starter\nsignal;\n(b) In case it is needed to depart a train from a non -\nsignalled line or a line provided with a common las t\nStop signal, the Loco pilot shall be given an authority\nto start either on a secured message or in written\nauthority in Form 7, in addition to the authority to\nproceed under the system of working.\n(2) The permission to start and to proceed referred to in clause\n(b) of sub-rule (1) of the rule 138 shall not be given unless all", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 131, + "text": "109\nthe points for the departure of the train have been correctly\nset and the facing points locked.\n139. Control of shunting of trains and vehicles. - (1) Shunting of\ntrains or vehicl es shall be supervised by Station Master or yard\nMaster on duty, and carried out only on such lines, at such times,\nand in a manner, that it does not involve any danger.\n(2) Shunting operations shall be controlled by either fixed shunt\nsignals, or hand signals or verbal instructions given on the\napproved means of communication.\n(3) Whenever coupling or uncoupling of vehicles or locomotives\nis involved, or where it becomes essential to use hand signals\nto guide Loco pilot the shunting operation shall be controlled\neither by appointed shunting staff where available or by the\nAssistant Loco pilot of the train to guide the Loco pilot.\n(4) The Loco pilot shall not, however, depend entirely on signals\nverbal direction and shall always be vigilant and cautious.\n(5) The speed during shunting operations s hall not exceed fifteen\nkilometer per hour unless otherwise authorised by special\ninstructions.\n(6) Permission before entering on or crossing a running line, - No\nLoco pilot shall take his locomotive on or acr oss any running\nline until he has satisfied himself that all the correct signals\nhave been taken ‘OFF’ and Hand signals are being shown\nwherever prescribed.\n140. Shunting near level crossing. - The railway servant in charge of\nshunting near or across a level crossing, before giving permission\nto the Loco pilot to move his train across it, shall ensure that the\nlevel crossing gates have been closed an d locked against road\ntraffic.\n141. Shunting on gradients.- (1) When shunting is being performed on\na gradient the railway servant in charge of the shunting shall ensure", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 132, + "text": "110\nthat sufficient number of brakes are used to secure vehicles\ndetached from the train as provided for in rule 147 and that all\nprecautions.\n(2) Shunting on a gradient as mentioned in sub -rule (1) above at\na station may be prohibited or restricted in the station\nworking rules if necessary in view of local conditions.\n142. Loose shunting.- (1) The vehicles stencilled or labelled ‘Not to be\nloose shunted’, or such other vehicles or any vehic le when loaded\nwith certain commodities specified under special instructions shall\nnot be loose shunted or hump -shunted nor shall other vehicles be\nloose shunted against them. The list of such vehicles and\ncommodities shall be specified from time to time under special\ninstructions.\n(2) No vehicle may be loose shunted unless it is provided with an\nefficient hand brake or is attached to a vehicle fitted with an\nefficient brake, and until a competent railway servant is\navailable to apply brakes when nece ssary and to avoid\ndashing with force against other vehicles.\n(3) Loose shunting shall not be permitted on running lines or on\na line which leads to a running line.\n(4) Loose shunting of vehicles shall not be permitted on lines if\nthe gradient is one in four hundred or steeper, and during bad\nweather impairing visibility.\n143. Fly shunting of vehicles. - Fly shunting to send loosely shunted\nvehicle or group of vehicles, one after another, to place them on\ndifferent lines by reversing the point s after passage of the leading\nvehicle or group of vehicles for next vehicle or group of vehicles to\nget diverted on other line shall be permitted at a station only if\nspecifically allowed under special instructions, and where permitted\nit shall not commence un less the person responsible for shunting\nhas taken adequate measures and precautions so as to avoid", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 133, + "text": "111\nvehicles dashing with force against each other un -necessarily, and\nensures that shunting does not cause vehicles to escape resulting in\ninfringement to othe r movement which is likely to take place or is\ntaking place, or endangering of life or property in any manner.\n144. Train operation and s hunting at stations under centralised\ntraffic Control. - (1) No train operation and shunting shall be\nperformed at a s tation under centralised traffic control without the\npermission of the centralised traffic control Operator or when\ncentralised traffic control is not in operation, without the\npermission of the Station Master.\n(2) For the purpose of train operation and s hunting, the\ncentralised traffic control Operator may, when required, hand\nover the local control of working of traffic at a station or part\nof a station to the Station Master who shall thereafter be\nresponsible for the train operation and shunting at the station\nof that part on the station for which the local control has been\nmade over to him in the manner prescribed under special\ninstructions.\n145. No o bstruction on a running line without the permission of\nStation Master on duty. - (1) Under no circumstan ces and in what\nso ever manner, no railway servant shall cause fouling or\nobstruction of a running line without obtaining the prior permission\nof the Station Master on duty or of other railway servant nominated\nin this behalf under special instructions, wh o shall see that all\nnecessary steps are taken for the protection of traffic while such\noperation is being carried out and the necessary signals are kept at\n‘ON’ until the obstruction is removed.\n(2) When it be necessary to detach a vehicle from a train and\nleave it standing on the running line Station Master on duty\nshall secure the vehicle as prescribed under rule 147 and take\nsuch additional precautions as may have been prescribed in\nStation Working Rules; he shall also place or use stop callers", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 134, + "text": "112\non re levant buttons of point and signals that leads to the\nobstructed line and advise the control to make arrangement to\nexpeditious removal of the vehicle obstructing the running\nline. He shall also switch on the intermittent buzzer wherever\nprovided on the pa nel to remind him of the obstruction. The\ncontroller shall ensure that no running line at any station\nunder his jurisdiction remain obstructed for a long time for\nwant of loco or other aids and assistances which the Station\nMaster has asked for.\n(3) A sand hump or snag dead end shall not be obstructed for any\npurpose and when it has become obstructed, it shall cease to\nbe a substitute for the adequate distance for the purpose of\ntaking ‘OFF’ signals.\n146. Drawing of a train to an advanced position. - (1) A train waiting\nfor an authority to proceed under absolute block system of working\nshall not be allowed to draw out up to an Advanced Starter for\ndespatch, except where track circuit, axle counter or a similar such\ndevice has been provided between the Starter and Advanced Starter\nto indicate the presence of a train in advanced position.\n(2) The provision of sub -rule (1) shall not apply in case of\nshunting of a train within the station section itself.\n147. Securing of vehicles at stations .- (1) T he Station Masters shall\nensure that each vehicle standing at their stations are so placed and\nsecured that they do not and cannot obstruct other lines in the\nmanner specified below,-\n(a) vehicles shall be coupled together and hand brakes\napplied; or\n(b) if brakes cannot be tightened, the vehicles shall be\nsecured with safety chains fastened to the rail and\npadlocked and the sprags or wooden wedges or skids\nshall also be used to prevent rolling down of vehicles.\n(2) As far as possible, such vehicl es shall be stabled on lines that\nare isolated from the running lines.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 135, + "text": "113\n(3) Whenever one or more vehicles are detached from a train ,-\n(a) before the locomotive of the train is detached to shunt the\nvehicle, the competent railway servant provided for shunti ng,\nor in his absence the Assistant Loco pilot of the locomotive\nshall ensure that brakes of the portion of the train being left\nbehind is adequately secured against any movement which\nmay obstruct the adjacent line;\n(b) before uncoupling the vehicle s being stabled it shall be\nensured that they have been secured as in sub -rule (1)\nof the rule 147;\n(c) when detached vehicles are kept on a running line, the\nStation Master shall further ensure that the points\nleading to the line are set and locked again st the line\nand stop callers are used to prevent operation of buttons\nassociated with points and signals that lead to the\nobstructed line.\n(4) In case of stabling of full load,-\n(a) a minimum of six wagons at each end, in a load of upto\nsixty vehicles, shall be secured by either applying hand\nbrakes by assistant Loco pilot or secured with at least\ntwo safety chains one at either end fastened to the rail\nand padlocked by the Station Master. Further at least\nfour sprags or wooden wedges be used, two e ach below\nthe outermost pair of wheels. In case the load exceeds\nsixty vehicles it shall be treated as two separate loads;\n(b) the vehicles of stabled load shall be coupled together.\nIn case, the stabled load has to be split for any reason\nand also in case of a long haul train each split part shall\nbe treated as a separate load for the purpose of securing;\n(c) when stabled on a running line, action as in sub -rule (2)\n(c) shall also be taken and remarks made in train signal\nregister in red ink to the effect that is blocked.\n(d) a full train shall not be stabled on a running line having\ngradient more than one in four hundred; and\n(e) in case of stabling of train with locomotive attached or\nstabling of light engine before shutting down the\nlocomotive, the Loco pilot shall additionally ensure that\nevery given brake, including hand brake and parking", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 136, + "text": "114\nbrake have been applied, and locomotive secured with\nwooden wedges.\n(5) In case a train is stalled in block section besides protecting\nthe train in terms of rules 223, the vehicles shall also be\nsecured when either the locomotive is to be detached or being\nshut down or a portion of the train is left behind or the\ncontinuity of brake has been affected due to accident.\n148. Leaving vehicle in siding outside station limit. - No railway\nservant shall leave any vehicle in a siding outside station limit,\nunless the vehicle is clear off all running lines and unless protection\nthrough assured isolation is provided by the interlocking.\n149. Station working rules. - In addition to the General Rules and\nSubsidiary rules, each station shall be provided with Station\nworking rules applicable to that station issued under special\ninstructions. It shall give complete description of train operation in\nnormal as well as in abn ormal condition as per the lay out and\nsignalling equipment of the station. The Station working rules\nmust invariably be updated immediately in case of any changes in\nthe lay out or signalling equipment or introduction of any\ninnovation or device to facilitate train operation or to ensure safety.\nEach page of the Station working rules must be numbered along\nwith Station code. Each page should be initialled and last page\nsigned in full by designated Operating and Signalling officials,\naffixing their designation, appointed in this behalf by the authorised\nofficer of dedicated freight corridor railway.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 137, + "text": "115\nCHAPTER VIII\nWORKING OF TRAINS GENERALLY\nA. Timing and running of trains\n150. Standard time. - (1) The working of trains between stations shall\nbe regulated by the Indian standard time.\n(2) Every work place and railway servant on whom any\nresponsibility is given under these rules, shall ensure that\nclocks and watches are always kept synchronized with the\nIndian standard time.\n151. Time of a ttendance for train crew. - Every member of the train\ncrew shall be in attendance for duty at such place and at such time\nas may be prescribed by special instructions.\n152. Direction of running. - (1) On a double line, every train shall run\non the left hand line unless otherwise prescribed by special\ninstructions.\n(2) If there are two or more parallel lines, the direction in which\ntrains are to be run on each line shall be prescribed by special\ninstructions.\n153. Supply of wo rking time table and Schedule of Standard\nDimensions. - (1) A copy of the working time table in force shall\nbe supplied to each station, every member of train crew, inspector\nof electrical way or works, inspector of permanent way or works,\nand any other railway servant requiring the use of the working time\ntable during the course of his duties.\n(2) A copy of the schedule of standard dimensions for the time\nbeing in force shall be supplied to each inspector of electrical\nway or works, inspector of pe rmanent way or works, signal\nInspector, and train examiner.\nB - Speed of Trains\n154. Limits of speed generally. - (1) (a) every train shall run on each\nsection of the railway within the limits of speed sanctioned for that\nsection by special instructions;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 138, + "text": "116\n(b) the maximum speed sanctioned, permanent speed\nrestrictions, booked speed of scheduled freight trains,\nand maximum permissible speeds of rolling stock in\nuse over a section shall be shown in the working time\ntable; and\n(c) all locos wo rk on dedicated freight corridor network\nwill have working speedometer. The loco pilot shall\nobserve the sanctioned sectional speed and the\nmaximum permissible speed of his train whichever is\nlesser, when all speedometers in the driving cab\nbecome defective en-route, the loco pilot shall estimate\nthe speed of his train with the help of his watch,\nkilometre posts and inter -station running time given in\nthe working time table. The loco pilot should not\nexceed ninety per cent of maximum permissible speed\nin case speedometer is defective.\n(2) The Loco pilot shall never exceed the maximum permissible\nspeed, regulate and control the speed of his train according to\nthe working time table so as to avoid excessive speed or loss\nof time, and observe all perman ent, and temporary speed\nrestrictions.\n(3) When a train is to be stopped or speed restricted due to line being\nunder repair or because of obstruction, action by Loco pilot and the\nrailway servant responsible for protecting obstruction or\nundertaking repairs shall be taken as specified in rule 242.\n155. Caution Order.- (1) Whenever, in consequence of the line being\nunder repair or for any other reason, or special precautions are\nnecessary on a portion of a line, a caution order in Form 8 detailin g\nthe kilometers between which such precautions are necessary, the\nreason for taking such precautions, and the speed at which a train\nshall travel, shall be handed over to the Loco pilot at the stopping\nstation immediately short of the place where such pre cautions are\nnecessary, or at such other stations and in such manner, as\nprescribed under special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 139, + "text": "117\n(2) The provisions of sub -rule (1) of the rule 155 does not apply\nin the case of long continued repairs when fixed signals are\nprovided at an adequate distance short of such place and have\nbeen notified to the running staff concerned, or included in\nthe working time table as permanent speed restrictions.\n(3) Method of notifying imposition and cancellation of\nCaution Order.-(a) When a competent railway servant finds\nit necessary to impose special precautions as in sub-rule(1) of\nthe rule 155, he shall, unless he is the Station Master himself,\nadvise in writing through numbered message to the Station\nMaster on duty of the block station controlling entry into the\nconcerned block section, detailing therein the kilo meters\nbetween which such precautions are necessary, the reason for\ntaking such precautions, the speed at which a train shall travel\nand any other information required as necessary;\nProvided that the provision of written advice for imposing\nspecial precautions during emergency can be dispensed with if\nmeans of secured communication are provided between the\nStation Master and the said railway servant in accord ance with\nspecial instructions, and written advice may follow.\n(b) When a competent railway servant finds it necessary to\ncancel special precautions imposed earlier he shall\nadvise in writing through a numbered message to the\nStation Master on duty o f the block station controlling\nentry into the concerned block section, referring to his\nearlier message.\nProvided that for early resumption of normal working, the\nwritten advice for cancellation of special precautions may follow\nand advice given on m eans of secured communication in\naccordance with special instructions.\n(4) Duty of Station Master for imposition of Caution Order,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 140, + "text": "118\n(a) on receipt of information for imposition of special\nprecautions, the Station Master on duty receiving such\ninformation shall immediately inform the Station\nMaster on duty at the other end of the affected block\nsection, and both of them shall stop the very next train\nto issue caution order. They shall continue to issue\ncaution order to all subsequent trains until confirmed by\nthe Controller that caution order to the Loco pilots of\nthe trains thereafter have been issued by the notice\nstation; and\n(b) after informing the Station Master of the block station\nat other end, the Station Master on duty receiving such\ninformation shall also inform the Station Master on\nduty of the notice station on approved means of\ncommunication and to the Controller or the centralised\ntraffic control Operator under exchange of Private\nNumber.\n(5) Duty of Station Master for cancella tion of Caution Order, -\nThe Station Master on duty on receiving advice for\ncancellation of special precaution, shall advise this fact to all\nthose functionaries who had been earlier advised in terms of\nsub-rule (4) of the rule 155 above, and after issue o f advice\nregarding cancellation of caution order, the Station Master\nshall discontinue the issuing of the Caution order.\n(6) Duty of the Station Master of notice station regarding issue of\nCaution Order, - On receipt of advice for issue of Caution\nOrder, the Station Master of the notice station shall\nacknowledge the same and not allow any train which has to\npass through the affected block section, to leave his station,\nfrom that point onwards, unless he has issued a Caution\nOrder. He shall also give particulars of the first train to which\nthe Caution Order has been issued to the Station Master on\nduty of the station in rear of site of restriction. In case of there\nbeing no caution, the notice station shall still issue a caution\norder depicting ‘NIL ‘in Form 9.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 141, + "text": "119\n(7) Duty of the Station Master of the station from where a train is\nto start regarding issue of Caution Order, - In case of a train\noriginating from a station which is not a notice station, the\nStation Master shall consult the Controller or the centralised\ntraffic control Operator or the Station Master of the notice\nstation in rear and issue Caution Order upto the notice station\nin advance. In case of single line the details of special\nprecautions to be imposed can be had from the notice stat ion\nin advance also.\n(8) Change of train crew en route, - In case of change of train\ncrew en -route, the Loco pilot taking over charge shall take\nover all Caution Orders relating to his train to acquaint\nhimself of the conditions of the line giving due\nacknowledgement to the Loco pilot who is being relieved.\n(9) Description and Preparation of Caution Order, - (a) the\ncaution order referred to in sub -rule (1) of the rule 155 shall\nbe prepared on white paper in blue or black ink or typed or\nmade out on computers with the words “CAUTION ORDER”\nwritten on top of the form in bold letters of appropriate font\nsize to draw attention distinctly and signed in full with station\nstamp;\n(b) all forms should be serially numbered, machine printed\nor assigned by computer;\n(c) caution Order shall be prepared in two foils –one each\nfor the Loco pilot and station record;\n(d) entries shall not be made on the back of the caution\norder, if more than one Caution Order form or page is\nused, pages shall be serially numbered;\n(e) it shall specify the kilometerage and the station at\nwhich or stations between which caution is required to\nbe observed, the reason thereof and the speed at which\nthe train will travel on the restricted zone. Full station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 142, + "text": "120\nname and i ts code shall be used instead of code alone;\n(f) wherever speed restrictions are required to be observed\nat two or more locations, the kilometrage of all such\nlocations shall be indicated in geographical order in\nrelation to the direction of move ment, and serially\nnumbered;\n(g) in case of any error in printing or overwriting, a fresh\none shall be prepared.\n(10) Delivery of caution order, - (a) the caution order shall be\ndelivered to the loco pilot of the train by the station master on\nduty through a competent railway servant deputed by him and\nthe signatures of loco pilot shall be obtained on each page the\nrecord foil in token of their having received a legible copy of\nthe caution order;\nProvided, in case where details of the caution order can be\ndisplayed as text in front of the Loco pilot in his driving cab, and\nupdated through electronic media from a centralised office, the\nresponsibility of the Station Master as stipulated in this rule shall\nlie with the designated official on duty in the centralised office.\nProvided further that such a system shall not only facilitate\ndelivery of caution order but also capture acknowledgement by\nthe Loco pilot at the time of taking over the charge and\nsubsequently at the time of each updation;\n(b) except in case of distributed power formation where all\nthe locomotives are driven from one single cab of the\nleading locomotive, where there are more than one\nworking locomotive manned by different Loco pilot,\nthe Caution Order shall be given to each of them and\ntheir signatures shall be obtained.\n(11) Record of Caution Orders, - (a) at all stations where Caution\nOrders are issued, the station master shall keep an up to date\nrecord of all the speed restrictions imposed with the dates of\ntheir enfo rcement and cancellation, authority, nature, in the\ncaution order register and on every Monday he will bring", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 143, + "text": "121\nforward in geographical order in relation to the direction of\nmovement, the caution order presently applicable; and\n(b) similar records shall be kept at other places namely\ncontrol offices, crew booking offices, also where\ninformation in this regard is received.\n(12) Preservation of Caution Orders, - Record foils of the caution\norder shall be preserved for a period as prescribed under\nspecial instructions.\n156. The Limits of speed over facing points. - (1) The speed of trains\nover non- interlocked facing points, turn -out and cross -overs shall\nnot exceed fifteen kilometers per hour.\n(2) The speed over interlocked turn-outs and cross overs shall not\nexceed fifty kilo meters per hour unless a higher limit is\nprescribed for special type of cross over and turn -outs in\naccordance with special instructions.\n(3) A train may run over interlocked facing points on a straight\nroad at such speeds as may be permitted by standard of\ninterlocking.\n157. Limits of speed while running through stations. - (1) No train\nshall run through via the main line in an interlocked station at a\nspeed exceeding fifty kilo meters per hour , unless the line is\nisolated from other lines by setting of points or other approved\nmeans, and inter -locking is such as to maintain this condition\nduring the passage of the train.\n(2) In every case in which trains are permitted to run through, on\na non - isolated line, all shunting on adjoining line shall be\nstopped. Further no vehicle un -attached to a loco motive are\nwhich is not properly secure in accordance with the rule 147\nshall be kept standing on a connected line which is not\nisolated from the line on which the train is run through.\n158. Locomotive pushing. - (1) No locomotive or self-propelled vehicle\nshall push any train outside station limit except with special", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 144, + "text": "122\ninstructions and at a speed not exceeding twenty five kilometers per\nhour.\nProvided that this sub-rule shall not be applied to a train, the leading\nvehicle of which is equipped with driving apparatus and which may be\noperated under special instructions.\nProvided further that this sub -rule shall not apply to a locomotive\nassisting in the rear of a train, which may be permitted under special\ninstructions to run without being coupled.\nProvided also that no train which is not equipped with continuous\nbrake shall be pushed outside station limit except in case of\nemergency.\nProvided fur ther that a 'patrol 'or 'search light' special with one or\nmore vehicles in the front, may be permitted to run at a maximum\nspeed of forty kilometre per hour.\n(2) When the movement of train with engine pushing is\nundertaken either during night or in thi ck, foggy or\ntempestuous weather impairing visibility, the leading vehicle\nshall be equipped with the prescribed light and marker lights.\n(3) When locomotive is pushing the load and is the rear most, it\nshall carry a tail lamp or tail board or its equivalent.\n(4) If for some reason a train is required to be pushed back to\nreturn to the station in the rear under its own power,-\n(i) the pilot will first seek the permission from the Station\nMaster on the approved means of communic ation, and\nthe Station Master shall permit reversal only after\nensuring that there is no obstruction behind the affected\ntrain in the block section;\n(ii) the loco pilot shall reverse his train at a speed not\nexceeding twenty five kilometre per hour in clear\nvisibility and as far as possible, stop at a place where\nthe last vehicle, is approximately around the location of\nthe first Stop signal of the opposite direction in double\nline or first Stop signal of the same direction in single", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 145, + "text": "123\nline in case of abs olute block system, or the first semi -\nautomatic or manual signal either of the opposite\ndirections or of the same direction in case of automatic\nblock section. Further, the train shall be piloted into the\nstation guided by the hand signal shown by the\nauthorised staff;\n(iii) station master shall arrange to hand signal the train\nfrom the location it has stopped as given in clause (ii)\nabove;\n(iv) (a) as far as possible, the Loco pilot shall be regularly\nguided by the person deputed to hand signal\nthrough the approved means of communication,\nthe position of the rear most vehicle and condition\nof level crossing or any other obstruction behind,\nif any; and\n(b) in case of poor visibility conditions the Assistant\nLoco pilot shall hand pilot the train on foot up to\nthe point at which the station staff has been\ndeputed as in clause (iii) at a speed not exceeding\neight kilometre per hour.\n(v) The Loco pilot shall make frequent use of locomotive whistle\nas a warning to the road traffic while approaching and\npassing across the level crossing. Assistant Loco pilot shall\nkeep a sharp look -out in the rear and take measures to stop\nthe train, if circumstances so warrant. Approved means of\ncommunication shall be used by the Loco pilot and the station\nmaster to keep informing each other the location of the train.\nC - Equipment of Trains and Train Crew\n159. \"Railway Emergency Alert\" Alarm. - No train shall be worked\nwithout having Mobile Radio of mobile train radi o\ncommunication system either installed in loco cab or available\nwith loco pilot for initiating and receiving Railway Emergency\nCall, except in case of any emergency in accordance with special\ninstructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 146, + "text": "124\n160. End of Train telemetry. - (1) No tra in shall be worked without a\ncommunication display unit in the driving cab of the locomotive\nand a sense and brake unit of end of train telemetry system\nmounted on the rear coupler of the rear most vehicle, except in case\nof emergency in accordance with special instructions.\n(2) In order to indicate to the staff that the train is complete, the\nlast vehicle, shall be distinguished by the red retro -reflective\npainted sense and brake unit in the rear having a flashing red\nlamp which is lit both by day and night.\n(3) In order to warn loco pilots of trains approaching from rear\non the same or adjoining lines, the sense and brake unit shall\nalso carry an amber flasher light which can be switched 'ON'\nor 'OFF' by the Loco pilot. Further the amber flasher light\nshall be of such design that it is automatically switched 'ON'\nin case of parting of train.\nProvided further that the provision of this rule shall not apply to rail\ncars, or light single or coupled locomotive.\n161. Head light, ma rker lights, flasher lights and speedometer. - (1)\nA train shall not work at night or in bad weather conditions\nimpairing visibility or in long tunnels, unless the locomotive carries\nin the front an electric head light of an approved design, two\nelectric w hite marker lights, one flasher light on top in the front;\nand two red marker lights in the rear for use during light running.\n(2) A locomotive employed exclusively on shunting at stations\nand yards shall, at night or in bad weather conditions\nimpairing visibility, display such head lights as are prescribed\nby the special instructions and exhibit two red marker lights\nin front and in rear.\n(3) The electric head light shall be fitted with a switch to dim the\nlight and shall be dimmed, -\n(a) When the train remains stationary at a station;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 147, + "text": "125\n(b) when the train is approaching another train which is\nrunning in opposite direction on doub le or multiple\ntrack; and\n(c) On such other occasions as may be prescribed by\nspecial instructions.\n(4) In case the electric head light fails enroute or a train has to be\nworked without headlight in an emergency, the locomotive\nshall display two electric white marker lights referred to in\nsub- rule (1) of the rule 161 pointing in the direction of\nmovement and the train shall run at a speed not exceeding\nfifty kilometre per hour or severest speed restriction imposed\nin the section whichever is less to reach the location where\nthe problem can either be rectified or a relief locomotive is\nprovided.\n(5) Locomotive shall not be turned out from the shed if head\nLight, marker lights and flasher lights are in defective\ncondition. In case of flasher light is found defective enroute\nthe loco pilot shall inform the controller to make arrangement\nfor rectification or arrange a relief locomotive.\nIn the mean time before reaching the location where the\nproblem can be rectified in case the train is stopped on\naccount of accident or any other cause besides showing\ndanger signals towards the direction fr om which the train\nshall be approaching, he shall instead repeatedly switch ‘on’\nor switch ‘off’, the head light of his locomotive till his train\nmeets first train from opposite direction and also make use of\nthe approved means of communications to warn t he Loco\npilot of any approaching train.\n(6) Locomotive shall not be turned out from the shed if\nspeedometer or recorder are in defective condition. In case of\nspeedometer or recorder becoming defective during run, the\nLoco pilot should estimate the speed of his train either from\nthe number of posts passed in an interval in electrified\nterritory or otherwise so as not to exceed the ninety per cent", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 148, + "text": "126\nof the maximum permissible speed of that section or the train\nwhichever is less.\n162. Tail board or tail lamp. - (1) In order to indicate to the staff that a\ntrain is complete, the last vehicle, shall be distinguished by affixing\nto the rear of it,-\n(a) a red retro -reflective painted sense and brake unit to\nthe rear of it having a flashing red lamp which is lit\nboth by day and night as given in sub-rule (2) of rule\n160; or\n(b) (i) by day, a tail board of approved design or a red\npainted tail lamp of approved design which may\nbe unlit; or\n(ii) by night, as well as in thick, foggy or tempestuous\nweather impairing visibility during day, a flashing\nred tail lamp of approved design;\n(c) Such other device as may be prescribed by special\ninstructions.\n(2) Working of trains with a red flag as a last vehicle indicator -\nexcept in case of front portion of a parted train, no train shall\nbe worked in the block section without the tail board or tail\nlamp as prescribed under these rules. In emergencies only,\nand under special instructions in each case, a red flag may be\nused in lieu of a tail board or unlit tail lamp.\n(3) In case of a locomotive or coupled locomotives running light,\nthey shall have a red flag by day and marker lights lit as red\n(after covering it with red slides) by night to indicate the last\nvehicle.\n163. Equipment of Loco pilot or Assistant Loco Pilot.-\n(1) Equipment of Loco pilot - Each Loco pilot shall have with\nhim, while on duty with his train, the following equipment, -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 149, + "text": "127\n(a) a copy of these rules or such portions thereof as have\nbeen supplied to him under rule 3\n(b) a copy of the working time tables and all correction\nslips and appendices, if any, in force on that section\nover which the train is to run;\n(c) torch cum tri -colour hand signal lamp (steady white,\nflashing red and green);\n(d) two red flags and one green flag mounted on stick;\n(e) unless forming part of the locomotive equipment,\nmobile radio of mobile train radio communication\nsystem ;\n(f) a portable amber flasher light;\n(g) unless forming part of th e locomotive equipment,\nhand set of secured means of communication network;\n(h) one pair of spectacles as spare and one watch;\n(i) where required blank forms of \"line clear ticket\" and\n\"passing of signal at danger\" for receiving authority on\nSecured Means of Communication.\n(j) such other articles as may be prescribed by Railway\nAdministration in this behalf.\n(2) If any Loco pilot is not in possession of any article mentioned in\nsub-rule (1) of rule 163, he shall report the fact to his super ior who\nshall make good the deficiency.\n(3) Equipments of Assistant Loco pilot - Each Assistant Loco pilot\nshall have with him, while on duty with his train, the following\nequipments, -\n(a) a copy of these rules or such portions thereof as hav e\nbeen supplied to him under rule 3\n(b) a copy of the working time tables and all correction\nslips and appendices, if any, in force on that section", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 150, + "text": "128\nover which the train is to run;\n(c) torch cum Tri -colour Hand signal Lamp (steady white,\nflashing red and green);\n(d) two red flags and one green flag mounted on stick;\n(e) unless forming part of the locomotive equipment,\nhand set of Secured Means of Communication network;\n(f) one pair of spectacles as spare and one watch;\n(g) such other articles as may be prescribed by Railway\nAdministration in this behalf.\n(4) If any Assistant Loco pilot is not in possession of any article\nmentioned in sub -rule (3), he shall report the fact to his\nsuperior who shall make good the deficiency.\n164 Locomotive Equipment .- Each Locomotive shall carry - (1) a\nCab Radio of mobile train radio communication system\nNOTE: Where Cab Radio of mobile train radio communication\nsystem is not provided as part of locomotive equipment, an\noperational radio of mobile train radio communication system shall\nbe provided to the loco pilot.\n(2) Fire extinguisher, skids of approved design and such other\naccessories as may be prescribed by special instructions.\n(3) On board safety device as may be prescribed for the section,\nunless exempted under special instructions.\n165. Manning of locomotive in motion . - (1) No locomotive shall be\nallowed to be in motion on any running line, unless both Loco pilot\nas also the Assistant Loco pilot are upon it, except when otherwise\nprovided by special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 151, + "text": "129\n(2) Subject to the provision of sub -rule (3) of the rule 165, in no\ncircumstances shall a person other than the Loco pilot or a\nrailway servant duly qualified in all respects, drive a\nlocomotive on any running line.\n(3) If any of the Loco pilot or ass istant Loco pilot becomes\nincapacitated, the Controller and the Station Master of station\nin advance shall be informed on the approved means of\ncommunication for arranging relief and the train shall be\nworked by the Loco pilot or duly qualified assistant Loco\npilot cautiously upto the next station.\n(4) On receipt of information of incapability of either of the train\ncrews to proceed, the relief crew and the medical aid as\nneeded shall be arranged by Controller from the nearest\nstation.\n166. Driving a train. - (1) The loco pilot and assistant loco pilot shall\nacquaint themselves with the system of working, location of signals\nand other local conditions affecting the running of trains on a\nsection or sections of the railway over which he is to work and if he\nis not so acquainted with any portion of the railway over which he\nis to work, obtain the services of a qualified railway servant who is\nconversant with it to assist him.\n(2) (a) train shall be invariably driven from the front\ncompartment of the leading locomotive;\n(b) in case of the driving apparatus of the front\ncompartment becomes defective the train can be driven\nfrom the rear compartment at a restricted speed in\naccordance with special instructions and a competent\nrailway ser vant shall travel in the front compartment\nshowing hand signals prescribed under these rules.\n(3) (a) no railway servant shall be allowed to drive a train on\nany part of the running line or work as Loco pilot\nunless he is duly qualified to drive and holds a valid", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 152, + "text": "130\ncertificate of competency issued by the competent\nauthority;\n(b) the responsibility which shall be accountable for strict\nimplementation of this rule shall be prescribed by the\nconcerned railway administration.\n167. Riding on locomotiv e. - (a) no railway servant other than loco\ncrew shall be authorised to ride on the locomotive except those who\nare permitted under special instructions.\n(b) no unauthorised person shall manipulate any apparatus unless\nauthorised under special instructions.\n168. Working of trains in absence of end of train telemetry. - When\nit becomes unavoidably necessary to work a train without end of\ntrain telemetry it shall be done under special instructions.\nS.R.168 (1) When under unavoidable circumstances a train is to be\nworked without EOTT, it may be allowed to work\nprovided a brake -van or hand braked vehicle of approved\ndesign is attached to it except in emergency or as provided\nfor under special instructions.\nProvided that the provision of this rule sh all not apply to\nrail cars, light locomotive or locomotives couple together,\nor in the case of last vehicle is a working locomotive under\npower distributed power system, Track machines, couple\ntrack machines, track machines hauling camping coach\nPQRS train & Track Relaying Train distributed power\nsystem.\nProvided further that when the EOTT is not present and the\ntrain stops at an automatic signal the guard shall exhibit a\nhand danger signal towards the rear.\nProvided also that when the train is being w orked with\nGuard, he shall also exchange signal with the station staff,\nwith the Loco pilot before starting the train from the station\nor after stopping in the block section, on clearing speed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 153, + "text": "131\nrestriction zone and keep a look out during the journey\nincluding halt at station, and satisfy himself from time to\ntime that the tail board and brake -van lamps are in position\nand that all brake -van lamp, where required, are burning\nbrightly, that the train is complete in every respect and is\nproceeding in a safe and proper manner , and when passing\nby a level crossing gate or railway staff working on the\ntrack for any danger signal that might be given to stop the\ntrain. He shall also give complete arrival of train and\nclearance of fouling mark to the Station Master o n duty as\nand when required.\nProvided further that the Loco pilot, before the\ncommencement of the journey and after performing any\nshunting enroute, shall ensure that the coupling and hose\npipe (BP & FP) between the locomotive and the train and\nthe different vehicles are properly secured’ and continuity\nin the train brake system up to the last vehicle, including\nassisting engine if any, is undisturbed and the train has the\nprescribed number of braking cylinders in working order.\n169. Working of trains in absence of Amber flasher light in the rear\nof a train . - When it becomes unavoidably necessary to work a\ntrain without a provision of showing amber flasher light in rear it\nshall be done under special instructions.\nPosition of Brake van on train, -When a train is being worked with\nCab Radio or operational radio but without end of train telemetry,\nand one brake van shall be attached to the rear of the train for a\nguard to travel and perform brake van functions, provided that\nreserved carriages or ot her vehicles may be placed in rear of such\nbrake van.\n170. Working of trains in absence of Cab Radio or Operational\nradio of mobile train radio communication system. - When it\nbecomes unavoidably necessary to work a train without ‘Cab Radio\nor Operational radio of mobile train radio communication system’\nit shall be done under special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 154, + "text": "132\nCompetent railway servant to travel in brake van to work as guard,-\n(1) Except when trains are worked with both Cab Radio and\nOperational radio of mo bile train radio communication\nsystem and end of train telemetry system, or when either of\nthem is not provided or in emergency, every running train\nshall be provided with a competent railway servant to work as\nguard.\n(2) The guard of a running trai n shall travel in the brake -van or\nhand braked vehicle except,-\n(a) in an emergency; or\n(b) as permitted under these rules.\n(3) When a train is worked without a Guard, such of his duties as\ncan be performed by the Loco pilot shall devolve on him as\nmay be specified by special instructions.\n(4) Equipment of Guard, - (a) when trains are worked with a\nguard travelling in the brake -van, in addition to the\nequipment listed in rule 163, he shall also carry,-\n(i) a red tail board;\n(ii) a red tail lamp,;\n(iii) detachable air pressure gauge with adapters;\n(iv) an amber flasher light when cab radio or\noperational radio of mobile train radio\ncommunication system is available but not end of\ntrain telemetry;\n(v) sufficient supply o f Detonators when ‘Cab Radio\nor operational radio of mobile train radio\ncommunication system’ is not available; and\n(vi) such other articles as may be prescribed by\nRailway Administration in this behalf.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 155, + "text": "133\n(b) if guard is not in possession of any a rticle mentioned in\nsub-rule (1) of the rule 170, he shall report the fact to\nhis superior who shall make good the deficiency.\n(5) The competent railway servant who have correct knowledge\nof detonators and their use shall only be assigned to work as\nGuard and he shall keep them ready for immediate use.\n171. Couplings. - No vehicle that is not fitted with a coupling or\ncouplings of approved pattern shall be attached to any train.\nD - Vehicles and Cranes\n172. Cranes. - (1) Attaching of travelling cranes to trains,-\n(a) no travelling crane shall be attached to a train until it\nhas been certified by a duly authorised railway servant\nthat it is in proper running order, and with a dummy\ntruck for the jib, if necessary; and should prefera bly be\nmarshalled next to Locomotive,\n(b) the speed of the crane shall be restricted either to\nsectional speed or maximum permissible speed of that\ncrane whichever is less subject to all permanent and\ntemporary restrictions imposed.\n(2) Working of crane on electric traction, - No crane shall be\nworked on line having electric traction or adjacent to it unless\nsuch overhead equipment is made dead and earthed by the\noverhead equipment staff and all movements of the crane jib\nshall be carefully c ontrolled so as not to foul the traction\noverhead equipment overhead equipment; and other\nprecautions taken in accordance with rule 265.\n(3) Crane working shall not be commenced or carried out without\nthe prior permission of the station master on duty and unless", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 156, + "text": "134\nline or lines that will be obstructed are blocked.\n(a) the crane supervisor shall notify the Station Master on\nduty in writing the nature of the work, the line that will\nbe occupied by the crane and other line or lines that will\nbe obstructed during the period of operation, if any, and\ntime required for the work;\n(b) in case of working of crane in station section the lines\nfor which block is taken, shall be treated as deemed\n‘obstructions’ for the purpose of taking 'OFF' signals or\ntrain working or shunting. The affected line shall be\nprotected by setting the points against such line and\nStop plugs placed over the relevant point switches or\nbuttons. Buzzer where provided shall also be switched\n'on';\n(c) in case of working of crane in Block Section,-\n(i) the crane shall be despatched from the station in\nrear only after blocking back or blocking forward\nthe block section along with necessary authority\nfor shunting or obstruction as in rule 103 and the\nrequisite caution order is given;\n(ii) if the work necessitates stopping of trains on any\nof the adjacent line including Indian Railway line ,\nblock for the same shall be asked for by the\nSupervisor and the affected section shall also be\nblocked back or blocked forward by the S tation\nMaster including Indian Railway station master\ndespatching the crane;\n(iii) if the work involves infringement of adjoining line\nonly during operation of the crane when the jib is\nraised and trains can be passed by stopping\noperation of the crane, the Supervisor shall arrange\nto show signals in accordance with rule 242 and\nLoco pilot of trains proceeding into the section\nshall be issued caution order by station master at\neither end of the section;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 157, + "text": "135\n(d) when a crane is working, the Supervisor in charge shall\nsee that the adjacent lines for which block has not been\ntaken is not infringed at any cost; and\n(e) after the crane work is over, the crane supervisor shall\nissue a memo to the station master on duty including Indian\nRailway stati on master to the effect that the work is over and\nother lines blocked or fouled are clear of obstructions and are\nsafe for the passage of trains.\nProvided further that written memo may follow the advice given\non secured voice communication where provided for early\ncommencement of train operation on line other than the one\noccupied by the crane.\n(f) normal train working shall be resumed on receipt of this\nassurance from the supervisor of the crane;\n(g) station master on duty shall record such of the events in\nred ink in the train signal register; and\n(h) Railway servant holding a competency certificate\nissued by the competent authority appointed by\nRailway administration shall only operate or supervise\ncrane operations.\n173. Loading of vehicles. - (1) No wagon shall be so loaded as to\nexceed the maximum gross load on the axle fixed for the route on\nwhich it has to travel across the Dedicated Freight Corridor\nRailway or Indian Railway lines. In case of route is having varying\naxle load l imits for different sections, least of the permissible axle\nload shall be chosen or train booked and dispatched via dearer route\nhaving uniform axle load limit.\nMaximum gross load on the axle for sections of Dedicated Freight\nCorridor Railway lines shall be fixed by Director, operation and\nbusiness development and that for the Indian Railway lines shall be\nfixed under section 72 of the Indian Railway Act 1989, or such\nvaried carrying capacity, as may have been prescribed under sub -\nsection (4) of the said section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 158, + "text": "136\n(2) Except under special instructions, no wagon shall be so\nloaded as to exceed the maximum moving dimension\nprescribed for the route on which it has to travel across\nDedicated Freight Corridor Railway or Indian Railway lines.\nIn case route is having varying maximum moving dimension\nlimits for different sections least of the permissible maximum\nmoving dimension shall be chosen.\nLimits of maximum moving dimension for normal movement as\nalso rules for over dimensional consignments for the s ections of\nDedicated Freight Corridor Railway lines shall be fixed by\nDirector, operation and business development and that for the\nIndian Railway lines shall be fixed by Railway Board.\n(3) When the length of consignment projects to an unsafe extent\nbeyond the end of wagon on which it is loaded, an additional\nwagon shall be attached to act as a dummy.\n174. Marshalling order and attachment of damaged or defective\nvehicles. - (1) The station master or yard master where provided\nshall ensure, that the marshalling of vehicles in the formation of the\ntrain conforms to the special instructions prescribed for the\npurpose.\n(2) No derailed vehicle after re -railment or a hot axle vehicle\nshall be attached unless it has been certified fit to run by a\ncompetent train examiner.\nProvided that in case of a hot axle detected between stations, the loco\npilot, if he considers it safe to do so, may take such vehicle to the next\nstation at a slow speed where such train shall be preferably received\non the main l ine, otherwise stopped at the first stop signal before\nreceiving it on loop line and the vehicle shall be examined and\ncertified before proceeding ahead.\n(3) If station master on duty has reason to apprehend danger from\nthe condition of any vehicle on a train before it can be\ninspected by a train examiner, the loco pilot shall be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 159, + "text": "137\nconsulted, and if he so requires, the vehicle shall be detached\nfrom the train.\n(4) Attaching of vehicles outside end of train telemetry,-\n(a) any number of vehicles fi tted with pressure brake in\ngood working order may be permitted to be attached on\nthe train provided the sense and brake unit of the end of\ntrain telemetry is shifted and installed on the rear\ncoupler of the rear-most vehicle;\n(b) In case of clearance of a damaged vehicle, not having air\npressure brake in working order, or where sense and brake\nunit cannot be installed on the rear coupler of the rear -most\nvehicle, only in emergency to clear an occupied running lines,\nnot more than one such vehicle s hall be permitted, and that\nalso upto a short distance. In such cases the train shall be\ntreated as running without tail lamp and all measures\nprescribed in these rules for working of such trains shall be\nfollowed.\nThe controller shall advise all the stations enroute to verify the\nfouling mark clearance through physical verification whenever\nrequired, and complete arrival on the basis of last vehicle\nnumber.\nProvided that running of a train specially for the purpose of\nclearing the section of such damaged vehicle not having air\npressure in working order shall be done as per special\ninstructions; and\n(c) Attaching of vehicles when the train is worked without end of\ntrain telemetry shall be governed by special instruction.\nS.R.174 (1) Attaching of vehicle outside brake -van when the train is\nworked without EOTT and a brake van is provided - (a)\nWhen the train is having continuous air pressure all\nthroughout, up to two eight wheeler wagons, or its\nequivalent, having pressure brake in good workin g order,\notherwise only one eight wheeler wagon, or its equivalent,\nshall be permitted to be attached in the rear of the rear\nbrake-van subject to the condition that a tail lamp OR tail", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 160, + "text": "138\nboard is installed on the last vehicle.\n(b) In case of a damaged vehicle certified as fit to run when\naccompanied by concerned competent railway servants not\nmore than one such vehicle shall be attached in the rear of\nthe rear brake-van of a train subject to the condition that a\ntail lamp/tail board is installed on the last vehicle.\nE- Precautions before Starting train\n175. Loco pilot to examine notices before starting. - Every loco pilot\nbefore starting with a train shall examine the notices issued for his\nguidance and ascertain there from whether there is a nything\nrequiring his special attention on that section of the railway over\nwhich he has to work.\n176. Examination of train before starting. - (1) No train shall be\ndespatched from a station unless it has a valid brake power\ncertificate to the effect that the train is fit to proceed and has the\nprescribed brake power, issued by a train examiner except in the\ncircumstances and manner prescribed under sub-rule (2) below.\n(2) When newly formed train is to be despatched from a non -\ntrain examination station, or the brake power certificate is no\nmore valid in terms of special instructions issued to this\neffect, the loco pilot of the train may start his train after he is\nsatisfied of continuity and availability of adequate air\npressure in the train brake system upto the last vehicle.\nProvided further that such a train shall be worked only up to the next\ntrain examination station in the direction of movement and train given\nexamination before proceeding ahead.\n(3) The loco pilot, shall carefully exami ne the load of any open\nwagon and over dimensional consignments which may be\nattached to the train and if any such load has shifted or\nrequires adjustment, he shall have it secured or the wagon\ndetached from the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 161, + "text": "139\n177. Duties of Loco pilot before com mencement of journey. - The\nloco pilot shall, before the commencement of the journey and after\nperforming any shunting en -route, ensure that, - (a) his locomotive\nis in proper working order;\n(b) a valid brake power certificate of the train is available with\nhim and the train is provided with the prescribed brake power\nand where end of train telemetry is provided, its console is\nshowing continuity in the train brake system till the last\nvehicle and the pressure is adequate;\n(c) the end of train t elemetry system, if installed, is configured\ncorrectly and fully functional;\n(d) the head light, flasher light and marker lights as prescribed in\nsub-rule (1) of rule 161 are in good order, and these are kept\nburning brightly, when required;\n(e) in case of a distributed power formation, the control and\npower apparatus, and brakes of the complete train are in\nproper working order;\n(f) the train carries a last vehicle check device as per rule 162;\n(g) that he has received the train consi st and other prescribed\ndocuments; and length of train endorsed on train consist has\nbeen correctly indicated;\n(h) cab radio or operational radio of mobile train radio\ncommunication system ' is provided to him;\n(i) approved or secured voice communic ation phone alongwith\nthe contact numbers of the station and the controller falling\nenroute are available;\n(j) all working on board safety device are switched on;\n(k) the applicable caution order has been received at the\noriginating or notice station; and\n(l) generally, as far as he can ascertain, the train is in a state of\nefficiency for travelling.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 162, + "text": "140\n178. Examination of single and multiple units including formation of\ndistributed powering of trains by Loco pilot. - When coupling\nsingle or multiple units together, the loco pilot shall be responsible\nfor observing that all electrical or pneumatic couplings are properly\nconnected, and after all couplings have been connected, the loco\npilot while taking over the complete train shall satisfy himself th at\nthe control and power apparatus and brakes of the complete train\nare in proper working order.\n179. Railway servant when assigned to travel with the train under\nexceptional circumstances. - Railway servant, if any, assigned to\ntravel with the train shall ,- (1) obey all the lawful order of his loco\npilot in all particulars and assist him discharge his duties prescribed\nunder these rules besides,\n(2) undertaking such additional duties as are assigned to him\nspecifically.\nS.R. 179 (1) If a competent railw ay servant to work as a Guard is\nassigned to travel in the brake van of a train and when\neither MTRC system based \"Railway Emergency Call\"\nfacility is seamlessly not available across the railway\nsystem including foreign railways that have lines running\nin parallel to DFCR lines, or alarm is provided but EOTT\nis not provided, the Guard before commencement of\njourney from the starting station, or when taking over\ncharge or after performance of shunting enroute shall also\nensure that -\n(a) The train is properly coupled,\n(b) The train is provided with the prescribed brake\npower,\n(c) The train carries a last vehicle check device as per\nrule 162,\n(d) The communication equipment between the guard\nand the Loco pilot, is in proper working order, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 163, + "text": "141\n(e) Generally, as far as he can ascertain, the train is in\na state of efficiency for travelling,\n(f) He has received the train consist and other\nprescribed documents including a copy of the\napplicable Caution Order.\n(2) The Loco pilot shall no t start his train after\nstopping at station or in mid -section unless guard\nhas confirmed his presence on secured means of\ncommunication or exchanged the signal with him\nto start.\nThe guard shall not give signal for starting unless\nhe has satisfied himself that all is right for the train\nto proceed.\n(3) When 'Railway Emergency Call' has been initiated\nby the Loco pilot, on being told by the Loco pilot\nif EOTT is not provided, the guard shall\nimmediately fix amber flasher light behind the\ntrain to protect infringement of adjacent lines, if\nany, and start walking towards the Locomotive\ncarefully examining the load on his way to assess\nthe infringement and inform the Loco pilot like in\ncase of Assistant Loco pilot under rule 223.\n(4) When Cab Radio /operational radio of MTRC\nsystem is not provided, unless EOTT is provided,\nthe guard after being told by the Loco pilot\nproceed to protect infringement of lines, using\nDetonators as provided for in special instructions\nissued under rule S.R.(1) & S.R.(2) as the case\nmay be).\n(5) The approved means of communication available\nwith the Loco pilot and the guard on the train shall\nbe used whenever the guard apprehends any", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 164, + "text": "142\ndanger to train to attract the attention of the Loco\npilot or when Loco pilot needs any assistance from\nGuard including application of brakes should such\na need arise.\n(6) The Guard on completion of his journey shall\nreport himself to the Station Master on duty, and\nshall not leave the station until he has made over\nhis reports, all journals and documents kept up by\nhim in connection with the running of his train and\ncorrectly made over to a railway servant\nnominated for this purpose or to a relieving Guard.\n180. Starting of trains. - (1) A loco pilot shall not star t his train from a\nstation without the prescribed authority to proceed. Before starting\nthe train, he shall satisfy himself that,-\n(a) all correct fixed signals and where necessary, hand\nsignals are given;\n(b) the line before him is clear of visible obstruction; and\n(c) generally, as far as he can ascertain, all is right for the\ntrain to proceed.\n(2) The station master shall not give authority to proceed to the\nloco pilot until he is satisfied that all is right for the train to\nproceed.\n181. Loco pi lot to be in -charge of train. - After the locomotive has\nbeen attached to a train, and during the journey, the loco pilot shall\nbe in charge of the train in all matters affecting stopping or\nmovement of the train for traffic purpose.\n182. Subordination of Loco pilot in station limits. - When a train is\nwithin station limits, the loco pilot shall be under the orders of the\nstation master on duty.\n183. Assistant Loco pilots to obey Loco pilots.- The assistant loco pilot\nshall obey all the lawful order of his loco pilot in all particulars and\nassist him discharge his duties prescribed under these rules.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 165, + "text": "143\n184. Loco pilot to obey certain order. - After a locomotive has been\nattached to a train and during the journey, the loco pilot shall obey\nall orders given to him by the station master on duty or any railway\nservant acting under special instructions, so far as they do not\ninfringe the safe and proper working of his locomotive.\nF- Duties of Staff Working Trains during journey\n185. Loco pilot and Assistant Loc o pilot to keep a good look -out.-\nEvery loco pilot shall keep a good look -out while the train is in\nmotion, and every assistant loco pilot shall also do so when he is\nnot necessarily otherwise engaged.\n186. Loco pilot and Assistant Loco pilot to look bac k.- Whenever and\nwherever possible, the loco pilot and the assistant loco pilot shall\nlook back frequently during the journey to see whether the train is\nfollowing in a safe and proper manner and in case any danger\nsignal is being exhibited by any railway servant.\n187. Duties of locomotive crew in respect of signals. - (1) Though the\nprime responsibility in respect of observing and compliance of\nsignals remains with the loco pilot, the loco pilot and assistant loco\npilot shall identify each signal, engi neering indicator, neutral zone\nindicator, for lowering pantograph, whistle board as soon as it\nbecomes visible and shall call ou t their aspects to each other.\nProvided that,-\n(a) a loco pilot shall pay immediate attention to and obey\nevery signal whethe r the cause of the signal being\nshown is known to him or not;\n(b) he shall not, however, trust entirely to signals but\nalways be vigilant and cautious.\n(2) The loco pilot, on receiving \"railway emergency call\" shall\nimmediately stop his train and be guided by signals that he\nmay receive or if no hand signals or amber flasher signals are\nat once visible to him,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 166, + "text": "144\n(a) if it is day and he has clear view of line ahead, proceed\nvery cautiously at such speed as will enable him to sto p\nshort of any obstruction;\n(b) if it is day and the view of the line is not clear due to\ncurvature etc., or if the visibility is impaired for bad\nweather, or during night, proceed very cautiously on\nhand signals given by assistant loco pilot who shall\nwalk ahead of the train for this purpose; and\n(c) after proceeding fifteen hundred meters from the\nlocation where \"railway emergency call\" was first heard\nif he does not sight any amber flashing light, or no hand\nsignals are received, or \"railway emergency call\" is\nswitched off, he may then resume authorised speed\nafter confirming from the station master of the station\nahead that all is well as far as his line is concerned.\n(3) If in consequence of fog or storm or any other reason, the\nview of the signals is obstructed, the loco pilot shall take\nevery possible precaution, so as to have the train well under\ncontrol.\n(4) When two or more engines are attached to a train, the loco\npilot of the leading locomotive shall be responsible for the\nobservance of and compliance with the signals and the loco\npilot of other locomotive shall watch for and take signals\nfrom the loco pilot of the leading locomotive except in case\nof distributed power formation where the train is driven\nthrough a single controlling apparatus in the fr ont\nlocomotive.\n(5) (a) if the loco pilot notices that his locomotive explodes a\ndetonator he shall immediately bring his train to a stop,\nbe guided by the signal that he may receive or if no\nhand signal or other signal are at once visible to him he\nshall follow the procedure as given in clause (d) to (f)\nof this sub-rule (5) of the rule 187;\n(b) in thick, foggy or tempestuous weather impairing\nvisibility if his locomotive explodes two detonators\nplace about ten meters apart he shall control his t rain", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 167, + "text": "145\nimmediately and shall follow the aspect of the fix signal\nahead within a distance of two hundred seventy meters;\n(c) if his locomotive explodes three detonators about ten\nmeters apart, he shall control his train and move\ncautiously to stop short of any obstruction and be\nguided by the signal that he may receive or if no hand\nsignal or other signal are at once visible to him he shall\nfollow the procedure as given in clause (d) to (f) of this\nsub-rule (5) of the rule 187;\n(d) if it is day and he has clear view of line ahead, proceed\nvery cautiously at such speed as will enable him to stop\nshort of any obstruction;\n(e) if it is day and the view of the line is not clear, or if the\nvisibility is impaired on any reason, proceed very\ncautiously on hand signals given by assistant loco pilot\nwho shall walk ahead of the train for this purpose; and\n(f) after proceeding fifteen hundred meters from the place\nwhere the explosion occurred, if he does not explode\nany more detonator or sees no other signal, he may\nthen resume authorised speed, The loco pilot shall\nreport the incident to the controller or the next station.\n188. Exchange of 'all right signal' between Loco pilot and Station\nMaster on duty or station staff while a train passes through a\nstation.- (1) Where the secured means of communication between\nloco pilot and the station master, and video monitoring of passing\ntrains is provided in station master office, the loco pilot of a train\nwhile running through a station and station master on duty shall call\nout to each other that all is right for the train to proceed. The\nsequence and the manner of calling out shall be in accordance with\nspecial instructions. If all is not right, the station master shall advise\nthe loco pilot on same means of communication to stop the train.\n(2) Where video monitoring of passing train is not provided, the\nloco pilot, shall, while running through a station, look out for\nand acknowledge the 'all right' signals with the station master", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 168, + "text": "146\nor such other staff at th e station, as may be specified by\nspecial instructions, shall give if the train is to proceed in a\nsafe and proper manner. If not, the station master or the other\nstation staff shall immediately inform on secured means of\ncommunication and exhibit a stop h and signal on receipt of\nwhich, the loco pilot shall take the immediate steps to stop\nthe train.\n(3) Action to be taken by station master on duty in case the loco\npilot fails to whistle or loco pilot fails to exchange “all-right”\nsignal,-\n(a) the s tation master on duty shall immediately ascertain\nthe cause of not exchanging all right signal from the\nloco pilot through secured means of communication, in\ncase he is unable to contact the loco pilot, he will\nadvise the Station in advance and to the cont roller;\n(b) the station master on duty in advance on receiving such\nadvice shall take steps, as far as possible, to receive\nsuch train on main line and also set the route onwards,\nstop all other movement via or near the line on which it\nis being received but reception signal shall not be taken\n'OFF' until the cause of not exchanging all right signal\nfrom the Loco pilot through approved secured means of\ncommunication have been ascertained and in case he is\nnot able to contact the loco pilot, the train s hall be\ndeclared a runaway train and action taken as advised by\nthe controller.\n(4) (a) If station master on duty fails to exchange “all -right”\nsignal the loco pilot shall advise the controller on\nsecured means of communication or to the next station;\n(b) on receiving such information the controller shall call\nthe station master on duty of station where all right\nsignal were not exchanged to verify his availability. If\nthe station master on duty does not respond all train\nmovement shall be stopped and emergency procedures\nshall be invoked as prescribed in these rule.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 169, + "text": "147\n(5) The all right signal can be exchanged either by loco pilot or\nassistant loco pilot of a train depending on from which side\nthe ground staff is exhibiting the signal.\n(6) While running through a portion of Indian Railway station\nfalling by the side of Dedicated Freight Corridor Railway\nalignment the loco pilot and the assistant loco pilot shall\nexercise great vigil and whistle to warn against unauthorised\ncrossing of the track.\n189. Loco pilot to keep a good look out. - When train is being worked\nwith end of train telemetry, during the journey including before\nstarting at stations or en -route, the loco pilot shall (1) Keep a good\nlook-out and satisfy himself from time to time that the end of train\ntelemetry on his train is in position and that the train is complete in\nevery respect.\n(2) When passing by manned level crossing gate or railway staff\nworking on track, loco pilot or assistant loco pilot look back\nto see i f any signal is being given by them, to indicate that\nsomething is wrong with the train.\n190. Trains held up at first Stop signal.- (1) In case the train is held up\noutside first Stop signal without any apparent reason for more than\nfive minutes, the loco pilot shall sound the prescribed whistle\nintermittently. If the signals are still not taken \"OFF\" he shall call\nthe station master on approved means of communication. If the\nstation master does not respond, he shall depute the assistant loco\npilot (ex cept in case of trains worked with single loco pilot) to\nproceed to the station to warn the station master.\n(2) If the station master on duty on becoming aware of the\nwaiting train shall take action as is appropriate for reception\nof train or ask the lo co pilot to wait. In case of failure of the\nsignal, he shall authorise the loco pilot to pass the stop signal\nat danger by one of the permitted means in accordance with\nthe rule 211 provided all other conditions of reception of the\ntrain are fulfilled.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 170, + "text": "148\n191. Loco pilot not to detach locomotive from train. - Loco pilot shall\nnot detach his locomotive from a running train unless permitted by\nstation master of station in advance and as provided for in these\nrules.\n192. Sounding of loc omotive whistle. - (1) Except under special\ninstructions, the loco pilot shall always sound the whistle of the\nlocomotive according to the prescribed code of whistle or the\nfollowing circumstances, namely,-\n(a) before putting a locomotive in motion;\n(b) when entering a tunnel;\n(c) when approaching a manned or unmanned level crossing;\nand\n(d) at such other times and places as may be prescribed by\nspecial instructions.\n(2) locomotive whistle code shall be as under,-\nThe sig nals below by ‘0’ stand for a short whistle and ‘ —’ for a long\nwhistle,-\nS.No. Whistle\nCode Indication\n1 ____ (long) (a) Before starting,-\nI. indication to loco pilot of assisting or banking\nlocomotive and acknowledgement by the loco\npilot of assist ing or banking locomotive to\nleading locomotive that the loco pilot of leading\nlocomotive is ready to start;\nII. indication to loco pilot of assisting or banking\nlocomotive and acknowledgement by the loco\npilot of assisting or banking locomotive to\nleading locomotive that the loco pilot of leading\nlocomotive is ready to start;\nIII. locomotive ready to leave or go to loco yard;\nIV. pressure recreated on ghat section, remove sprags\nand also release brakes; and\nV. before starting a train from station or mid -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 171, + "text": "149\nsection.\n(b) On run,-\n(i) indication to loco pilot of assisting or banking\nlocomotive and acknowledgement by the loco pilot of\nassisting or banking locomotive to leading locomotive\nthat the loco pilot of leading locomotive is that\nassistance is not required;\n(ii) passing stop signal at ‘ON’ on proper authority;\n(iii) passing an automatic stop signal;\n(iv) passing an intermediate block signal at ‘ON’ when\nthe loco pilot is unable to contact the station in rear; and\n(v) lower or raise pantograph to be acknowledged by\nloco pilot of assisting locomotive.\n2\n___________\n_\n(Continuous\nlong)\n(a) Before starting,-\n(i) recall railway servant protecting train in rear;\n(ii) material train ready to leave; and\n(iii) main line cleared after backing into siding.\n(b) On run,-\n(i) approaching level crossing or tunnel or area of\nrestricted visibility or curves or cutting or site of\naccident;\n(ii) running through a station;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 172, + "text": "150\n(iii) approaching a stop signal at ‘ON’;\n(iv) detained at a stop signal;\n(v) in consequence of bad weather impairing visibility or\nany other reason the view of signals is obstructed;\n(vi) apprehension of danger;\n(vii) danger signal to the loco pilot of an approaching\ntrain whose path is fouled or obstructed for any reason;\n(viii) while working on a single line section when single\nline working is introduced on a double line section; and\n(ix) moving in wrong direction on a double line or\nagainst the signalled direction in the automatic block\nsignalling territory or against the established direction in\nthe automatic block signalling territory on single line.\n3 O O_____\n(Two short\none long)\ninsufficient air pressure in locomotive,-\n4 OOO\n( Three short)\n(a) train is out of control, guard to assist, if present; and\n(b) train cannot proceed ahead on account of accident or\nfailure or obstruction or any other exceptional cause.\n5 __ O __(One\nlong, one\nshort one\nlong)\n(a) train entered block section with wrong ‘authority to\nproceed;\n(b) train parting;\n(c) train arriving incomplete;\n(d) fouling mark not cleared; and\n(e) signal defective.\nG - Duties of Staff on Arrival\n193. Shutting off power. - In stopping a train, the loco pilot shall\ndetermine where to shut off power by paying particular attention to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 173, + "text": "151\nthe gradient, the state of the weather, the condition of the rails, the\nbrake power and the length and weight of the train.\n194. Loco pilot to stop close to the Starter signal or the stop Board. -\n(1) The loco pilot of a train shall stop his train as close to the starter\nsignal or the stop board referring to that line, as is possible.\n(2) The loco pilot shall satisfy himself as to the complete arrival\nof train from the presence of transmitting sen se and brake\nunit of end of train telemetry system through the indication\nprovided on the end of train telemetry console. In case his\ntrain has not arrived complete he shall at once infor m the\nstation master on duty.\n(3) The clearance of fouling mark in f ront and rear shall be\nverified by station master from the indication on the panel\nwith the help of axle counter or track circuiting.\n(4) In case of failure of axle counters or track circuit;\n(a) the clearance of fouling mark in front shall be verified\nand confirmed to station master by loco pilot when\nasked for on secured voice communication;\n(b) the complete arrival of train shall be verified and\nconfirmed to the station master when asked for on\nsecured means of communication by the loco pilot\nwhen end of train telemetry is functional. In case end of\ntrain telemetry is not functioning the station master\nshall verify presence of last vehicle physically; and\n(c) the clearance of fouling mark in rear shall be verified\nand confirmed by loco pilot when asked for by the\nstation master by comparing the length of his train\nrecorded on the consist with the clear standing length\nwritten below the starter signal or on the stop board\nwhen end of train telemetry is functional. In case end of\ntrain telemetry is not functioning the station master\nshall verify clearance of fouling mark in rear\nphysically.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 174, + "text": "152\n(5) A clear standing length Board indicates the length of a line\nwritten in white over a red back ground shall be fixed below\nthe Starter on its post bearing leg end \"clear standing length\n……..meters\" or the length written on bottom of the stop\nboard.\n195. Detaching locomotive. - Wherever a train has been brought to a\nstand, and it is necessary for the locomotive, with or without\nvehicle, to be detached from the r est of the train, the loco pilot\nshall, before the locomotive is uncoupled, satisfy himself that the\nhand brakes of the load have been put on securely and take such\nother measures as may be prescribed by special instructions.\n196. Loco pilot not to leave train till handed over. - The loco pilot on\ncompletion of his journey shall report himself to the station master\non duty, and shall not leave the station until he has made over his\nreports, all journals and documents kept up by him in connection\nwith the running of his train and correctly made over to a railway\nservant nominated for this purpose or to a relieving loco pilot.\n197. Loco pilot not to leave locomotive when on duty. - No loco pilot\nshall leave his working locomotive or his self -propelled vehicle\nwhen on duty, whether at a station or on a running line, except in\ncase of absolute necessity and after a competent railway servant has\nbeen placed incharge of the locomotive. In case a self -propelled\nvehicle manned by a single pilot only, a pil ot may leave it when\nnecessary,-\nProvided that he has locked the cabs and has put the vehicle in low\ngear with the ignition switch in the off position and screwed down and\nlocked the hand brakes.\n198. Reporting of defects in signals. - (1) All inst ances of poor or\nobstructed visibility along with their cause if noticeable shall be\nreported by the loco pilot to the station master on duty of the next\nstation on the approved means of communication.\n(2) When such report is made by a loco pilot, the s tation master\nshall take immediate steps to get it rectified.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 175, + "text": "153\nH - Working of Material Trains, Track Maintenance Machine,\nTower Wagon or Car and Rail-cum-Road Vehicle\n199. Working of a material or departmental train to carry out some\nwork in bet ween two block stations or within station limit. - (1)\nMaterial or departmental train shall not carry out any work without\nthe prior permission of station master on duty and unless the line or\nlines that will be obstructed are blocked.\n(a) the supervisor in-charge of the material or departmental\ntrain shall notify the station master on duty in writing\nthe nature of the work, the line that will be occupied by\nthe said train and line or lines likely to be infringed\nother than the one occupied by the tra in, if any, during\nthe period of operation, and time required for the work;\n(b) in case of working of material or departmental train in\nstation section, the lines for which block is taken, shall\nbe treated as deemed ‘obstructions’ for the purpose of\ntaking 'off' signals or train working or shunting. The\naffected line shall be protected by setting the points\nagainst such line and stop plugs placed over the\nrelevant point switches or buttons. Buzzer where\nprovided shall also be switched 'on',\n(c) in case of working of material or departmental train in\nblock section,-\n(i) the train shall be dispatched from the station after\nblocking back or blocking forward the block\nsection along with necessary authority for\nshunting or obstruction as in the rule 103 a nd\nrequisite caution order is given;\n(ii) If the work necessitates stopping of trains on any\nof the adjacent line, block for the same shall be\nasked for by the supervisor and the affected\nsection shall also be blocked back or blocked", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 176, + "text": "154\nforward by the st ation master despatching the\ntrain;\n(iii) If the nature of work is such that train movement\nneed not be stopped on the adjoining line but\ninfringement is apprehended during loading or\nunloading of material, the supervisor shall\narrange to show signals i n accordance with the\nrule 242 and loco pilot of trains proceeding into\nthe section shall be issued caution order by station\nmaster at either end of the section.\n(d) when neither the block has been taken nor signal to\nwarn the loco pilots as in sub -clause (iii) of clause (c)\nof this sub -rule (1) of the rule 199 have been ensured\non the adjoining line, the supervisor in charge shall see\nthat during loading or unloading adjacent line are kept\nclear.\n(e) after the loading or unloading is complete d, the\nsupervisor in charge shall issue a memo to the station\nmaster on duty to the effect that the work is over and\nother lines blocked or fouled are clear of obstructions\nand are safe for the passage of trains.\nProvided further that written memo may fol low the advice\ngiven on secured voice communication where provided for\nearly commencement of train operation on line under the\nsystem of working.\n(2) The supervisor-in-charge shall ensure, as far as possible, that\nthe time for which the block has been asked for is not\nexceeded,\n(3) When the train is ready to return, - (a) The supervisor -in-\ncharge before leaving the site shall take permission of the\nstation master of station in advance or in rear where the train\nis to arrive as per authority throug h the approved means of\ncommunication;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 177, + "text": "155\n(b) on getting the information from the supervisor in -\ncharge of the material train, the station master on duty\nshall arrange for reception of the train;\n(c) the supervisor on arrival of the train at the station sh all\nconfirm to the station master in writing against the\nrelevant entry in train signal register that the section has\nbeen cleared of the obstruction after completion of\nwork and the whole of the train has arrived;\n(d) normal working of trains on the lin es for which block\nwas taken, shall commence only after obtaining\nassurance from the supervisor as in clause (c) of sub -\nrule (3) of the rule199;\n(e) in case axle counter fails due to counting mismatch\nduring working of material or departmental train; track\nmaintenance machines, tower wagon, rail cum road\nvehicle, resetting of axle counter can be done by station\nmaster as per laid-down procedure; and\n(f) in case axle counter fails due to damage of axle counter\nequipment, cable etc. especially during working of\nmaterial train, track maintenance machines, resetting of\naxle counter will not restore normal functioning of axle\ncounter. In such cases, signal maintenance staff will\nhave to attend and rectify the damaged equipment,\ncable etc. before normal fu nctioning of axle counters is\nrestored.\n(4) When the locomotive is pushing the material or departmental\ntrain the supervisor in -charge or a competent railway servant\ndeputed by him shall exhibit hand signals to the loco pilot\ncontinuously from the le ading vehicle fitted with air brake\nvalve or hand brake, the speed of train shall be restricted to\ntwenty five kilometre per hour, and when such a leading\nvehicle is not available the speed shall be further restricted to\nten kilometre per hour and loco pil ot shall be hand signalled.\nProvided further that in case only one or two vehicles are in\nfront of the locomotive as in case of patrol special a\nmaximum speed of forty kilometre per hour may be permitted\nduring run.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 178, + "text": "156\n(5) The working instruction to ensure safety of men and material\nas also to avoid escaping of vehicle from the work site for\ndifferent grades, curvatures, type of vehicles and machines\nshall be prescribed under special instructions.\n(6) Track laying machines propelled by a locomo tive shall be\nworked in accordance with this rule.\n200. Working of Track Maintenance Machine. - (1) Track\nmaintenance machine shall run in the charge of a competent\nrailway servant called incharge appointed in this behalf by the\nDedicated Freight Corri dor Railway administration who shall be\npersonally responsible for all safety aspect regarding its movement\nand shall be responsible for taking the block, clearing the block etc.\n(2) Track maintenance machine shall be driven by a qualified\nperson ca lled the track maintenance machine operator who\nshould possess a valid competency certificate to drive the\nvehicles on rails issued by the competent authority appointed\nin this behalf by the Dedicated Freight Corridor Railway\nadministration.\n(3) The de tails of training and its schedule, as also the tests\nprescribed for possessing competency certificate and its\nvalidity, shall be in accordance with the special instructions.\n(4) Track maintenance machines shall be treated as trains when\nmoving under the ir own power between block stations to\nblock station. Relevant provisions for working, failure or\naccident to a train, action to be taken during break -down, etc.\nas provided for in these rules shall also apply in case of track\nmaintenance machine. For the purpose of through movement\nmaximum of five machines can be permitted to run in a\nconvoy, if they cannot be coupled for some reason. In that\ncase,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 179, + "text": "157\n(a) the first machine will move on a proper authority and\nthe others on the authority of the machine foll owing\nissued to each of the operators;\n(b) as a token of acknowledgement of moving in convoy,\nthe machine operator will endorse on the permit that\nthey are aware of number of machines in front and rear,\nas the case may be;\n(c) caution order will be given to all the five operators in\nwhich number of machines following shall also be\nmentioned;\n(d) machine operator will ensure that a minimum distance\nof one hundred twenty meters is kept between the\nsuccessive machines;\n(e) gateman at level c rossings will be specifically advised\nas to the number of machines in the convoy so as not to\nopen the gate till whole of the convoy has passed;\n(f) when moving in convoy, the speed shall be restricted to\nforty kilometre per hour;and\n(g) the permit s hall be deposited with the station master at\nthe station in advance who shall close the line only\nwhen last of the permit has been received.\n(5) The track machine shall not carry out any work without the\nprior permission of station master on duty and unless the line\nor lines that will be obstructed are blocked, -(a) the supervisor\nin-charge of the track machine shall notify the station master\non duty in writing the line that will be occupied by the said\nmachine and line or lines likely to be infringed o ther than the\none occupied by the machine, if any, during the period of\noperation, and time required for the work; Relevant\nprovisions contained in Chapter-X shall also apply;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 180, + "text": "158\n(b) in case of working of track machine in station section\nthe lines for w hich block is taken, shall be treated as\ndeemed ‘obstructions’ for the purpose of taking 'OFF'\nsignals or train working or shunting. The affected line\nshall be protected by setting the points against such line\nand stop plugs placed over the relevant point switches\nor buttons. Buzzer where provided shall also be\nswitched 'on';\n(c) In case of working of track machine in block section, -\n(i) the machine shall be dispatched from the station\nafter blocking back or blocking forward the block\nsection a long with necessary authority for\nshunting or obstruction as in the rule 103 and the\nrequisite caution order is given;\n(ii) if the work necessitates stopping of trains on any\nof the adjacent line, block for the same shall be\nasked for by the supervi sor and the affected\nsection shall also be blocked back or blocked\nforward by the station master despatching the\ntrain;\n(iii) if the nature of work is such that train movement\nneed not be stopped on the adjoining line but\ninfringement is apprehended dur ing operation of\nthe machine, the supervisor shall arrange to show\nsignals in accordance with the rule 242 and loco\npilot of trains proceeding into the section shall be\nissued caution order by station master at either\nend of the section.\n(d) when nei ther the block has been taken nor signal to\nwarn the loco pilots as in sub -clause (iii) of clause (c)\nof sub-rule (5) of the rule 200 have been ensured on the\nadjoining line, the supervisor in charge shall see that\nduring operation of the machine adjacent lines are kept\nclear.\n(e) after the work is completed, the supervisor in charge\nshall issue a memo to the station master on duty to the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 181, + "text": "159\neffect that the work is over and other lines blocked\nand/or fouled are clear of obstructions and are safe for\nthe passage of trains. Provided further that written\nmemo may follow the advice given on secured voice\ncommunication where provided for early\ncommencement of train operation on line under the\nsystem of working.\n(6) The supervisor-in-charge shall ensure, as far as possible, that\nthe time for which the block has been asked for is not\nexceeded.\n(7) When the machine is ready to return, - (a) the supervisor -in-\ncharge before leaving the site shall take permission of the\nstation master of station in advanc e or in rear where the\nmachine is to arrive as per authority through the approved\nmeans of communication;\n(b) on getting the information from the Supervisor in-\ncharge of the machine, the station master on duty\nshall arrange for reception of the machine;\n(c) the Supervisor on arrival of the train at the station\nshall confirm to the station master in writing\nagainst the relevant entries in train signal register\nthat the section has been cleared of the obstruction\nafter completion of work and all the mach ine or\nmachines have arrived; and\n(d) normal working of trains on the line for which\nblock was taken, shall commence only after\nobtaining assurance from the Supervisor as in\nclause (c) of this sub-rule (7) of the rule 200.\n(8) The working instruction t o ensure safety of men and material\nas also to avoid escaping of vehicle from the work site for\ndifferent grades, curvatures, type of vehicles and machines\nshall be prescribed under special instructions.\n201. Working of Tower Wagon or Cars. - (1) Tower wagon shall run\nin the charge of a competent railway servant called incharge\nappointed in this behalf by the Dedicated Freight Corridor Railway", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 182, + "text": "160\nadministration who shall be personally responsible for all safety\naspect regarding its movement and shall be responsible for taking\nthe block, clearing the block etc.\n(2) Tower wagon shall be driven by a qualified person called the\ntower wagon operator who should possess a valid\ncompetency certificate to drive the vehicles on rails issued by\nthe competent authority appointed in this behalf by the\nDedicated Freight Corridor Railway administration.\n(3) The details of training and its schedule, as also the tests\nprescribed for possessing competency certificate and its\nvalidity, shall be in accordance wit h the special instructions.\n(4) Tower wagon shall be treated as a train when moving from\none block station to another block station. Relevant\nprovisions for working, failure or accident to a train, action to\nbe taken during break -down, etc. as pro vided for in these\nrules shall also apply in case of tower wagons.\n(5) The tower wagon shall not carry out any work without the\nprior permission of station master on duty and unless the line\nor lines that will be obstructed are blocked, -(a) the supervisor\nin-charge of the tower wagon shall notify the station master\non duty in writing the line that will be occupied by the said\ntower wagon and line or lines likely to be infringed other than\nthe one occupied by the tower wagon, if any, during the\nperiod of operation, and time required for the work; relevant\nprovisions contained in Chapter-X shall also apply;\n(b) in case of working of tower wagon in station section the\nlines for which block is taken, shall be treated as\ndeemed ‘obstructions’ for the purpose of taking 'off'\nsignals or train working or shunting. The affected line\nshall be protected by setting the points against such line\nand Stop plugs placed over the relevant point switches", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 183, + "text": "161\nor buttons. Buzzer where provided sh all also be\nswitched\n(c) in case of working of tower wagon in block section,-\n(i) The tower wagon shall be despatched from the\nstation in rear only after blocking back or\nblocking forward the block section along with\nnecessary authority for shunting or obstruction as\nin rule 10 3 and the requisite caution order is\ngiven;\n(ii) if the work necessitates stopping of trains on any\nof the adjacent line, block for the same shall be\nasked for by the supervisor and the affected\nsection shall also be blocked back or blocked\nforward by the station mas ter despatching the\ntrain; and\n(iii) if the nature of work is such that train movement\nneed not be stopped on the adjoining line but\ninfringement is apprehended during operation of\nthe machine, the supervisor shall arrange to show\nsignals in accordance with the rule 242 and loco\npilot of trains proceeding into the section shall be\nissued caution order by station master at either\nend of the section.\n(d) when neither the block has been taken nor signal to\nwarn the loco pilots as in su b-clause (iii) of clause (c )\nof the sub -rule (5) of the rule 201 have been ensured\non the adjoining line, the supervisor in charge shall see\nthat during working adjacent lines are kept clear.\n(e) after the work is completed, the supervisor in cha rge\nshall issue a memo to the station master on duty to the\neffect that the work is over and other lines blocked or\nfouled are clear of obstructions and are s afe for the\npassage of trains. Provided further that written memo\nmay follow the advice given on s ecured voice\ncommunication where provided for early", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 184, + "text": "162\ncommencement of train operation on line under the\nsystem of working.\n(6) The supervisor-in-charge shall ensure, as far as possible, that\nthe time for which the block has been asked for is not\nexceeded.\n(7) When the tower wagon is ready to return,-\n(a) the supervisor -in-charge before leaving the site shall\ntake permission of the station master of station in\nadvance or in rear where the tower wagon is to arrive as\nper authority through the appr oved means of\ncommunication;\n(b) on getting the information from the supervisor in -\ncharge of the tower wagon, the station master on duty\nshall arrange for reception of the tower wagon;\n(c ) the supervisor on arrival of the tower wagon at the\nstation s hall confirm to the station master in writing\nagainst the relevant entries in train signal register that\nthe section has been cleared of the obstruction after\ncompletion of work and the tower wagon or wagons\nhave arrived; and\n(d) normal working of tra ins on the line for which block\nwas taken, shall commence only after obtaining\nassurance from the supervisor as in clause (c) of the\nsub-rule (7) of the rule 201.\n(8) The working instruction to ensure safety of men and material\nshall be prescribed under special instructions.\n202 Working of multiple material or departmental trains and or\nother maintenance vehicles or machines. - (1) More than one\nmaterial or departmental train or track maintenance machine or\ntower wagon may be allowed to work i n the same block section in\nthe shadow of block taken by one of them or during corridor block.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 185, + "text": "163\n(2) Such maintenance vehicle or train shall be despatched\nmatching with the sequence of location at which they have to\nwork and in accordance with the following,-\n(a) such vehicle or train may be despatched into the\nblocked section either as one train to be separated at the\nsite or singly one after another by issuing a shunting\norder 103 to the operators or loco pilot of first vehicle\nor train, and written a uthority to proceed without line\nclear 'authority to proceed without line clear’ to the\noperators or loco pilots of subsequent vehicle or trains;\n(b) the 'authority to proceed without line clear’ given to the\noperator or loco pilot shall be the authority , to proceed\nup to the assigned location. The kilo meters up to which\nhe must proceed into the obstructed block section, shall\nbe recorded on this authority; and\n(c) the 'authority to proceed without line clear’ may\nconfirm whether the vehicle or train is to return after\ncompletion of the work or proceed ahead to the next\nblock station or wait at the place of assigned location\nfor clearance of line by the vehicle or train in the rear or\nfront as may be applicable. The 'authority to proceed\nwithout line clear’ shall also mention, if any, vehicle or\ntrain has gone ahead or shall be following it.\n(3) While proceeding into the obstructed section, the speed of the\nvehicles or train shall be restricted to twenty five kilometre\nper hour in clear visibility over the straight, otherwise to ten\nkilometre per hour when approaching or passing any portion\nof the line when the view ahead is not clear, or obstructed, or\nduring bad weather impairing visibility. A caution order to\nthis effect shall be issued to the loco pilot of the relief train.\n(4) Where more than one such vehicle or train is required to be\nsent, successive vehicles or trains shall maintain a minimum\ndistance of one hundred twenty metre from each other. The\noperator or loco pilot of each of them shall protect his vehicle", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 186, + "text": "164\nor train in the rear in case his vehicle or train is stopped in\nbetween before reaching their assigned location.\n(5) The incharge of individual vehicles shall be responsible for\nprotection of their vehicles in front and re ar by showing hand\ndanger signals and maintaining a safe distance from each\nother in accordance with special instructions.\n203. Workers on material or departmental train, track maintenance\nmachine, tower wagon, and Rail -cum-road vehicle.-The official\nincharge of a material or departmental train, track maintenance\nmachine, tower wagon, or rail-cum-road vehicle shall before giving\nthe signal to loco pilot or operator to start, see that all the workers\nare on board and warn them to sit down.\n204. Protection of material or departmental train, track\nmaintenance machine, tower wagon, and Rail -cum-road\nvehicle, when stabled. - (1) A material or departmental train, track\nmaintenance machine, tower wagon, rail-cum-road vehicle shall not\nbe stabled on a runni ng line at a station, except in unavoidable\ncircumstances.\n(2) When a material or departmental train is stabled at a station,\nit shall be protected and the station master on duty shall\nensure that,-\n(a) the vehicles of the material or departmental tra in have\nbeen properly secured and are not fouling any points or\ncrossings;\n(b) all necessary points have been set against the line on\nwhich the material or departmental train, track\nmaintenance machine, tower wagon, or rail -cum-road\nvehicle is stabled and such points have been secured\nwith clamps or cotter bolts and are locked; and\n(c) the keys of such locks are kept in his personal custody\nuntil the material or departmental train, track\nmaintenance machine, tower wagon, or rail -cum-road\nvehicle is ready to leave the siding or line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 187, + "text": "165\n(3) The official incharge of the material or departmental train, track\nmaintenance machine, tower wagon, or rail -cum-road vehicle shall\nnot relinquish the charge until he has satisfied himself that the train\nhas been protected as prescribed in these rules.\nI - Private Locomotives and Vehicles\n205. Private locomotives and vehicles. - Locomotive or other vehicle,\nwhich are the property of a private owner, shall be allowed to enter\nupon the Dedicated Freight C orridor Railway, in accordance with\nspecial instructions.\nJ - Trains carrying over dimensional consignment\n206. Carrying of over dimensional consignments. - Subject to these\nrules special instructions for working of trains carrying over\ndimensional consignment on electrified and non-electrified sections\nshall be notified separately by the authorised officer.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 188, + "text": "166\nCHAPTER IX\nFAILURES, UNUSUAL OCCURRENCES AND ACCIDENTS\nA - Defective or damaged points\n207. Defective or damaged points. -(1) Poi nts shall be treated as\ndefective when either they fail to respond correctly to the operation\nof the device which controls their operation from normal to reverse\nor vice-versa, or to the operation of the device for locking the point\nin either position, or when electrical indication regarding setting\nand locking fails to appear, or when any component or part of the\npoint layout is damaged or missing.\n(2) Whenever points, crossings or guard rai ls are defective or\ndamaged, the railway servant in charge of operation of points\nshall protect them and immediately arrange to report the\ncircumstances to the Station Master on duty.\n(3) The Station Master on duty, on becoming aware of such\ndefective or damaged points, shall,-\n(a) immediately arrange to have the defect rectified by the\nrailway servant responsible for their maintenance;\n(b) arrange to ensure the safe passage of trains over such\npoints;\n(c) keep the signals at 'ON' until the defect is rectified;\nProvided that after protection and placing of signal to 'ON'' the\nStation Master on duty shall inspect them personally or get them\ninspected through competent railway servant of operating\ndepartment as specified in station working rule, and,-\n(i) if the defect is caused by an obstruction between\nthe switch and stock rails, the obstruction shall be\nremoved and the point shall be tested again to see\nwhether it functions satisfactorily or otherwise; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 189, + "text": "167\n(ii) if the defect is due to other c auses the Station\nMaster on duty shall decide whether the points\ncan be set correctly and clamped in one position\nor the other and would then be safe for the\nmovement of trains he may authorise train\nmovement treating it as non -interlocked point, at\na restricted speed of fifteen kilometre per hour.\n(d) signals controlling the movement of trains over points\nwhich are clamped and padlocked shall be treated as\ndefective and trains shall be worked as prescribed under\nthese rules.\nB - Defective Signals\n208. Signal Defects. - (1) Signal shall be treated as defective when -,\n(a) if there is no fixed signal or it is not erected properly at a place\nwhere a fixed signal is ordinarily shown; or\n(b) if the light of a signal is not burning; or\n(c) if a white light is shown in place of a colour light; or\n(d) if the aspect of a signal is flickering, misleading or\nimperfectly shown; and\n(e) if more than one aspect is displayed.\n(2) On encountering a defective signal, the Loco pilot shall act as\nif the signal was showing its most restrictive aspect.\n(3) at stations equipped with a colour light signal provided with a\n'P' marker, the Loco pilot shall bring his train to a stand if it\ndoes not show any light or shows an imperfect aspect and\nhaving satisfied himself that th e signal is provided with 'P'\nmarker, shall proceed preparing to stop at the next Stop signal\nand shall be guided further by its aspect.\n(4) A five lamp direction type route indicator shall be treated as\ndefective if less than three lamps are lit.\n209. Duties of Station Master generally when a Stop signal is\ndefective.- (1) As soon as a Station Master on duty becomes aware\nthat a signal has become defective, he-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 190, + "text": "168\n(i) shall take action in accordance with rule 211 and212 as\nmay be re quired for working of trains past the\ndefective signal; and\n(ii) shall report the occurrence to the railway official\nresponsible for maintenance of the signals, and al so to\nthe Controller, besides making an entry in the signal\nfailure register.\n(2) When the information of any defect in signal is received\nwhich does not perta in to his station he shall immediately\ninform the Station Master concerned and the controller of\nthe facts.\n(3) (a) at stations where indication of point for its setting and\nlocking is verified on Station Master’s panel\nindependent of signals coming 'off' or not, the reception\nor despatch of trains on defective signal shall be\narranged without clamping of facing points thus\nverified,\n(b) in case indication as given in sub clau se (a) of sub-rule\n3 of rule 209 above is not provided on Station Master\npanel, the facing and trailing points shall have to be\nclamped and padlocked before reception or despatch of\ntrains is arranged on defective signal,\n(c) if the repeating signal is def ective in ‘ON’ position, the\nLoco pilot of a train on being informed on secured\nvoice communication by the Station Master on duty\nshall proceed with Caution upto the place from where\nthe signal to which it refers is clearly visible and\nthereafter shall act as per indication given by that\nsignal.\n210. Duties of Loco pilot and Station Master when Distant signals is\ndefective.-(1)When a Distant signal is out of order it is expected to\nfail in 'ON' position or its light is extinguished. In both cases, the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor ��� General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 191, + "text": "169\nLoco pilot is to observe the most restrictive aspect of the signal and\nregulate speed of his train accordingly.\n(2) The Station Master on duty shall immediately advise the\nofficial responsible to rectify the defect to avoid detention to\ntrains.\n211. Duties of Station Master and Loco pilot when an approach Stop\nsignal is defective.-\n(1) (a) on approaching a defective approach Stop signal namely\nHome, Intermediate or routing Home(s), the Loco pilot shall first\nstop his train at the foot of the defective sign al and proceed only\nafter receiving an authority as in sub-rule (3)of the rule 211 below.\n(b) the Loco pilot shall proceed cautiously at speed not\nexceeding fifteen kilometer per hour , exercising vigil\nup to the next Stop signal and thereafter follow t he\naspect of that signal.\n(2) The Station Master on duty, before granting authority to pass\nthe defective approach Stop signal at 'ON', shall first ensure\nthat conditions for taking 'OFF' the said signal have been\nfulfilled. Provided further that whe n the notice of defective\nsignal has been given to the Loco pilot at a station in rear he\nshall also arrange to showing of proceed hand signals after\nthe route has been set.\n(3) The Loco pilot shall not pass a home or a routing home signal\nwhen it is at 'ON' or defective, unless, -\n(a) he has, at a previous station, received authority in\nForm10 in writing specifying that the signal is out of\norder and unless he also receives a proceed hand signal\nfrom a railway servant in uniform shown at the foot of\nsuch signal; or\n(b) after coming to stand, he is either authorised by taking\n'OFF' a Calling-on signal where provided; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 192, + "text": "170\nauthority in Form11 is conveyed or transmitted on\nsecured means of communication by Station Master on\nduty in accordance with special instructions; or\ngiven a written authority in Form11, delivered at the\nfoot of the defective approach Stop signal through a\ncompetent railway servant.\n212. Duties of Station Master and Loco pilot when a departure Stop\nsignal is defective. - (1) The Lo co pilot of a train shall not pass a\ndeparture Stop signal that refers to him, when it is at 'ON' or\ndefective, unless his train has been brought to a stop at the station,\nwhere the defective signal is situated and he is authorised to do,-\n(a) by taking ' OFF' the calling -on signal where provided\nunder special instructions, below the departure Stop\nsignal other than the last Stop signal, or\n(b) authority is conveyed or transmitted on secured means\nof communication by Station Master on duty in\naccordance with special instructions, or\n(c) given a written authorityinForm12 delivered through a\ncompetent railway servant.\n(2) The Station Master on duty, before granting authority to pass\nthe defective departure Stop signal at 'ON' in the manner\ngiven in sub -rule (1) of the rule 212, shall first ensure that\nconditions for taking 'OFF' the said signal have been fulfilled.\n(3) in case of departure signals protecting points Station Master\nshall also arrange to show hand signals to the departing train\nat the foot of such signal.\n213. Intimation to officials when defects remedied. - As soon as a\ndefective signal has been put into working order, the Station Master\non duty shall intimate the fact to the officials who were advised of\nthe defect.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 193, + "text": "171\n214. Duties of Loco pilot in respect of a Calling-on signal. - The Loco\npilot of a train shall be guided always by the indication of the Stop\nsignal below which the Calling -on signal is fixed. If this Stop\nsignal is at ‘ON’, he shall bring his train to a stop. If he finds tha t\nthe Calling-on signal is taken 'OFF', he shall after bringing his train\nto stop, draw ahead with caution and be prepared to stop short of\nany obstruction.\n215. Passing of Intermediate Block Stop signal at 'ON'. - (1) When a\nLoco pilot finds an Interme diate Block Stop signal at 'ON', he shall\nstop his train in rear of the signal and contact the Station Master on\nduty of the block section in rear on telephone provided on the\nsignal post or either of approved or secured means of\ncommunications, and take his permission before passing beyond it.\n(2) The Station Master shall authorise the Loco pilot to pass the\nIntermediate Block Stop signal at 'ON' only after taking line\nclear from the block station in advance.\n(3) If the Loco pilot is unable to contact th e Station Master on\nduty of the block section in rear, he shall after waiting for five\nminutes at the signals shall pass the Intermediate Block Stop\nsignal at ‘ON’ and proceed cautiously into the block section\nahead and be prepared to stop short of any obs truction, at a\nspeed not exceeding fifteen kilo meter per hour, if he has a\ngood view of the line ahead, otherwise at a speed not\nexceeding eight kilo meter per hour and report the failure to\nthe Station Master on duty at the block station ahead.\n(4) The Station Master of the block station controlling the\nIntermediate Block Stop signal on becoming aware that such\na signal is defective shall, before despatching a train, after\nensuring that there is no train upto the next block station, may\ntreat the entir e section upto the next block station\nimmediately ahead of the Intermediate Block Stop signal as\none block section and issue authority to the Loco pilot to pass\nboth Advanced Starter signal and Intermediate Block Stop", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 194, + "text": "172\nsignal at ‘ON’, after taking line clea r under condition of\nfailure of block instrument in terms of rule 217.\n216. Passing of a Level Crossing gate Stop signal at 'ON'. - (1) When\na Loco pilot finds a gate Stop signal at ‘ON’, he shall stop in rear of\nthe signal and sound the prescribed code of whistle,\n(2) (a) if the level crossing gate stop signal is provided with a\n‘G’ marker, the Loco pilot, or marker \"AG\" is lit in\nautomatic signalling territory, if the signal is not taken\n'OFF' within 1 minute, he may draw his train ahead\ncautiously and stop short of the level crossing.\n(b) he shall then be hand signalled past the gate by the\ngateman, if there is one, or in absence of a gateman by\nassistant Loco pilot after ascertaining that the gate is\nclosed against the road traffic.\n(3) If the Loco pilot finds, after stopping at the signal that there is\nno ‘G’ marker, nor ‘AG’ marker is lit in automatic signalling\nterritory, he shall treat the gate signal as any approach Stop\nsignal and proceed further only in accordance with rule-211.\nC- Failure of instruments or other equipments for obtaining or\ngranting Line Clear and other signalling equipments\n217. Failure of Block instrument. - (1) Whenever the Station Master\non duty is unable to obtain or grant line clear, or take it to tr ain on\nline position, or close the section through the instrument on account\nof failure of block instrument or Block Proving through Axle\nCounter or any other reason, the instrument shall be treated as\nfailed. In such a case, line clear shall be obtained t hrough other\npermitted means of Communication in accordance with the rule 90.\n(2) If the failure of line clear instrument has taken place after\ndeparture of a train such that Station Master on duty is unable\nto take it to train on line position, or close t he section through\nthe instrument, the Station Master after confirming complete\narrival of last train under exchange of private number with\nthe Station Master of block station in advance shall normalise", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 195, + "text": "173\nthe instrument by resetting axle counters and take li ne clear\nfor the subsequent train.\n(3) When line clear is taken by means other than block\ninstrument, an entry to this effect shall be made in Train\nSignal register, and the private number exchange by Station\nMaster on duty of station in advance shall b e mentioned in\nthe line clear ticket granted to the Loco pilot.\n(4) The line clear ticket shall always be prepared by Station\nMaster on paper in accordance with sub - rule (2) of the rule\n97 irrespective of the manner of its delivery to the Loco pilot\nas mentioned in clause (b) of sub- rule (1) of the rule 97.\n(5) The Station Master on duty shall switch on the buzzer where\nprovided to remind him of the abnormal condition, otherwise\nshall place a placard bearing words 'Block instrument failed'.\nD - Temporary single line working on a double line section\n218. Temporary single line working of trains on a double line\nsection worked. -(1) Whenever an accident to train or track or any\nother obstruction prevents the use of one of the lines on a double\nline section temporarily, after ascertaining and, if need be, after\nverifying through visual inspection by a competent railway servant\nthat the line is clear from all obstruction, the traffic, in consultation\nwith Controller, may be worked on clear line as si ngle line working\nunder absolute block system on authority of written line clear ticket\nin form 2, or with personal permission of Director, Operation and\nBusiness Development, trains may follow each other even before\nthe previous train has cleared the Block section on written authority\nin form 15, and in such a case,-\n(a) all signals irrespective of system of working, block\ninstruments in case of absolute block system of\nworking shall be suspended even for movement in the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 196, + "text": "174\nestablished direction. Likewise, semi automatic signals\nshall be put back to 'ON' aspect in manual mode.\n(b) (i) as a reminder of suspension of signals at either\nends of the section where single line working is\nintroduced and at all the intermediate stations\nsignal buttons shall be covered with stop plugs, as\nalso,\n(ii) as a reminder of suspension of block instruments,\nin case of Absolute Block System of working, the\nblock instruments at either ends of the section\nwhere single line working is introduced and at all\nthe intermediate stati ons shall be kept in train on\nline position and locked with keys kept in safe\ncustody in Station through out the period of\nabnormal working; and-\n(iii) Buzzer alarm, if provided shall also be switched\non as a reminder of abnormal working.\n(c) if there is an Intermediate Block Stop signal in case of\nAbsolute Block System of working between the any\ntwo stations, the same shall be closed.\n(2) The Station Master on duty proposing single line working\nand the Station Master on duty at the other end of the affected\nsection shall exchange messages in form 13 containing the\nfollowing information under exchange of Private Numbers\nnamely-\n(a) cause of introduction of single line working;\n(b) the line by which the single line working is proposed;\n(c) place of obstruction on the line which is obstructed;\n(d) names of intermediate stations, if any, which shall be\nout of use;\n(e) the number and the timings of the last train, which\narrived or left the block station issuing the message;\nand\n(f) whether he proposes to run trains one by one as in\nabsolute block system on authorit y to proceed in terms", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 197, + "text": "175\nof form 2, or trains shall be following each other even\nthough the earlier train has not cleared the entire Block\nsection in terms of form 15 for which permission of\nDirector, operation and business development has been\nobtained.\n(3) (a) before introduction of temporary single line, it shall be\nensured by the Station Masters at either end that the\nentire stretch between which temporary signal line is\nproposed to be introduced is clear of all trains and that\npoints and crossings at all the intermediate stations\nhave been set and locked for main line.\n(b) It shall be the duty of the Station Masters of\nintermediate stations not to change the settings of the\npoints and crossings once so advised, during the entire\nduration of the temporary single line working.\n(4) All trains shall be stopped before allowing them to proceed\nbeyond the station at which temporary single line has been\nintroduced and the Loco pilot of each train shall be handed\nover a written ‘Line clear ticket for Temporary Single Line\nWorking on Double Line Section’, form 14 or form 15 as the\ncase may be, duly signed and stamped indicating the\nfollowing, -\n(a) the authority to proceed upto the last station mentioning\nthe names of the intermediate stations;\n(b) the line on which the train is to run from what station to\nwhat station;\n(c) the maximum speed which is to be observed all\nthroughout while running in block section. Provided\nthat when trains are to follow each other their speed\nshall be restricted to maximum of twenty five kilo\nmeter per hour in clear visibility otherwise to ten kilo\nmeter per hour;\n(d) whether a train (where applicable shall be following\nbehind the said train ) quoting the aut hority number of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 198, + "text": "176\npermission granted by the Director, operation and\nbusiness development as conveyed by the controller\nand time of departure of the last train sent into the\nsection; and\n(e) the line clear ticket in form 14 for temporary single line\nworking on double line is given only after ensuring the\nroute is properly set and locked for movement of the\ntrain.\n(5) Additional precautions to be taken in case trains are to\nrun following each other. - (a) no train shall be allowed to\nrun unless provided with Amber Flasher light in the rear\nwhich should be kept at 'ON' during the entire run, and a train\nshall not follow another from a station unless there has\nelapsed, since the departure of the previous train, an interval\nof not less than fifteen minutes, or s uch shorter interval as\nmay be fixed by special instruction;\n(b) the Loco pilot shall not start his train unless such\ninterval has elapsed after the departure of the last train\nmentioned on authority form 15;\n(c) all the trains following the first train s hall be timed to\nrun at the same speed and such speed shall not exceed\ntwenty five kilo meter per hour except under special\ninstruction;\n(d) the actual time of the departure of each train shall at\nonce be intimated to the block section station in\nadvance and the actual time of arrival of each train shall\nat once be intimated to the block station in rear;\n(e) the number of following train running at the same time\nbetween the two block station shall not be more than\none for each five kilo meters of station interval; and\nunless permitted by special instruction, shall never\nexceed four, whatever may be the length of the station\ninterval;\n(f) no obstruction shall be permitted out-side the outermost\nfacing point in the face of an approaching train;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 199, + "text": "177\n(g) when a tr ain is stopped out -side the first Stop signal or\nthe last Stop signal of the opposite direction or between\nstations for any reason and the detention exceed or is\nlikely to exceed five minutes, it shall be protected in\naccordance with the provision of rule 223;\n(h) once the direction of movement has been established it\nshall not be changed unless the last train has reached\nthe station in advance, and the earlier message is first\ncancelled under exchange of private number as in sub -\nrule (11) of the rule 218 b elow. Thereafter, for running\ntrains in the other direction, a fresh message shall be\nexchanged in the manner prescribed under sub -rule (2)\nof the rule 218 above.\n(6) (a) in case of movement in the established direction, the\nLoco pilot shall also be giv en authority to pass the last\nStop signal and all the governing signals falling enroute\nin ‘ON’ position and in case the last Stop signal is\nprotecting any points, in addition to the written\nauthority, he shall also be shown Hand signals at the\nfoot of this signal; and\n(b) in case of movement against the established direction,\nthe Loco pilot shall also be given authority to start from\na non -signalled line in accordance with rule 138 and\npiloted out of the station.\n(7) Unless, all the gateman on the way h ave been informed of\nintroduction of single line working on double line specifying\nthe road on which the train shall work on the approved means\nof voice communication, the Loco pilot of the first train\nproceeding against the established direction shall be given\ncaution order to stop and inform accordingly.\n(8) Appropriate caution orders shall be issued to the Loco pilot of\nall trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 200, + "text": "178\n(9) On approaching the next station via the wrong line, the Loco\npilot shall bring his train to a stop opposite the first Stop\nsignal of right line or last Stop signal of the line on which he\nis running, whichever comes first.\n(10) The Station Master on duty of the station in advance shall\nauthorise on form 16 to the Loco pilot to proceed beyond the\nsaid Stop signal only a fter ensuring that all the facing points\nhave been correctly set and locked as the case may be and\ntrailing points are correctly set over which the trains shall\npass;\nProvided that if the train is running on right line, the approach first\nStop signal of the station in advance may be taken 'off' Provided\nfurther, that when trains are being worked in this manner, no\nadvance authority for reception of train at the station in advance\nshall be communicated to the Loco pilot from the station in rear.\n(11) Resumption of normal working .- (a) if there is a flow of\ntrains for the established direction, i.e. signalled direction, for\na substantial period or when obstructed line is available the\ntemporary single line working can be cancelled and trains in\nestablished direction worked as per normal train working;\n(b) signalled movement shall not be undertaken till advice\nof introduction of single line on double line is\nwithdrawn and until the last train has arrived at the\nBlock station in advance and the li ne is clear between\nthe two stations. The Station Master intending to\ninitiate the signalled movement shall first consult the\nController to decide the last of the train after complete\narrival of which at the either end, normal working shall\nbe resumed;\n(c) a message in form 17 shall be exchanged between the\nStation Master on duty at either end and Station Master\nof all the intermediate stations on the approved means\nof communication withdrawing the temporary single", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 201, + "text": "179\nline of working after passage of the la st train as\ndecided;\n(d) only after the specified train has passed their station, all\nthe signal button plugs shall be removed and where\napplicable block instrument shall be unlocked; and\n(e) unless already informed on the approved means of voice\ncommunication, the Loco pilot of first train shall be\ngiven a Caution Order to stop and inform all Gatemen on\nthe way about the resumption of normal working.\nE - Working of Trains during bad weather impairing visibility\n219 Duties of Station Master in bad weather impairing visibility. -\n(1) In sections where Fog Safe device system is yet to be\nimplemented, and when during bad weather impairing visibility it\nbecomes necessary to indicate to the Loco pilot of an approaching\ntrain the locality of a signal acti on to be taken by the Station\nMaster on duty shall be in accordance with the special instructions.\n(2) Retro reflective signages and strips type on the signal posts\nshall be additionally provided especially in region prone to\npoor visibility during foggy weather in winter to assist Loco\npilot navigate his train.\n(3) To assist the Station Master arrive at conclusion in this matter\na visibility test object would be defined in station working\nrule not less than one hundred eighty meters away from\nwhere it i s sighted, which can be a starter or intermediate\nstarter signal of direction towards the approaching trains.\n(4) In case of automatic block signalling territory, provided with\na modified semi automatic Stop signal in mid section, and\nwhen it has been dec ided to run trains with 'A' marker\nextinguished as provided for in sub - rule (2) of rule 105 and\nsub- rule (2) of the rule 107, the caution order issued to the\nLoco pilot shall specifically mention the exact location of the\nmodified semi automatic signal i n mid section, giving its", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 202, + "text": "180\ndistinguishing number, and that no fog signalling\narrangement are being provided ahead of the same.\nProvided, however, that when trains are being worked in this\nmanner fog signalling of home signal shall be done as per sub -rule\n(1) of rule 219.\nS.R. 219 (1) Station Master shall arrange to place by a railway servant,\ntwo detonators on the line in accordance with rule 52 (2)\nahead of the first Stop signal and inform the Controller.\nProvided that such arrangement need not be done at Gate\nsignals, Departure signals, and in sections or where\nadequate pre-warning is available by any other means; i.e.\nat station where double distant signals are provided or in\nautomatic signalling territory or at the site(s) of\npermanent speed restrict ions imposed on account of\nmaintenance or repairs of ways and works, or signals; or\nin case of a semi -automatic Stop signal in mid -section\nbeing worked with 'A' marker extinguished;\n220. Working of trains without Fog Safe Device.- Additional duties of\nRailway servants in territories where Fog Safe Device has not been\nprovided shall be in accordance with the special instructions.\n221. Duties of Loco pilot in case of bad weather impairing visibility. -\nThe Loco pilot shall take action in regard to speed of the train\nduring bad weather impairing visibility as under, namely:-\n(1) During bad weather impairing visibility when the Loco pilot\nin his judgment feels that visibility is restricted due to bad\nweather impairing the visibility, he shall run at a speed at\nwhich he can control his train to stop short of any obstruction.\n(2) He shall switch on Fog safe device.\n(3) The maximum speed which shall be permitted during foggy\nweather in automatic territory shall not exceed sixty kilo", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 203, + "text": "181\nmeter per hour on pass ing an automatic stop signal at Green,\nthirty kilo meter per hour in passing at double yellow, and\nsuch cautious speed on passing at single yellow so as to stop\nshort of any obstruction; The maximum speed in Absolute\nBlock System of working or where a modi fied semi -\nautomatic Stop signal between two adjoining block stations is\nbeing used with 'A' marker extinguished in automatic block\nsystem of working, shall not exceed seventy kilo meter per\nhour.\n(4) The Loco pilots shall whistle frequently to warn the gateman and\nroad users of an approaching train at level crossings.\nS.R. 221 (1) Additional duties of fog signal man and Loco pilot during\nbad weather impairing visibility when detonators are\nused.- (1) (a) When detonators are used, each of the fog\nsignal man shall carry sufficient stock of detonators as\nprescribed under SWR of the station. The fog signalman\nshall place two detonators as prescribed in rule 52 (2)\n(b) After the passage of each train over the\ndetonators, which have been so placed on the rails,\nthe fog signalman shall immediately replace them\nby two fresh detonators,\n(c) When the railway servant referred to in sub -rule\n(1) has placed one or more detonators on the line,\nhe shall withdraw beyond the safety radius of 45\nmetres from the det onators before they are\nexploded by an approaching train, and shall be\nresponsible for giving warning, if possible to any\nrailway servant or any other person in the vicinity\nto stand beyond the safety radius.\n(d) On single line sections if a trains leav ing a station\nis likely to explodes a detonator, since the fog\nsignalman deputed to place detonators for train\ncoming from the opposite direction was unable to\nremove the detonator before passage of the train\nleaving, shall show to Loco pilot a ‘Proceed’", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 204, + "text": "182\n(Green) Hand signal in accordance with the\nprovisions contained in rule 39.\n(2) In automatic signalling territory, when a modified\nsemi-automatic Stop signal between two adjoining\nblock stations is being used with 'A' marker\nextinguished and wher e no fog signalling is\nprovided, or in case of a Gate signals, the Loco\npilot shall himself be responsible to slow down\nwell before the location of the said signal and\nproceed only after verifying its aspect carefully.\nF-Train Stopping, Delayed, Unable t o proceed and Incapacitated in\nBlock section etc.\n222. Working in case of accident or obstruction and reporting of\nunsafe movement .- (1) (a) when report of any accident or\nobstruction or unsafe movement of train is received or noticed by\nany railway servant, he shall immediately advise Station Master of\nthe nearest station,\n(b) on receipt of information of any accident or obstruction\nor unsafe movement either by himself or when advised\nby any other railway servant or person, Station Master\nshall see that a ll necessary precautions are taken by the\nmost expeditious means possible, for the protection of\ntraffic and take such action as is specially provided for\nin these rules or under special instructions.\n(2) If the accident happens to a train, the Loco pilo t shall\nimmediately advise the Station Master at either end on the\napproved means of communication and the controller stating\nas far as possible the nature of obstruction or unsafe\ncondition, cause of accident if known, and the type of\nassistance required.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 205, + "text": "183\n(3) If an accident happens to a train, the Station Master on duty\nshall immediately advise the control and shall arrange for all\nnecessary assistance sent to the train which can be made\navailable locally and take such action as is specially provided\nin this rules or under special instructions.\n(4) On receipt of information regarding any accident or\nobstruction or reporting of unsafe movement, the controller\nshall immediately send such assistance as necessary for\nprotection and subsequent restoration of traffic.\n(5) The Station Master shall, as soon as practicable, report each\naccident in accordance with special instructions.\n223 Protection of trains stopped between stations. - . (1) When a\nLoco pilot finds that his train cannot proceed after stopp ing\nbetween stations on account of accident, failure (other than Loco\nfailure), obstruction or other exceptional cause, unless it is obvious\nthat none of the adjacent line or lines is obstructed, he shall\nimmediately initiate 'Railway Emergency Call' wher e mobile train\nradio communication system is provided and switch ‘ON’ the\namber flasher lights provided in the locomotive in the front and\nsense and brake unit of end of train telemetry . The Loco pilot shall\nthen, when on other than single line section or on a section of\ndouble or multiple lines when temporarily worked as a single line,\nand unless it is obvious that the adjacent line is not obstructed, take\nfollowing action in front and rear of the train-\n(A) on a double line section where trains on the adjacent\nline run in the opposite direction,-\n(i) if it is obvious that the adjacent line is obstructed\nthe Loco pilot shall depute his Assistant Pilot to\nget down and show flashing red danger signal to\nany train approaching from the front; and\n(ii) if in doubt whether the adjacent line is\nobstructed or not,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 206, + "text": "184\n(a) The Loco pilot shall himself show flashing\nred danger signal to any train approaching\nfrom the front and the Assistant Loco pilot\nshall proceed towards the last vehicle\nwatching the train carefully,\n(b) if the Assistant Loco Pilot finds that\nadjacent line is obstructed he shall return to\nassist Loco pilot,\n(c) in case he finds that the adjacent line is not\nobstructed he shall inform the Loco pilot on\napproved means of communication to\nswitch 'Off' amber flasher lights, and return\nto assist the Loco pilot, except where it is\ndesired to stop an approaching train to\nobtain assistance.\n(B) On Twin single line section where trains on the\nadjacent line run in both directions, -\nIf it is obvious that the adjacent line is obstructed or if\nin doubt whether the adjacent line is obstructed or not, -\n(a) the Loco pilot shall himself show flashing\nred danger signal to any train approaching\nfrom the front;\n(b) the Assistant Loco Pilot shall proceed\ntowards the last vehicle, watching the train\ncarefully, and showing flashing red danger\nsignal and position himself well past the last\nvehicle, close to the obstructed line, and\ncontinue to show flashing red signal\ntowards any train approaching from the\nrear;\n(c) if the Assistant Loco pilot finds that the\nadjacent line is not obstructed he shall\ninform the Loco pilot on approved means of\ncommunication and return to assist the\nLoco pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 207, + "text": "185\n(C) On a multiple line section with uni -directional\ntraffic on the nominated lines, -\n(i) If it is obvious that an adjacent line on which\ntrains normally run in opposite direction is\nobstructed or if in doubt whether any of such\nadjacent line is obstructed or not, the Loco pilot\nshall himself show flashing red danger sig nal to\nany train approaching from the front; and\n(ii) If it is obvious that an adjacent line on which\ntrains normally run in the direction of the affected\ntrain is obstructed or when it is not known\nwhether any of such adjacent line is obstructed or\nnot, -\n(a) the Assistant Loco Pilot shall proceed\ntowards the last vehicle showing flashing\nred danger signal, watching the affected\ntrain carefully, and position himself well\npast the last vehicle, in vicinity of\nobstructed line, and continue to show\nflashing red signal towards any train\napproaching from the rear;\n(b) in case the Assistant Loco pilot finds that\nnone of the adjacent line is obstructed he\nshall return to assist the Loco pilot after\ninforming the Loco pilot on approved\nmeans of communication except where it is\ndesired to stop an approaching train to\nobtain assistance.\n(D) On a multiple line section where trains run in both\ndirections.- If it is obvious that the adjacent line or\nlines are obstructed or if in doubt whether the adjacent\nline or lines are obstructed or not,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 208, + "text": "186\n(a) the Loco pilot shall himself show flashing\nred danger signal to train approaching from\nthe front.\n(b) the Assistant Pilot shall proceed towards the\nlast vehicle, watching the train carefully,\nand showing flashing red d anger signal and\nposition himself well past the last vehicle,\nin close vicinity of the obstructed line, and\ncontinue to show flashing red signal\ntowards any train approaching from the rear\nand convey the details of line or lines that\nare obstructed to the Loco pilot.\n(c) in case the Assistant Loco pilot finds that\nnone of the adjacent line or lines are\nobstructed he shall inform the Loco pilot on\napproved means of communication and\nreturn to assist the Loco pilot, except where\nit is desired to stop an app roaching train to\nobtain assistance.\n(E) When report of obstruction is received by the Station\nMaster or the Controller, he shall immediately advise\nStation Master at other end, and Station Masters of\nforeign railway lines controlling the territory whe re the\nobstruction has taken place for taking action to protect\ntraffic on their lines. A similar action shall be taken\nwhen details of the accident are updated as in clause\nsub-rule (F) of the rule 223 below.\n(F) As soon as the line or lines that are ac tually obstructed\nare known, the Loco pilot shall update the earlier\ninformation to the Station Master of nearest station, for\ntaking action to protect traffic only on obstructed lines\nallowing traffic to resume on clear lines, and convey\nother details of accident including assistance required to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 209, + "text": "187\nthe Station Master of the nearest station or the control\nas in sub-rule (2) of the rule 222.\n(2) Action to locate and remove the cause of stoppage or rectify\nany defect either in the locomotive or in vehicle or to remove\nany other obstruction which might have caused the stoppage\nshall be taken, if practicable, only after having assured that\nthe obstruction on line or lines has been protected properly in\naccordance with the procedure laid down above.\n(3) When either the mobile train radio communication system is\nnot available or it is yet to be integrated with a similar facility\non foreign railway, protect ion of train stopped between\nstations, on sections where lines of different railway run in\nparallel, shall be undertaken in accordance with special\ninstructions.\nS.R. 223 (1) Protection of train when facility of initiating ' Railway\nEmergency Call' is not available.-\n(1) When a train is stopped between stations on account\nof accident, failure, obstruction or other exceptional\ncause, and the Loco pilot finds that his train cannot\nproceed, the Loco pilot shall try to apprise the Loco\npilots of approaching trains about possible infringement\nof adjacent line(s) through approved means of\ncommunication, and the guard, if present, of the fact by\nsounding the prescribed code of whistle and/or through\nother means and exchange danger signals with him.\n(2) The Guard and the Loco pilot shall then immediately\ntake the following action in the rear and in front-\n(a) On a single line section or on section of double\nor multiple lines when temporarily worked as\nsingle line section.-\n(i) The Guard shall go back or send a competent\nperson to protect the train in the rear in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 210, + "text": "188\naccordance with rule 52 except that in case of\nautomatic signalling territory for the protection\nof occupied line one detonator shall be placed at\n90 metres from the train on the way out and\nsimilarly two detonators 10 meters apart, not less\nthan 180 metres from the train or such distance\nas has been fixed by special inst ructions; If the\nGuard has deputed a person to protect the train,\nhe shall proceed towards the locomotive to assist\nthe Loco pilot;\n(ii) If person other than the Guard has gone back to\nprotect the train shall, after taking action as per\nsub- clause (i) Continue to show flashing hand\ndanger signal to stop any approaching train until\nhe is recalled;\n(iii) If the Guard himself has gone back to protect the\ntrain he shall, after taking action as per sub -\nclause (i) Depute a competent person, if\navailable, to show flashing hand danger signal to\nstop any approaching train until he is recalled;\nand shall himself r eturn to ascertain the cause\nand assist the Loco pilot;\n(iv) Even if the Guard has succeeded in getting a\nperson to protect the train in the rear and show\nflashing hand danger signal, after providing\nassistance required by the Loco pilot, if any,\nshall return to the place at which he had placed\nthree detonators, showing his flashing hand\ndanger signal to any approaching train and\ncontinue to do so until he is recalled;\n(v) When the Guard or the person deputed by him is\nrecalled, he shall leave down the three\ndetonators, on his way back pick the intermediate", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 211, + "text": "189\ndetonator;\n(vi) The Loco pilot shall after showing a hand danger\nsignal in the front shall depute assistant Loco\npilot or some other competent person to protect\nthe train in the front in the manner prescribed\nunder sub-rule (2) (a) (ii) above;\n(vii) Should any train be seen approaching before the\nperson going to protect the train is able to place\nthree detonators, he shall immediately place the\ndetonators on the line, as far away from the train\nas possible.\n(b) On double line section w here trains on the two\nlines run in the opposite direction.-\n(i) Unless it is clear that the adjacent line on which\nthe trains normally run in the opposite direction\nis not obstructed, the Loco pilot shall at once\neither himself or send assistant Loco pilot or\nsome other competent person to protect the\nadjacent line in front in the manner prescribed in\nsub-rule (2)(a);\n(ii) The train shall be protected in the rear by the\nGuard in the manner prescribed in sub -rule (2)\n(a).\n(c) On multiple line section with unidirectional\ntraffic on the nominated lines-\n(i) In case of lines where trains normally run in the\nopposite direction on the adjacent line(s) the\nLoco pilot shall first protect or arrange to protect\nthe adjacent line on which he sights a train\napproaching and thereafter protect other adjacent\nline(s) before protecting the line on which his", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 212, + "text": "190\ntrain has stopped.\n(ii) In case trains norma lly run in the same direction\non the adjacent line(s), the guard shall first\nprotect or arrange to protect the adjacent line on\nwhich he sights a train approaching and\nthereafter protect other adjacent line(s) before\nprotecting the line on which the train has\nstopped.\n(d) On sections where the trains on the adjacent\nline/lines run in both the direction-\n(i) Unless it is obvious that no adjacent line is\nobstructed, the Loco pilot shall protect or arrange\nto protect all such adjacent line/ lines in front and\nthe guard shall protect or arrange to protect all\nsuch adjacent line/lines in the rear. Only after\ntaking this action shall the guard proceed ahead\nto assist and to ensure protection of the adjacent\nline/lines in front;\n(ii) Protection of line on which the affected train is\nstanding shall be undertaken in front and in the\nrear by the Loco pilot and guard respectively\nonly after protecting the adjacent line/ lines;\n(e) Action t o locate and remove the cause of\nstoppage or rectify any defect either in the\nlocomotive or in vehicle or to remove any other\nobstruction which might have caused the\nstoppage shall be taken, if practicable, only after\nhaving assured that the train has bee n protected\nproperly in accordance with the procedure laid\ndown in these rules.\n(f) If subsequently, the adjacent line/ lines are found\nto be free of obstruction, the protection may be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 213, + "text": "191\nremoved except where it is desired to stop an\napproaching train to obtain assistance.\n(g) In case of a train without a guard, the duties of\nthe guard, as laid down in this rule, shall devolve\non the Loco pilot or on a railway servant deputed\nby him;\n(h) In the e vent of any disability to the Loco pilot,\nthe duties devolving on the Loco pilot, as laid\ndown in these rules, shall devolve on the guard,\nif present, or on a railway servant deputed by\nhim;\n(i) Action to locate and remove the cause of\nstoppage or rectif y any defect either in the\nlocomotive or in vehicle or to remove any other\nobstruction which might have caused the\nstoppage shall be taken, if practicable, only after\nhaving assured that the obstruction on line or\nlines has been protected properly in acco rdance\nwith the procedure laid down above.\nS.R.223 (2) In case of temporary single line working, when trains are\nfollowing each other, when a train is stopped outside the\nfirst Stop signa l or the last Stop signal of the opposite\ndirection or between stations for any reason and the\ndetention exceed or is likely to exceed 5 minutes, with\nthe exception that in case detonators are to be used for\nprotection, the guard shall place one detonator at 250\nmeters from the train on the way out, and two detonators,\n10 metres apart at 500 metres from the train.\n224. Trains unusually delayed in a block section.- (1) In case a train is\nunusually delayed beyond twenty minutes of the normal running\ntime or earlier if the circumstances so require, the Station Master on\nduty at the station in advance shall immediately contact Loco pilot", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 214, + "text": "192\non the approved voice communication to ascertain the reason for\nthe delay and to satisfy that all is well with the train o r if any\nprecaution are to be taken for running subsequent train on the same\nor adjacent line and measures are required to be taken for rescue\nand relief of the affected train or obstruction, if any.\n(2) In case the Loco pilot does not r espond, bring it to the notice\nof the Station Master of the station in rear and to the\ncontroller to this fact. Thereafter on double or multiple lines,\nthe Station Master at either end of the block section shall\nimmediately stop all trains proceeding in th e block section on\nadjacent line or lines in either direction and warn the Loco\npilots of such trains by issue of suitable caution orders, with\ninstruction to ascertain the whereabouts and the condition of\nthe delayed train and inform.\nIn case of single line, the Station Master at either or both ends\nshall despatch a railway servant by the fastest mode available\nto ascertain the whereabouts and the condition of the delayed\ntrain.\n225. Train not to move after assistance has been asked for in case of\naccident or break down .- After the advice of the train that it is\nunable to proceed and assistance has been asked for, the Loco pilot\nshall not move from its present location, even if he is subsequently\nable to move, until either the assistance has arrived or is permitted\nby the Station Master of the station from where the assistance has\nbeen asked for through approved means of communication.\n226. Train in a block section without authority to proceed. – (1)\nWhen a Loco pilot become s aware in a block section that he does\nnot have an authority to proceed or a proper authority to proceed,\nhe shall immediately stop the train and report the occurrence to the\nnearest block station by most expeditious means. He shall thereafter\nmove only i n accordance with the instructions given to him by the\nStation Master of station in advance to whom the occurrence was\nreported.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 215, + "text": "193\n(2) When controller or a Station staff becomes aware that the\ntrain does not have an authority to proceed or a proper\nauthority to proceed, they shall immediately act to stop the\ntrain and on electrified territory, the Station Master shall have\nthe authority or responsibility to advise traction power\ncontroller directly without delay f or switching off over head\nequipment power to stop the train.\n(3) The train shall be treated as an obstruction in the block\nsection and protected as such, in accordance with procedure\nprescribed in rule 223.\n(4) The Station Master of the station in rear shall inform the\nStation Master on duty at the other end of the obstructed\nblock section, and,-\n(a) if there is no other train in the block section the train\nmay be allowed to proceed to the next station\nauthorising the Loco pilot on approved means of\ncommunication; and\n(b) in case a wrong train has entered the block section on\nLine Clear obtained for a different train standing at a\nstation, the train for which the line clear had been\nobtained shall not be allowed to depart.\n227 Train Parting. - (1) If any portion of a train, while in motion,\nbecomes detached, the Loco pilot shall,-\n(a) the Loco pilot shall use his judgment to keep the front\nportion in motion, if possible, until the rear portion has\nbeen brought to a stand so as to avoid the chance of a\ncollision between the two portions;\n(b) in case of derailment protect adjacent line, as in rule\n223;\n(c) apprise the control and the Station Master in rear\nthrough approved means of communications;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 216, + "text": "194\n(d) in case there is banking or assisting locomotive behind,\nthe Loco pilot shall sound the pres cribed code of\nwhistle to inform the Loco pilot of a banking or\nassisting locomotive, and\n(e) in automatic signal territory the Station\nMaster/Controller shall alert the Loco Pilot\nimmediately following the affected trains.\n(2) The Loco pilot o f a banking or assisting locomotive, if any,\nshall, -\n(a) do all that they can do to prevent collision to the front\nportion and bring the rear portion to a stand; and\n(b) attract the attention of the Loco pilot in the front\nportion by sounding prescribed code of whistle or\nthrough approved means of communication;\n(3) (a) when both portions of a parted train are brought to\nstand within the sight of each other and it is possible\nand safe to couple them, the train shall be coupled with\ndue caution under Hand signals from the Assistant\nLoco pilot after securing few of the vehicles of\nstationary rear portion in the manner prescribed under\nthese rules; and\n(b) if the two portions cannot be coupled, the Loco pilot\nand the Assistant Loco pilot shall take action as per the\nprovisions prescribed under rules 228.\n(4) If the Loco pilot of the parted train has already reached the\nblock station in advance before he could bring the front\nportion to a stop, he shall additionally warn the Station\nMaster, on duty by sounding prescribed code of whistle and\nthrough approved means of communication, not to close the\nblock section in absolute block system of working.\n(5) When a portion of train is left on the line in the block section,\nexcept a locomotive to bring back the portion left behind, no", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 217, + "text": "195\nother train shall be allowed to enter the section on same line\nuntil the remaining portion of the train has been brought to\nthe station and the block section has been cleared.\n(6) When the Loco pi lot is sent back to bring the portions left\nbehind, he shall be given an ‘authority to proceed without\nline clear’(Form 18) in addition to the expired Line Clear\nticket which is already in his possession.\n(7) When the train has parted and the Loco pilot has no control or\nis in doubt as to the exhibition of the Amber flasher light in\nthe rear, and also the location of the rear portion which may\nor may not be causing infringement to the adjoining track\nbesides taking action in accordance with rule 223 above to\nprotect train he shall initiate \"Railway Emergency Call\"\nwhere mobile train radio communication system is provided\nto warn Loco pilots of other approaching trains.\n228. Working of train in two or more portions due to loco unable to\nhaul the load or for any other reason.- (1) In consequence of the\ninability of the locomotive to take the whole train forward or due to\nan accident or any other reason, when a train stops in the block\nsection and is unable to proceed further, the Loco pilot shall apprise\nthe controller and the Station Master in advance on the approved\nmeans of communication.\n(2) If the locomotive is capable of proceeding either with or\nwithout vehicles, and the Controller so decides as to clear the\nfront portion leaving behind the rear porti on in block section,\nbefore uncoupling, the Assistant Loco pilot shall apply hand\nbrakes of at least one third of total vehicles on a train or at\nleast of twelve vehicles whichever is higher to prevent the\nportion left behind from rolling, and note down th e last\nvehicle number of the portion coupled with the locomotive.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 218, + "text": "196\n(3) When action as provided for in sub -rule (2), has been\ncompleted the station master of station in advance shall\npermit on approved means of communication, authorising the\nLoco pilot to uncouple and proceed to the next station.\n(4) The Loco pilot shall not leave with or without vehicles until\nexact location of both the ends of the portion being left\nbehind has been clearly noted and a dvised to the Controller\nand a red flag or lamp is shown on the front and the rear\nvehicle of the portion being left behind.\n(5) When front portion is being taken forward no tail lamp or tail\nboard or any other last vehicle check device shall be used.\n(6) The Assistant Loco pilot shall stay behind to ensure that\nvehicles under his charge are kept undisturbed and shall place\nhimself forty five meters ahead of the obstruction towards the\ndirection of approach of the relief locomotive as decided by\nthe Controller.\n(7) The Loco pilot on reaching the station in advance shall not\nclear the block section unless Station Master or any cabin\nfalling enroute have been again warned by him that the\nsection behind should not be closed as it is obstructed on\napproved m eans of communication as also by sounding the\nrequisite whistle code.\n(8) If Intermediate Block Stop signal is ahead the Loco pilot shall\nstop his train at the signal and inform the Station Master of\nthe station in rear by telephone available on the signa l post or\nthrough approved means of communication before\nproceeding further so that subsequent trains are not permitted\nto enter the block section.\n(9) On reaching of front portion at the block station in advance,\nthe Station Master shall not close the b lock section. The", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 219, + "text": "197\ncomplete arrival of the front portion of the load shall be\nverified on the last vehicle number basis before sending back\nany relief engine on the same line.\n(10) The Controller shall in the meanwhile decid e to clear the\nportion left behind either by sending a separate relief\nlocomotive from the station in rear or by bringing the\nlocomotive back on the same line.\n(11) When the Loco pilot is to bring his locomotive, with or\nwithout vehicles, back on the same line or from the station in\nrear, he shall be given written authority to proceed without\nline clear 'authority to proceed without line clear' against the\nestablished direction of movement on the line blocked by the\nportion of the train left behind. In add ition, the caution order\nrestricting the speed to twenty five kilo meter per hour in\nclear weather and ten kilo meter per hour during bad weather\nimpairing visibility with instructions to stop at least forty five\nmeters short of the obstruction indicated b y the kilometreage\nreported earlier and thereafter to be hand signalled by the\nAssistant Loco pilot at the site of obstruction.\n(12) (a) when the Loco pilot is to bring his locomotive, with or\nwithout vehicles, back on the same line, in addition to\nthe p rovisions of sub -rule (11) of the rule 228, on\nmultiple line section, the Loco pilot shall also have a\nwritten authority from the station master who shall\nensure that no train is diverted on to or cross the same\nline or that portion of track over which the said Loco\npilot would be returning;\n(b) the Station Master before giving such an authority shall\nobtain necessary assurance as prescribed by special\ninstruction from the Station Masters having diversion\nfacility and also inform the Controller of the\ncircumstances;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 220, + "text": "198\n(c) on a double or multiple line sections, the Loco pilot\nmay, under instructions from the Station Master on\nduty, take the locomotive back on the proper line,\naccording to the system of working, until he can cross\non to the line on which he has left the rest of his train\nand may then proceed by that line and after attaching\nthe locomotive, shall work the train to the station to\nwhich he is directed.\n(13) When moving under written instructions against the direction\nof traffic on a double line or against the established direction\nof traffic on a single line, the Loco pilot shall proceed\ncautiously and make frequent use of the prescribed code of\nwhistle.\n(14) When the portion left behind is cleared by a locomotive sent\nfrom the station in r ear to pull it back, the Loco pilot on\nreturn shall stop opposite the first Stop signal when\napproaching from the established direction or at the last Stop\nsignal of the opposite direction whichever comes first and\nthereafter received in accordance with rule 218.\n(15) In automatic block signalling territory procedure as\napplicable in rule 120 and 121 as the case may be, shall be\nfollowed for sending a relief engine to pull or push the\nportion of the train left behind.\n229. Working of relief locomotive o r relief trains (Accident Relief\nTrain/Accident Relief Medical Van) on blocked line. - (1) (a) In\ncase of an accident resulting in complete blocking of running lines,\nif it is considered necessary to run train or trains to the site of the\naccident for relief or other purposes, such trains may be despatched\ninto the obstructed section by issuing a written authority to proceed\nwithout line clear 'Authority to Proceed Without Line Clear' to the\nLoco pilots of such trains on the prescribed form;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 221, + "text": "199\n(b) where more t han one such train is required to be sent,\nLoco pilot of each of them shall depute one of the\navailable railway servant to station himself forty five\nmeters behind each of them to show hand danger signal\nto the next relief train. The Station Master on duty shall\ndispatch next relief train only after receipt of such\nconfirmation;\n(c) further, before issuing such an ‘Authority’ to any train ,\nthe Station Master on duty shall obtain permission to\nthe effect from the Controller regarding marshalling of\ntrain to be despatched. The Controller in turn shall first\nconfirm the marshalling required by the officer -in-\ncharge at the site of accident.\n(2) (a) the authority to proceed without line clear given to the\nLoco pilot shall be the authority, to proceed up to the\npoint of obstruction and return back up to the first Stop\nsignal of the station;\n(b) The kilometers up to which the Loco pilot shall proceed\ninto the obstructed block section, shall be recorded on\nthis authority.\n(3) The authority to proceed without line clear may confirm\nwhether the train is to return after completion of the work or\nwait at the place of obstruction till the line behind is cleared\non return of the train in rear. The Loco pilot of the second and\nsubsequent train shall also be given an auth ority to proceed\nwithout line clear with a similar endorsement made on the\nform, and that another train has gone ahead or shall be\nfollowing into the obstructed section.\n(4) While proceeding into the obstructed section, the speed of the\ntrain in the last five kilo meters of stretch immediately\npreceding the obstruction shall be restricted to twenty five\nkilo meter per hour in clear visibility over the straight,\notherwise to ten kilo meter per hour when approaching or\npassing any portion of the line when the view ahead is not", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 222, + "text": "200\nclear, or obstructed, or during bad weather impairing\nvisibility. A Caution Order to this effect shall be issued to the\nLoco pilot of the relief train.\n(5) When more than one relief trains are being sent, following\neach other before th e first one has reached the site, the speed\nof successive trains shall be restricted as in sub -rule (4) of the\n229 right from the despatching station, and the Loco pilot of\neach of them shall protect his train by deputing a railway\nservant to show hand dan ger signal forty five meters away in\nthe rear in case their train is stopped in between before\nreaching the place of obstruction.\nG - Report of conditions likely to affect running of trains\n230. Report of conditions likely to affect running of trains to\nController or Centralized Traffic Control Operator. - 1) Loco\npilots and Station Masters shall advise the Controller or the\nCentralized Traffic Control Operator of any known condition, or\nunusual circumstances which is likely to affect the safe and proper\nworking of trains.\n(2) In the event of Loco pilot experiences any condition in and\naround either on the adjacent track or the track over which his\ntrain has passed in case of automatic block system of\nworking, which is considered by them to be detrimen tal to\nsafe running of train, the train shall be stopped in the block\nsection and affected line shall be protected in accordance with\nrule 223.\nProvided further that in case of absolute block system of working\nand when adjacent lines are not involved, th e train need not be\nstopped in the block section. In this case the train shall be stopped\nat the next block section without clearing the block section and\nStation Master informed not to permit any train in the affected\nblock section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 223, + "text": "201\nProvided also that t he Loco pilot when sees any obstruction or\ndanger on adjoining track shall stop short of obstruction if possible,\neven though his train is not affected, and protect the line in\naccordance with rule 223 and shall not proceed further till\npermitted by Stati on Master of nearest station or the controller\nwhich shall be given after either the entry of trains on the affected\nlines have been stopped or obstruction has been protected by\nalternative means provided for as in rule 242 or caution order has\nbeen implem ented for every successive train or the section is\nblocked, as the case may be.\nProvided that in case he has already crossed the obstructed area on\nthe adjacent line before stopping, he shall convey the location of\nobstruction in rear to Controller on sec ured means of\nCommunication who in turn shall inform the Loco pilots of the\napproaching trains.\n(3) The Controller or the Centralized Traffic Control Operator,\non becoming aware of such defect or failure shall convey the\nsame to the railway servant r esponsible for the maintenance\nof such asset and other concerned railway officials.\n(4) The concerned maintenance official under whose domain the\nreported apprehension or occurrence falls, on receipt of\nadvice from Station Master, shall at once arrange to inspect\nthe affected portion of the block section.\nH- Vehicles escaping from station\n231. Vehicles escaping from station. - (1) If any vehicle escapes from a\nstation, the Station Master on duty shall take immediate steps to\nwarn the station at the othe r end of the block section, gateman,\nController and railway servants concerned, as far as practicable, to\nprevent an accident.\n(2) The Station Master on duty shall, -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 224, + "text": "202\n(a) advise the station in the direction in which the vehicle\nhas escaped by sending the emergency danger signal on\nthe block instrument, where provided, otherwise advise\nhim on approved means of communication;\n(b) initiate ‘Railway Emergency Call' if provided to alert\nLoco pilot of the trains in close proximately and\nconcurrently put back all signals to ‘ON’ condition.\n(c) not permit further train movement in either direction of\nthe affected section until it has been ascertained that the\nline is clear of obstruction;\n(3) The Station Master on duty who has received the signal shall\npromptly, -\n(a) place all signals at ‘ON’ to stop any train proceeding in\nthe direction from which the vehicle has escaped, until\nit has been ascertained that the line is clear;\n(b) admit the train in front of the run away vehicle if any,\nbefore taking steps to stop or divert the runaway\nvehicle;\n(c) (i) arrange to derail the running vehicle by turning it\ninto a derailing or dead end portion of the\nisolation provided or into a derailing siding, if\navailable. Provided further, that if the block\nsection ahead is clear and the line is not on a\nfalling gradient, the vehicle may be allowed to\nrun through upto the next station; or\n(ii) repeat the emergency danger signal to the next\nstation in the direction in which the vehicle is\nescaping if he is unable to stop th e runaway\nvehicle at his station.\nI– Fire\n232. Fire.- (1) A railway servant noticing a fire shall take all possible\nsteps to save life and property, to prevent it from spreading and to\nextinguish it.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 225, + "text": "203\n(2) In the case of fire is on or adjacent to any elec trical\nequipment, the railway servant shall, if he is competent in\nhandling electrical equipment and specially trained for the\npurpose, have the affected part immediately isolated from its\nsource of supply of electrical energy.\n(3) Operation of speciali sed Fire extinguishers equipment and\nhandling of fire of specific nature like electrical chemical etc.\nshall be dealt with in accordance with the special instructions.\n(4) The occurrence of a fire shall in every case, be reported to the\nnearest Station Master by the expeditious means and the\nStation Master shall take such action as may be prescribed by\nspecial instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 226, + "text": "204\nCHAPTER X\nELECTRICAL AND PERMANENT WAYS AND WORKS\nA - Railway servants employed on Way or Works\n233. Inspector of Electrical and Permanent Ways and Works. - (1)\nThere shall be an authorised railway servant one each for Electrical\nand Permanent Way and Works responsible for Way and Works\nunder his charge and to perform the roll of Inspector of Way or\nWorks prescribed hereunder.\n(2) In these rules, wherever the expression 'Inspector of Way or\nWorks' is used, it would construe to mean both Inspector of\nElectrical Way or Works and Inspector Permanent Way or\nWorks unless the context is otherwise, or it is specifically\nmentioned to the contrary. Likewise, unless the context is to\nthe contrary, the expression 'Way or Works' shall construe to\nmean both 'Electrical and Permanent Way or Works'. Further\nthe expression 'Supervisor incharge\" shall mean to be\nreferring to the respective Inspector of Way or Works.\n234. Condition of way and works. - Each inspector of Way and Works\nincharge of a length of line shall be responsible for the condition of\nthe Way and works under his charge.\n235. Maintenance of line. - Each inspector of Way and Wo rks shall , -\n(a) See that the length of line or works in his charge are efficiently\nmaintained, ensuring their testing, and overhauling or maintenance\nat such interval and manner as is laid down by special instructions\nand submit report to their controlling officials;\n(b) promptly report to the engineer -in-charge all accidents, or\ndefects in the way or works, any abnormal condition, or\nincidence or apprehension of sabotage, which is likely to\ninterfere with the safe running of trains, and at the same time\ntake such action as may be necessary to prevent accidents;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 227, + "text": "205\n(c) be responsible for the proper and efficient maintenance of all\nbreakdown equipment, so as to be in state of readiness at all\nthe time.\n236. Keeping of material . - Each inspector of Way and Works shall see\nto the security of all rails, sleepers, traction installation equipment,\ninsulators, and other connected material in his charge, and ensure\nthat such of the said articles as are not actually in use are properly\nstacked clear of the line so as not to interfere with the safe running\nof trains.\n237. Inspection of way and works. - (1) Every portion of the overhead\nequipment, and connected works, Permanent way, bridges and\nconnected works including, points and crossings, tunnels, and any\nother equipment or works affecting the safety and working of trains\nshall be inspected by the railway servant appointed in this behalf at\nsuch interval and in such manner as is prescribed by special\ninstructions.\n(2) If any condition which is likely to affect the safety of train is\nnoticed, the official inspecting the line shall take immediate\naction to protect the trains as laid down under these rules, and\nthereafter take necessary action to rectify the defect.\n238. Patrolling of lines .-(1) In addition to the inspection referred to in\nrule 237, whenever any portion of a railway is likely to be\nendangered by abnormal conditions such as heavy rains, breaches,\nfloods, storms, cold or hot weather and civil disturbances, the line\nshall be patrolled regularly during the period of vulnerability in\nsuch a manner and at such interval as is prescribed by special\ninstructions.\n(2) Whenever a railway servant deputed to patrol the line notices\nany condition likely to affect the safety of a train or otherwise\napprehends danger, he shall initiate ‘Railway Emergency\nCall' where mobile train radio communication system is", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 228, + "text": "206\nprovided and place an amber flasher signal in a prominent\nposition to warn the loco pilots of approaching trains. In case\ntrains are expected to app roach from two different directions,\ntwo of such flasher signals shall be fixed showing towards\nboth of the directions. In case, he does not have 'Cab Radio or\noperational radio of mobile train radio communication\nsystem; he shall immediately inform the S tation Master of\nthe nearest station on any other approved means of\ncommunication to initiate Railway Emergency Call where\nmobile train radio communication system is provided . After\nsecuring the obstruction, he shall place himself to show\ndanger hand sign al to any approaching train. Ground\nequipment to trigger on board safety device, where\nimplemented, shall also be fixed by such railway servant;\nWhen either the ‘mobile train radio communication’ system\nis not available or it is yet to be integrated wi th a similar\nfacility on foreign railway, protection of obstruction on\nsections where lines of different railway run in parallel, shall\nbe undertaken in accordance with Special Instructions.\n239. Work involving danger to trains or traffic .- No work, which will\ninvolve danger to trains or to traffic, shall be commenced or carried\nout without the prior permission of the inspector of Way and\nWorks, or some competent railway servant appointed in this behalf\nby Dedicated Freight Corridor Railway administrat ion; and the\nrailway servant who gives such permission shall himself be present\nto superintend such work, and shall see that the provisions of rule\n241, and rule 242 are observed;\nProvided that, in case of emergency, when the requirements of\nsafety warra nt, the commencement of any such work before the\nsaid railway servant can arrive, the work may commence at once\nand the person authorised to undertake that work under special\ninstructions shall himself ensure that the provisions contained in\n241 and 242 are observed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 229, + "text": "207\nProvided further that in case of work involving overhead\nequipment or other electrical equipment,-\n(a) the inspector of works before giving permission to commence\nthe work shall inform the traction power controller and who\nin turn will ar range to isolate and make dead the portions of\nelectrical equipment concerned and issue a permit -to-work\nthereon under rule 264;\n(b) in case of an emergency the traction power controller shall\nswitch ‘off’ the power first and then advise the station master\non duty and Controller of the power block imposed and\nreasons for doing so;\n(c) after completion of the work Inspector -incharge of work\nshall confirm to the Station Master on duty and traction\npower controller for the restoration of electrical tension in\noverhead equipment. After their mutual confirmation on the\napproved secured means of communication, if available\notherwise by exchanging written messages in terms of rule\n172 the overhead equipment shall be restored to work; and\n(d) The Station Master on duty when power block alone is given\nshall ensure that no electric rolling stock is permitted into or\nover sections of track for which work permit is issued and\noverhead lines a re dead, and points and crossings are\nprotected by means of stop callers in accordance with special\ninstructions.\nProvided further that Loco pilot of diesel train are given requisite\ncaution order to observe such precautions at the work site as is\nneeded and the Inspector -incharge of the work shall also show\nsignals at work site as provided in rule 241.\n240. Work during night and bad weather impairing visibility. - (1)\nDuring night and bad weather impairing visibility, unless traffic\nblock has been take n, no rail or overhead equipment shall be\ndisplaced and no other work which is likely to cause obstruction to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 230, + "text": "208\nthe passage of trains shall be performed except in cases of\nemergency.\n(2) When such work has to be undertaken in an emergency, the\nsite of work shall be protected in accordance with the\nprovisions prescribed in rules 241 and 242. However, in place\nof banner flag, a red light shall be displayed.\n241. Precautions before commencing operations, which would\nobstruct the line. -(1) No railway servant employed on the\noverhead equipment, permanent way or works shall change or turn\nany component of overhead equipment or a rail, disconnect points\nor signals or commence any other operation which would obstruct\nthe line without permission of the Station Mast er on duty obtained\neither in writing or on secured means of communication, and until\nStop signals have been exhibited and line has been either blocked\nor protected as in rule 242.\nAnd if within station limits all the necessary signals have been\nplaced at 'ON'; Provided that exhibition of Stop signals may be\ndispensed with if such operations are performed or carried out after\nthe line has been isolated by setting the relevant points against it\nand stop plugs put on the concerned switches and buttons so t hat\nsignals cannot be taken 'OFF' for that line.\n(2) No work involving removal of any rail from the track shall be\nunder taken without traffic block, except as provided in sub -\nrule (3).\n(3) In emergent cases, official incharge undertaking such operations\nbefore commencement of work shall first bring the train to\nstop and advise the Loco pilot of the train about the need to\nstop the train through a written memo and simultaneously\narrange to inform the Station Master on duty for the need to\nblock the track and obtain confirmation of the same in writing\nor on secured means of communication.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 231, + "text": "209\n(4) The traffic block in mid -section may be permitted behind a\ntrain which is yet to clear the block section and in such a\ncase,-\n(a) the official in charge of the work shall personally\nensure that the commencement of work takes place\nonly after the permitted block time or when the last\ntrain advised to him has gone past the work site,\nwhichever is later;\n(b) the Station Master granting block shall ensure that no\nmovement is undertaken after the committed block time\nor the departure of the last train thus advised,\nwhichever is earlier.\n(5) On completion of the repairs, the inspector of concerned Way\nand Works individually, or the competent railway servant\nappointed in this behalf by Dedicated Freight Corridor\nRailway administration, shall issue a fit certificate to the\nStation Master on duty prescribing speed limit, if any, to be\nobserved by the trains over the site of obstruction. On receipt\nof fit advice, the St ation Master shall resume the working of\ntrains in accordance with the fitness advised.\n242. Showing of signals to stop a train in case of obstruction or\nwhen the line is under repair but movement of trains on that\nportion of the track need not be suspe nded.- (1) Whenever the\nnature of the work of maintenance or the line is otherwise\nobstructed such that movement of train on a portion of track need\nnot be suspended and train can pass over it with restrictions, the\nLoco pilot of the approaching train shall be warned in the following\nmanner,- -\n(a) the Loco pilot shall be advised by the Station Master on\nduty at station in rear or by Station Master of notice\nstation through a Caution Order the location, natur e of\nwork or obstruction, and whether he is to either stop\ndead and then proceed at a given restricted speed, or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 232, + "text": "210\nproceed at a given restricted speed without stopping at\nthe site; and\n(b) the official incharge of the work shall ensure showing\nof signals to warn the Loco pilot of an approaching\ntrain as described in sub- rule (2) of the rule 242 below.\n(2) A caution indicator board, stop indicator board or speed\nindicator board, and a termination board of approved design\nand which are lit by night, shal l be shown as prescribed in\nclause (a) and (b) in the direction from where the trains have\nto approach in case of double line, and in each direction in\ncase of single line.\nAll indicators shall be placed on the left hand side visible to\nthe Loco Pilot.\n(a) when the trains have to stop dead short of\nobstruction and only then proceed cautiously, - a\nStop Indicator shall be exhibited at a distance of thirty\nmeters from the place of obstruction and a Caution\nIndicator shall be placed at a distance of twelve\nhundred meters from the place of the obstruction. In\naddition, Termination Indicator shall be provided at the\nplace where a Loco pilot may resume the authorised\nspeed. A railway servant shall be deputed at the Stop\nindicator board to obtain the signature of the Loco pilot;\n(b) when the train is not required to stop short of\nobstruction but proceed at restricted speed, - a speed\nIndicator shall be exhibited at a distance of thirty\nmeters from the place of obstruction and a Caution\nIndicator shall be placed at a distance of eight hundred\nmeters from the place of the obstruction. In addition,\nTermination Indicators shall be provided at the place\nwhere a Loco pilot may resume the authorised speed;\nand\n(c) In case of multiple stop dead or speed restrictions\nover a continues stretch of line, - only one caution\nindicator from twelve hundred meters from the first", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 233, + "text": "211\nobstruction and one termination indicator after the last\nobstruction shall be provided. Further, multiple Stop\nIndicator or Speed Indicators shall be placed in a\nmanner so as to ensure that none of the restrictions\nimposed on any portions of the affected track is\ncompromised towards the unsafe side.\n(3) In case the place of obstruction is within station limits. -\n(a) the provision of sub-rule (2) of the rule 241 may be\ndispensed with, if the affected line is isolated by setting and\nsecuring of points or by securing at 'ON' the necessary\nmanually controlled Stop signal or signals; and\n(b) approach signals shall not be taken 'OFF' for a train\nunless the train has been brought to a stop at the first\nStop signal, except in cases where the Loco pilot has\nbeen issued with a Caution Order at a station in rear,\ninforming him of the obstruction and the details\nthereof; and\n(c) upon entering the affected line the Loco pilot shall be\nhand signalled from a distance of not less than thirty\nmeters from the place of obstruction.\nProvided further that in case the Loco pilot have been pre -warned\nof the details of the obstruction and if th e restriction is not stop\ndead before proceeding, the competent railway servant deputed to\nhand signalled the Loco pilot shall first exhibit a Stop signal and\nadvise the speed at which the Loco pilot shall take his train across\nthe obstruction.\n(4) if t he place of work is situated in the automatic signalling\nterritory, and if the distance between the place of obstruction\nand the automatic signal controlling the entry of the train into\nthe signalling section concerned is less than twelve hundred\nmeters and provided the automatic signal has been secured at\n'ON' the caution indicator referred in clause (a) of sub-rule (2)\nmay be dispensed with.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 234, + "text": "212\n(5) The shapes and sizes of the indicators are as given below:-\nRetro reflective type indicator shall be provi ded, the shapes\nand sizes of the indicator are as given below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 235, + "text": "213", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 236, + "text": "214\n(6) Showing of signals as prescribed in this rule shall also be\napplicable for protecting individual line or lines individually\nwhere trains are not to proceed after stopping.\n(7) In addition to the above, where train protection and warning\nsystems are implemented, temporary ground equipment shall\nalso be installed.\n(8) Responsibility of Loco pilot,- (a) the Loco pilot of a train on\napproaching stop hand signal or stop Indicator, shall stop in\nrear to sign and affix train number date and time on the\nrestriction book presented to him by the engineering flagman;\n(b) The loco pilot after affixing his signatures shal l re-start\non being shown a proceed with caution hand signal by\nthe flagman at a speed not exceeding eight kilometre\nper hour till the train has cleared the restricted length,\nas per termination board or on being shown a proceed\nhand signal from behind, be fore resuming normal\nspeed.\n243. Assistance in protection of trains etc. - Every railway servant\nemployed on Way or Works shall, on the requisition of the Loco\npilot, render assistance for the protection of the train.\n244. Knowledge of signals and eq uipment of track inspecting and\nmaintenance staff.- Each Inspector of Way or Works shall see,-\n(a) that every overhead equipment and track inspecting or\nmaintenance staff employed under him has a correct\nknowledge of the use of hand signals and such other signals\nas provided to him;\n(b) That every track inspecting and maintenance staff is supplied\nwith tools and implements, hand signals and other equipment\nas is prescribed by special instructions and are relevant for\nperforming the task assigned to the them.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 237, + "text": "215\n245. Inspection of signals, tools and implements. -(1) Each Inspector\nof Way and Works shall inspect signals, tools and implements\nsupplied to overhead equipment and track inspecting and\nmaintenance staff under clause (b) of the rule 244 periodically in\naccordance with special instructions and ascertain whether the\nabove signals, tools and implements and other related equipment\nare complete and in good order.\n(2) In case any deficiency is noticed he shall see that any\ndefective or missing articles are replaced immediately.\n246. Responsibility of Inspector of Way and Works as to safety of\nline.-Each Inspector of way or Works shall,-\n(a) see that his length of line is kept safe for the passage of trains;\nand\n(b) when repairing, lifting or lowering the overhead equipment or\nthe line or when performing any other operation which shall\nmake it necessary for a train to proceed cautiously, himself be\npresent at the spot and be responsible that the action\nprescribed in 242 is taken.\n247.Ballasting and Wo rking near a line. - (1) No railway servant\nemployed on the way or works shall carry on any blasting\noperations on or near the railway except as permitted by special\ninstructions.\n(2) Whenever any work is to be undertaken near a line requiring\nmovement of men, vehicles or any equipment, the work shall\nnot commence until the safety distance from the track has\nbeen clearly demarcated in the manner prescribed under\nspecial instructions.\n248. Putting in or removing points or crossings. - Except in cases of\nemergency, no railway servant shall put in or remove any points or\ncrossings amounting to change in the yard layout than as permitted\nby special instruction and work shall be done only under traffic\nblock.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 238, + "text": "216\n249. Duties of electric and permanent ways and works inspectorial\nor maintenance staff when apprehending danger.- If any electric\nand permanent way and works inspectorial or maintenance staff\nconsiders that the line is likely to be rendered unsafe, or that any\ntrain is likely to be endangered in conseq uence of any defect in the\nWay or Works or of abnormal rain or floods or any other\noccurrence, he shall take immediate steps for securing the stability\nof the line and the safety of trains, by using the prescribed signals\nfor trains to proceed with cautio n or to stop, as necessity may\nrequire; and shall as soon as possible report the circumstances to\nthe nearest Station Master and to the Inspector of Way or Works.\nB - The Working of Trollies, Motor Trollies and Lorries\n250. Distinction between Troll ey and Lorry-. (1) A vehicle, not more\nthan five feet high from rail level and which can be lifted bodily\noff the track by four railway servants or less shall be deemed to be\na trolley and any similar but heavier vehicle shall be deemed to be a\nlorry.\nNote: A ladder on wheels of height more than five feet shall be\ndeemed to be a lorry. Similarly a rail dolly when loaded with\nrails being heavy shall be treated as a lorry even though the\nheight is less than five feet.\n(2) Any trolley which ,-\n(a) Is propelled by pushing or paddling, is a push trolley,\nand when it is self -propelled, by means of a motor, is a\nmotor trolley; and\n(b) The design of the trollies should be such that when on\nthe move at least one person faces the rear so as to warn\nthe person l eading or driving in the front of any\napproaching train from behind.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 239, + "text": "217\n(3) A trolley shall not, except in cases of emergency, be used for\nthe carriage of permanent way or other heavy material and\nwhen a trolley is so loaded, it shall be deemed, for the\npurposes of these rules, to be a lorry.\n251. Equipment of Trolley including Motor Trolley or Lorry .- Each\ntrolley or lorry shall have the following equipment, namely:-\n(1) two hand signal lamps or tricolour torches;\n(2) two red and two green Hand signal flags;\n(3) a chain and a padlock;\n(4) a copy of the updated working time table pertaining to the\nsection in force;\n(5) a motor horn and a search light (for motor trolley only);\n(6) two banner flags and two additional red lamps;\n(7) such other articles as ma y be prescribed by the railway\nadministration in this behalf.\nNote: The official in charge of the trolley, lorry or motor trolley\nshall also be in possession of a watch in addition to the\nprescribed equipment\n.\n252. Red flag or light to be shown on a Tro lley, Motor Trolley or\nLorry. - Every lorry or trolley when on the line shall show a\nconspicuously visible red flag by day and a red lamp by night,\nduring thick foggy or tempestuous weather impairing visibility or\nin a tunnel in the direction from which a train may come in case of\ndouble line.\nProvided further, when within station limits, and in single line the\nlights displayed at night shall be red in both directions.\n253. Efficient brakes. - No lorry or trolley shall be placed on the line\nunless it is fitted with efficient brakes.\n254. Competent railway servant to be in -charge of lorry or trolley\nwhen on the line.-(1) No lorry or trolley shall be placed on the line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 240, + "text": "218\nexcept by a qualified person appointed in this behalf by special\ninstructions, and is in possession of a valid competency certificate\nissued by the competent authority mentioned therein.\n(2) Such competent person shall accompany the lorry or trolley,\nand shall be responsible for its proper protection and its being\nused in accordance with the special instructions.\n255. Attachment of lorry or trolley to train prohibited. - No lorry,\ntrolley or motor trolley shall be attached to a train.\n256. Time of running.- Except in emergency, a lorry shall ordinarily be\nrun only by day and when the weather is sufficiently clear for a\nsignal to be distinctly seen from adequate distance which can never\nbe less than twelve hundred meters, or under block protection\nirrespective of day or night.\n257. Working of motor trolley. - (a) a motor trol ley shall ordinarily be\nrun either on line clear as a signalled movement as in case of a train\nor under block protection or during corridor maintenance block;\n(b) A motor trolley can be permitted to follow a train on motor\ntrolley permit in Form19 cautiou sly maintaining a safe\ndistance at least four hundred meters and be prepared to stop\nshort of a stopping train;\nProvided the block section will be closed only after arrival of the\ntrolley or trollies either at the origin or next station or lifted off the\ntrack in mid -section as confirmed by trolley in charge on secured\nvoice communication.\n(c) the trolley following a train shall be handed over the trolley\npermit which should be deposited with the Station Master of\nblock station in advance or in the rear depending upon where\nits journey is ended; and\n(d) more than one motor trolley can follow a train or each other.\nWhen more than one motor trollies are running together in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 241, + "text": "219\nthe same direction, sufficient distance of more than one\nhundred meters shal l be kept between them, and when they\nare following a train the trolley permit in Form19 shall be\ncarried by the rear most motor trolley.\n258. Working and protection of Trolley other than Motor Trolley. -\nA push or padelled trolley may be put on line with the permission\nof Station Master on duty and without blocking the line unless\nforbidden under special instruction. The qualified person in charge\nof the trolley shall,-\n(i) ensure that sufficient margin is available between trains and\nfor that he has ascertained the whereabouts of all approaching\ntrains;\n(ii) ensure that the visibility is clear so that trolley can be easily\nlifted off the track on sighting a train , or when clear view is\nnot obtainable for an adequate distance due to geography and\ncurvature of the track in the section, even if the weather clear,\nor visibility is impaired due to tempestuous weather take\nprecautions for protection of his trolley, in both directions on\nsingle line and in the direction from which trains may\napproach on a double line in accordance with sub -rule (2) of\nthe rule 259 below.\n259. Protection of lorry on the line. - (1) A lorry whether loaded or\nempty shall be placed on the li ne under block protection, or in case\nof an emergency, when placed in the face of an approaching train\nonly after confirmation by the Loco pilot through secured means of\ncommunication that his train has stopped as instructed. When it is\nrequired to be plac ed behind a train, the Loco pilot of the last train\nshall be informed and the section shall be blocked forward after the\nlast train has arrived at the station ahead. The Station master shall\nnot permit backing of the train in case a lorry has been placed\nbehind it in Form20.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 242, + "text": "220\n(2) In case a rail dolly after unloading of rails is taken off the\nrails, the official incharge of the lorry shall inform the\nStation Master on duty confirming removal of obstruction as\nin rule 241 for normal movement of trains to resume.\n260. Trollies including motor trollies or Lorries, when out of use. -\nTrollies including motor trollies or Lorries, tower wagon, rail -cum\nroad maintenance vehicle when not in use, shall be placed clear of\nthe line and the wheels thereof be secured with a chain and\npadlock.\n261. Corridor Block and working under shadow block. - The\ndepartment of Electrical Way and Works, Permanent Way and\nWorks, Signalling and other train working related maintenance\nservices shall schedule their maintenance work dur ing corridor\nblock.\nC- Additional Rules for Electrified Sections\n262. Reporting of defects in Electric Way and Works. -(1) When\nduring the course of train run if,-\n(a) any transient tripping of overhead equipment is\nexperienced by the Loco pilot, he shall resume normal\ntraction but keep a sharp look out including the adjacent\nline or lines for any abnormality or obstruction; and\n(b) if no tension continues, the Loco pilot shall reduce\nspeed of his train and be prepared to stop his train short\nof the damaged portion or, lower the pantograph to\ncoast through it, as may be warranted in his judgement,\ndepending upon physical obstruction, and inform the\nStation Master of the nearest station and traction power\ncontroller by the first available means.\n(2) Whenever any defect, damage or interference in overhead\nequipment is noticed by any Railway servant, he shall take\naction immediately to protect trains running on that line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 243, + "text": "221\nand/or at adjacent line and inform the Sta tion Master on duty\nof the nearest station or traction power controller by first\navailable means.\n263. Warning to staff and public. - (1) In case breakage of an overhead\nline is noticed by any railway employee he shall make his best\nefforts to warn other s including persons from public to keep away\nand avoid coming into contact with the line, and inform the Station\nMaster on duty on either side or traction power controller by first\navailable means immediate action for making the line dead.\n(2) All electrical equipment shall be regarded as being live at all\ntimes and consequently dangerous to human life save and\nexcept in cases, where the electrical equipment has been\nspecially made dead, in accordance with special instructions.\nCaution notice shall be prom inently fixed near all vulnerable\nplaces to warn staff and public to exercise due caution.\n(3) No person, staff or outsider shall climb on the top of the\nlocomotives or on the roof any vehicle when those vehicles\nare located beneath overhead equipment ex cept when the\noverhead equipment is dead and earthed in accordance with\ninstructions issued by the officer authorised by the Dedicated\nFreight Corridor Railway Administration.\n264. Permit-to-work on electrical equipment. - (1) If work is to be\ncarried out adjacent to the electrical equipment or any other part\nthereof by other than the competent railway servant, such work\nshall be done only when and for such time as the person in -charge\nof the work has obtained a written permit -to-work, duly signed and\ngiven by the railway servant authorised for the purpose by special\ninstructions. He, in turn, shall issue the same only with the\nknowledge of the traction power controller.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 244, + "text": "222\n(2) If the work is to be carried out by the competent railway\nservant the permit -to-work shall be obtained by him from\ntraction power controller.\n(3) Procedure for obtaining permit-to-work in the danger zone of\ntraction, electrical equipment or overhead equipment shall be\nin accordance with the special instructions complying with\nthe provisions prescribed in these rules.\n(4) Each permit-to-work shall be numbered and entered in the log\nbook of the traction power controller, together with the\nparticulars and time when the equipment is made dead and re-\nenergised.\n265. Procedure for making the overhead equipment dead. - (1)\nSwitches and other electrical installations shall be accessed only by\nthe person authorised to do so. Procedure to be followed for\nmaking them dead shall be in accordance with special instructions.\n(2) The Station Master on duty, or the railway servant authorised\nto switch off the overhead equipment to make it dead shall be\nfully aware of the location and conversant with operation of\nisolator switches provided for the purpose.\n(3) Keys of the chambers or enclosures of live equipment shall\nbe so kept as to be accessible to the authorised railway\nservant or Station Master for switching off the equipment in\nemergency.\n266. Protection of staff at worksite. - (1) Appropriate callers and\ncaution notices shall be prominent ly fixed on and near interrupter\nor Isolator switches both in the field as also in the remote control\nroom when opened during maintenance.\n(2) Work in the danger zone of overhead equipment. - Before\nany work is undertaken on a section of overhead equipm ent,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 245, + "text": "223\nwhich is normally alive, or on any part of the structure within\ndanger zone, the overhead equipment shall be made dead and\nearthed in accordance with special instructions.\n(3) Every staff responsible for maintenance and repair of\nelectrical ways and works shall additionally abide such other\nprecautions and safety measures as prescribed by special\ninstructions for any specific work involving different types of\nstructures and equipments.\n267. Alterations to track.- Before any alteration to alignment or level of\nelectrified tracks is commenced, due notice shall be given to those\nresponsible for the overhead equipment so that overhead equipment\ncan be adjusted to confirm to the new conditions.\n268. Tripping of circuit breakers of locomotives at neut ral sections.-\n(a) unless otherwise authorised by special instructions, the Loco\npilot of the locomotive shall coast through the neutral section, duly\nswitching off power and lowering of pantograph; and\n(b) necessary indication boards, to indicate that a neutral section\nis being approached and the location from where the\npantograph should be lowered respectively at distances in\naccordance with special instructions, shall be provided to\nguide the Loco pilot.\n269. Rules regarding shutdown of overhead equip ment.–(1) Except\nin case of emergency to pre -empt an accident, or damage to\noverhead equipment, shutting down of overhead equipment shall be\ndone ordinarily during Corridor Maintenance Block with the\npermission of the Controller.\n(2) In case of fault in o verhead equipment, traction power\ncontroller shall isolate faulty section ) and in consultation\nwith Controller may allow limited re -energisation of some\nportion to rescue a stranded train at such restricted speed as\nprescribed under instructions issued by the officer authorised", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 246, + "text": "224\nby the Dedicated Freight Corridor Railway administration\nand provided the action does not damage the overhead\nequipment.\n(3) Except in case of emergency the traction power controller and\nthe Controller shall plan the regulation of t rain and only after\nthe last affected train has reached the station, where it is\neither to wait or terminate, orders for shutting shall be given.\n(4) It shall be responsibility of traction power controller to issue\nwork permit only after he has confirmed t hat no electric train\nis in the block section.\n(5) Switched on only after confirming from the official incharge\nof the work that all men have been removed from the danger\nzone and work is completed.\n(6) (a) as soon as traction power controller come s to know\nabout unsafe condition of a train working on electrified\nsection, he shall immediately switch 'off' the OHE\nsupply of both the lines of relevant sub -sector. traction\npower controller shall then advise in writing, the\nsection controller of the sec tion in which overhead\nEquipment has been switched 'off';\n(b) on occurrence of any such incidence section controller\nor traction power controller from Dedicated Freight\nCorridor Corporation shall immediately intimate\nconcerned section controller of Indian Railway as well;\n(c) on receipt of advice from the traction power controller,\nthe Section Controller shall under exchange of private\nnumber, advise the Station Masters of all stations, who\nare concerned with working of trains in the affected\nsection to t reat the dead section as if the same is under\nemergency power block and to ensure that no train is\nallowed to enter into the section.\n270. Additional rules for electrified sections. - Special instruction for\nworking of trains on electrified section sh all be notified by the\nauthorised officer.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 247, + "text": "225\nCHAPTER XI\nLEVEL CROSSING\n271. There shall be no level crossing gate on Dedicated Freight Corridor\nRailway lines unless specifically notified by Dedicated Freight\nCorridor Railway administration. The working of no tified level\ncrossing gates shall be in accordance with the special instructions.\n272. Controlling Railway of Level Crossing Gates. -\n(1) In case of Level Crossing Gate which is common to Indian\nRailway and Dedicated Freight Corridor Railway lines , it\nshall be controlled by Indian Railway.\n(2) In case of Level Crossing Gates which is not common to\nIndian Railway and Dedicated Freight Corridor Railway\nlines, it shall be controlled by Dedicated Freight Corridor\nRailway.\n273. Interlocking of Level Crossing Gates, approach train warning\nand track locking.-\n(1) (a) each Level Crossing Gates shall be provided with\nelectrically operated\nlifting barriers interlocked with Gate signals provided\non each line. The gates should normally be c losed to\nroad traffic;\n(b) the gate signals shall remain 'ON' and attain \"OFF'\naspect only when the gate is closed and is so detected\nby interlocking;\n(c) each gate shall have road signals as well as hooter\nalarm to warn road users of closing of the gate;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 248, + "text": "226\n(d) the road signal shall show a steady yellow when barrier\nis lifted and steady red when closed towards the road\nusers.\n(2) (a) there shall be an indication panel in the gate hut to\ndisplay 'ON' and\n'OFF' aspects of Gate signals and the occupation or\nclearance of the approach warning track circuits of\neach track up to the point of train approach\nwarning;\n(b) a separate panel for the operation of booms\nthrough push buttons shall be provided for raising\nor lowering of booms as also fo r stopping it mid -\nway during operations; and\n(c) separate Telephone shall be provided between\nGateman and station master of block stations on\neither side; wherever the Level Crossing Gate is\ncommon to Indian Railway and Dedicated Freight\nCorridor Rai lway lines, separate telephones shall\nbe provided between Gateman and station masters\non either side of both Dedicated Freight Corridor\nRailway and Indian Railway stations.\n(3) Each level crossing gate shall be provided with\napproach warning and appro ach track locking systems.\nAs soon as the train reaches a pre -determined point\n(eight kilo meters on Dedicated Freight Corridor\nRailway System and five kilo meters on Indian Railway\nSystem) line and on any of the lines an alarm in\naccordance with special instructions will sound in order\nto assist Gateman regulate road traffic and observe\npassing train. Further, as soon as the train reaches a pre-\ndetermined point (four kilo meters on Dedicated Freight\nCorridor Railway System and two kilo meters on Indian", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 249, + "text": "227\nRailway System), if the boom is already closed, track\nlocking of boom shall prevent opening of the gate until\nwhole of the train has passed beyond the level crossing\ngate and subsequently, the gate signal shall assume\n'OFF' aspect.\n274. Knowledge of signals and Gate operation .-No person shall be\ndeputed to work at level crossing gate unless he has full knowledge\nof signal and panels provided for operation of the gate and carries a\nvalid certificate of competency issued by the competent authority\nappointed in this behalf by the controlling Railway administration.\n275. Road traffic. -\n(1) Subject to such special instructions in that behalf as are\nissued under sub -clause (2) of the rule 275, the normal\nposition of Gate at Level crossings shall be \"closed to road\ntraffic\" on both sides of the Railway and shall only be\nopened when it is necessary and safe to open them for the\npassage of road traff ic when no train is approaching.\n(2) Railway administration controlling the level crossing gate\nmay from tim e to time issue special instructions for any\nparticular level crossing gate to be kept normally \"open to\nroad traffic\". In such a case, on sounding of buzzer the\nGateman shall immediately take action to close the gate\nagainst road traffic for passage of a train or trains or for\nthe purpose of any other railway operation; Provided that\nwhenever the normal position of level crossing gate is\n\"open to road traffic\", the Gateman, at all times be\nprepared, to show a stop hand signal to any approaching\ntrain.\n(3) If for any reason, the Gate at the level crossing cannot be\nclosed, action shall be taken in accordance with rule 277.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 250, + "text": "228\n(4) Detailed working instructions for operation of Gate panels\nshall be prescribed in the Station Working Rule of\ncontrolling st ation of Indian Railway and a copy of the\nsame shall be kept in gate hut.\n276. Supply and care of equipment. - (1) Based on number of lines\nand directions of movement permitted on each, the requirement of\nHand signal lamps, flags (Red and Green), banner flags and such\nother articles as may be needed by the Gateman for efficient and\nsafe working of trains, shall be prescribed in the Station Working\nRule of controlling station of Indian Railway;\n(2) Every gate man shall, - (a) be supplied with the e quipment\nprescribed as per sub -rule (1) of the rule 276 above and such\nother articles as may be additionally prescribed by controlling\nRailway administration; and\n(b) keep such signals, flasher lights and other equipment in\nproper order and ready for use.\n(3) Controlling supervisor of a level crossing gate shall ensure\nthat all the prescribed equipment are available and maintained\nat the Gates under his charge, as per the norms prescribed by\nspecial instructions.\n277. Failure of locking arr angements at level crossing gates. - (1)\nArrangement of fixing of safety chain and hand operated sliding\nboom shall be provided for use in case of failure of electrically\noperated lifting barriers.\n(2) Indication for hand operated boom shall be provid ed on the\ngate panel and detected by the signals to show 'yellow' when\ntaken 'OFF'.\n(3) If need arises due to failure of alternatives to electrically\noperated boom as mentioned in sub -clause (1) of the rule 277\nabove, the gateman shall take action to close Gates against", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 251, + "text": "229\nthe road traffic by any other means if so feasible, and to\nHand signal the train movement pass the Level Crossing in\naccordance with sub-rule (4) of the rule 277 below.\n(4) In case for any reason the gate cannot be closed or fa stened\nacross thoroughfares on both sides of the track, - (a) He\nshall,-\n(i) ensure that the fixed signals, protecting the gate are\nkept at ‘ON’;\n(ii) show stop hand signal and do his best to stop any\napproaching train;\n(iii) put banner flags by day and red lamps by night showing\ntowards the direction of approaching trains;\n(iv) not remove the banner flag or red lamp till the trains\nhave come to stop short of it; and\n(b) only after ensuring that the track is clear of\nobstruction or road users, the banner flag or red\nlamp may be removed and train hand signalled\npast the level crossing.\n(5) If any defect in the mechanism of closing the gate against the\nroad traffic, or defect of any other kind specially in the road\nsurface, channel fo r flange of wheels or the fastenings\nthereof, or any signal pertaining to road traffic or fixed\nsignals for trains, is noticed by the Gateman he shall\nimmediately report the facts to the station master on duty of\nthe controlling or of nearest station.\n(6) The Station Master on duty on being informed of the defects\nshall inform the Station Masters at the other end to issue\ncaution to the approaching trains if the defect so warrants,\nand inform the supervisor responsible for upkeep of the Gate\nto rectify the defect.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 252, + "text": "230\n(7) The supervisor responsible for upkeep of the gate and its\nequipment, on being informed of the defect, if the defect\ndirectly affects safety and running of the trains shall\nimmediately undertake repair and in the other cases at the\nfirst available opportunity.\n278. Gateman to observe passing trains and position of Gateman. -\n(1) Except, where otherwise prescribed under special instructions,\nthe Gateman shall, as far as feasible, observe all passing trains and\nbe prepared to take such action as may be necessary to ensure\nsafety of trains;\n(2) Unless provided with video monitoring of passing trains, the\nGateman should stand attentively facing the track at a place\nnominated in the Station Working Rule or the Gate Working\nInstructions in the manner indicated below,-\n(a) during daytime he shall hold red and green hand signal\nflags, furled up on separate -sticks with the red flag in\nhis active hand, whereas; and\n(b) during night time he shall hold a lighted hand signal\nlamp with white light.\n(3) The Gateman shall, as far as feasible, watch passing train and\nkeep a sharp look out for any unusual condition like hot axle,\nhanging part of any vehicle on fire, load shifted, etc. and in\ncase he notices any of the above or any other danger to safe\nrunning of the train, he should take prompt action to warn the\nLoco pilot by showing the danger signal, except in case of\ntrain parting. If the train crew fails to take notice or act upon\nthe Gateman’s signal he shall immediately infor m the Station\nMaster or the Gateman of the gate in advance on telephone or\nany other approved means of communication.\nProvided further that in case of train parting instead of showing a red\nhand signal the gateman shall follow the procedure as prescribed in\nrule 281.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 253, + "text": "231\n(4) The Loco pilot shall be on the lookout for such danger signals\nfrom the Gateman.\n279. Channel for flange of wheels. - The Gateman shall see that the\nchannel for the flange of the wheels is kept clear.\n280. Obstruction at level crossing. – (1) Every Gateman, on noticing\nany obstruction on the line, shall at once remove it or, if unable to\ndo so, shall, - (a) take action to ensure that the fixed signals,\nprotecting the gate are kept at ‘ON’;\n(b) show stop hand signal and d o his best t o stop any\napproaching train;\n(c) protect the obstruction by putting banner flags by day\nand red lamps by night showing towards the direction\nof approaching trains; and\n(d) take action to close the gates against the road traffic.\n(2) If after removal of obstruction on line the gate can still not be\nclosed, the protection prescribed in sub -rule (1) under the rule 280\nabove shall be continued to be provided, and the banner flag or red\nlamp shall not be removed till the train have come t o stop short of\nit, and only after ensuring that the track is clear of obstruction or\nroad users, the banner flag or red lamp may be removed and train\nhand signalled past the level crossing.\n281. Parting of a train. -\n(1) If a Gateman notices that a train has parted, he shall not show\na stop Hand signal to the Loco pilot, but shall endeavour to\nattract the attention of the Loco pilot by shouting,\ngesticulating or by moving a green flag by day and a white\nlight by night up and down vertically as high and low as\npossible or through approved means of communication, if\nprovided.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 254, + "text": "232\n(2) He shall then inform the Station Master of the station in rear\nand prepare himself to stop any train approaching from\nbehind depending upon the location of the rear portion of the\nparted train if within his reach.\n(3) In case of derailment he shall also assist train crew in taking\naction to protect the adjacent track provided he is in position\nto leave the gate.\n282. Trespassing. - Every Gateman shall, as far as possible, prevent any\ntrespassing by persons or cattle.\n283. Transfer of charge of gate . - No Gateman shall leave his gate\nunless another Gateman has taken charge of it.\n284. Height gauges. - (1) On electrified sections, adequate arrangements\nshall be made to erect height gauges on either side of the Over\nHead Equipment or other equipment at every level crossing so as to\nensure that all vehicles and moving structures passing under the\nheight gauge also pass under Over Head Equipment or other\nequipment with adequate clearance.\n(2) The adequate clearance referred to in sub -rule (1) of the rule\n284 above shall be prescribed by the Railway administration.\n(3) Vehicles and moving structures, which cannot pass under the\nheight gauge wit hout striking or touching it, shall not be\npermitted to pass the overhead equipment or other equipment\nexcept in accordance with special instructions.\n285. Appendix. -Appendix contains the description of authority or Form\nand the relevant provision of th e rule which apply thereto for the\npurpose of these Rules.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 255, + "text": "233\nAPPENDIX\nLIST OF AUTHORITIES TO BE USED DURING TRAIN\nWORKING\nForm\nNumber\nRule Number Description of Authority to be used\n1. 65(a) Disconnection or Reconnection Notice.\n2. 97(2)(a) Paper Line Clear Ticket\n3. 103(2) (b) Shunting Order\n4. 117(6) Authority To Proceed during prolonged failure of\nsignals on double line section in Automatic Block\nSystem.\n5. 136(2)(b) Authority to receive a train on an Obstructed Line\n6. 137(1)(d) Authority to receive a train on a Non-signalled line\n7. 138(1)(b) Authority to start from a Non -signalled line or a line\nprovided by common departure signal.\n8. 155(1) Caution Order\n9. 155(6) Nil-Caution Order\n10. 211(3) (a) Advance Authority to pass defective approach signals at\n‘ON” position.\n11. 211(3)(b) Authority to pass defective approach signals at ‘ON”\nposition.\n12. 212(1)(c) Authority to pass defective departing signals at ‘ON” or\ndefective position\n13. 218(2) Message to be exchanged between Station M angers for\nintroduction of Temporary Single Line Working on a\ndouble line section.\n14. 218(4)(e) Authority for Temporary Single Line Working on a\ndouble line.\n15. 218(5)(b) The Following Train System Authority To Proceed\n16. 218(10) Authority to receive a train during Temporary Single\nLine Working on a double line approaching on wrong\nline.\n17. 218(11) ( C ) Message to be exchanged between Station Mangers for\nrestoration of normal working after Temporary Single\nLine Working.\n18. 227(6) Authority To Pro ceed Without Line Clear and Proceed\ninto an occupied block section.\n19. 257(d) Motor Trolley Following Permit.\n20. 259(1) Working of a Motor Troll ey or Lorry or Rail Dolly on\nfull block.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 256, + "text": "234\nForm 1\n[See Rule 65 (a)]\nDedicated Freight Corridor Railway\nSr. No.-----\nSignal and Telecommunication Department\nACKNOWLEDGEMENT OF DISCONNECTION\n/ RECONNECTION NOTICE\nNo.-----------------\nTo\nThe Station Master on duty at ----------------\nStation/cabin.\nIt is proposed to disconnect the following\nGears:---------------------------------------------------------\n---------------------------------------------------------------\nOn ----/----/20----\nFrom---------hour------minutes\nto-------- hour------minutes to attend failure / for\nmaintenance.\nExpected duration of\nDisconnection----------------\n---------------------\nJunior Engineer/Section Engineer(Signal) /\nTechnician(Signal)\nNotice about disconnection\nreceived at --- hour------minutes\non ----/------/--- 20---. ------------------------\nSignature of Station Master\nDisconnection allowed/ notallowed on ----/---/20----\nat ------- hour------minutes\n------------------------\nSignature of Station Master\nDisconnection will be allowed at ------- hour------\nminutes on --/----/---- 20----\n-------------------------\nSignature of Station Master\nReconnected at ----------------- hour------minutes on --\n---/---/-----20----\n-----------------------\nJunior Engineer/Section Engineer(Signal) /\nTechnician(Signal)\nNotice of reconnection received at ------ hour------\nminutes\non ----/---- 20---.\n---------------------------------\nSignature of Station Master\n*Fill in the details of the gear/s to be disconnected.\nForm 1\n[See Rule 65 (a)]\nDedicated Freight Corridor\nRailway\nSr. No.----\nSignal and Telecommunication\nDepartment\nRECONNECTION NOTICE\nNo. --------------\nNotice for reconnecting signaling\ngear\nTo\nThe Station Master on duty at -----\n-----Station.\nPlease note that the\ndisconnected gear(s)referred to in\nnotice no. -----------------\n------------------------------------\nhas / have been reconnected\non -----/----/20----at--- hour------\nminutes\nSignature\nJunior Engineer/Section\nEngineer(Signal) /\nTechnician(Signal)\nDate ---/---/20---\nTime---- hour------minutes\nNotice of reconnection received at -\n----- hour------minutes\non ----/---- 20---.\nSignature of Station Master\nForm 1\n[See Rule 65 (a)]\nDedicated Freight Corridor Railway\nSr. No.------\nSignal and Telecommunication Department\nDISCONNECTION NOTICE\nNo.-----------------\nNotice to Station Master for disconnecting\nsignalling gear.\nTo\nThe Station Master on duty at --------------\nstation.\nPlease note that the\nfollowing gears will be disconnected\n*-------------------------------------\n-----------------------------------------------------------\n-------------------\n---------------------------------------\non-----/----/20---\nfrom ---- hour------minutes\nto---- hour------minutes attend failure/for\nmaintenance.\nExpected duration of disconnection)---------------\n---\nJunior Engineer/Section Engineer(Signal) /\nTechnician(Signal)\nDate ------------\nTime -----------\n*Fill in details of the gears to be disconnected.\n-------------------------------------------\nNotice about disconnection\nreceived at --- hour------minutes on ----/------/---\n20---.\n------------------------\nSignature of Station Master\nDisconnection allowed/**not\nallowed on ----/---/20----\nat ------- hour------minutes ------------------------\nSignature of Station Master\nDisconnection will be allowed at ------- hour-----\n-minutes on ----/----/---- 20----.\n-------------------------\nSignature of Station Master", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 257, + "text": "235\nForm 2\n[See Rule 97(2) (a)]\nSr. No._____\nDedicated Freight Corridor Railway\nPAPER LINE CLEAR TICKET\n(Loco Pilot and Record)\n*UP or DN\nName of Station_____________ Date __/___/20__\nTime__\nhour_____minutes\nPaper Line Clear working between ______________ station and ______________ station.\nLine Clear asked by ___________________(Name of Station Master on duty) from ____________ Statio n Master on duty at\n__________________station for train No.__________*UP or DN.\nThrough______________________________ (Means of communication).\nLast train in the block section was ______________*UP or DN, which cleared block section at___________station.\nLine clear *granted or received under Private Number _____________________ (in words) _______ (in figures).\n___________________________________________________________________________\n* To\nThe Loco Pilot of Train No. __________________\nLine is clear and you are authorised to proceed to ______________ (station).\n*Authority to pass Signal at ‘ON’ position\n(For Double Line only when Line clear cannot be obtained on block instrument.)\nYou are authorised to pass *Starter or *Intermediate Starter or *Advanced Starter at ‘ON’.\n_____________\nSignature of Station Master\nStation Stamp\n*Signature of Loco Pilot\nDate __/___/20 ____ Time___ hour------\nminutes\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 258, + "text": "236\nForm 3\n[See Rule 103(2) (b)]\nSr. No.______\nDedicated Freight Corridor Railway\nSHUNTING ORDER\n(Loco Pilot, Guard and Record)\nStation_____________ Date __/___/20__\nTime__\nhour_____minutes\nTo\nThe Loco Pilot of Train No._______________ *UP or DOWN.\nPlease perform shunting as indicated below as per instructions of Stat ion staff or Guard:\n1. ___________________________________________________\n2. ___________________________________________________\n3. ___________________________________________________\n4. ___________________________________________________\n*You are au thorised to pass ___________________________________signal in the ‘ON’ position and proceed *up to or\nbeyond **________________________signal.\n***Section between _______station and _________ station is *blocked back or blocked forward. For this purpose and\n*Token or Tablet or Shunting Key has been extracted and kept in *safe personal custody or block instrument has been turned\nto ‘Train On Line’ position and locked.\n_____________\nSignature of Station\nMaster\nStation Stamp\nSignature of Loco Pilot _________ Date __/__/20___ Time _____ hour------minutes\nSignature of Guard__________ Date __/__/20___ Time _____ hour------minutes\n* Strike out whichever is not applicable\n** Enter Kilo meter or Signal No.\n***Applies when Line is Block back or Block forward.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 259, + "text": "237\nForm 4\n[See Rule 117(6)]\nSr. No.______\nDedicated Freight Corridor Railway\nAUTHORITY TO PROCEED DURING PROLONGED FAILURE OF SIGNALS\nON DOUBLE LINE SECTION IN AUTOMATIC BLOCK SYSTEM\n(Loco Pilot and Record)\nStation _________. Date ___/___/20__.\nTime__\nhour_____minutes\nTo\nThe Loco Pilot Train No. ______________ * Up or Down.\nAll signals between __________ Station and _____________ Station have failed. Line\nClear has been received from ________________ Station under his Private No. (In words)\n__________________(in figures)_______.\n*You are, hereby, authorised to proceed cautiously on* Up or Down line at a speed not exceeding twenty five kilo\nmeters per hour and further fifteen kilo meters per hour during bad weather impairing visibility and while passing over facing\npoints.\nYou are also authorised to pass Automatic or Semi-Automatic or Manual Stop or Gate signals in between station\n___________ and _____________station at ‘ON’ on this authority.\nYou shall stop outside the first Stop Signal at ______________________ Station and thereafter be guided by the\ninstructions of the Station Master of that station.\n_____________\nSignature of Station\nMaster\nStation\nStamp\nI have understood the contents of this authority.\nSignature of Loco Pilot __________ Date _______ Time__ hour_____minutes\n* Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 260, + "text": "238\nForm 5\n[See Rule 136(2) (b)]\nSr. No.______\nDedicated Freight Corridor Railway\nAUTHORITY TO RECEIVE A TRAIN ON AN OBSTRUCTED LINE\n(Loco Pilot and Record)\nStation ________ Date___/____/20___\nTime__\nhour_____minutes\nTo\nThe Loco Pilot of Train No ._______________ *Up or Down.\nYour train is being received on line No.(in words) ____________(in figures)________ which is obstructed.\nYou are hereby authorised to pass *Up or Down*Outer or Home or Routing Signals in ‘ON’ position cautiously at a speed not\nexceeding fifteen kilo meter s per hour on being accompan ied by the bearer of this Authority. You are required to bring your\ntrain to a stand observing hand danger signal being exhibited forty five meters before the obstruction.\n______________\nSignature of Station\nMaster\nStation Stamp\nSignature of Loco Pilot ________________ Date __________\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 261, + "text": "239\nForm 6\n[See Rule 137(1) (d)]\nSr. No.______\nDedicated Freight Corridor Railway\nAUTHORITY TO RECEIVE A TRAIN ON A NON SIGN ALED LINE\n(Loco Pilot and Record)\nStation ________ Date__/___/20_____\nTime__\nhour_____minutes\nTo\nThe Loco Pilot of Train No. ______________ *Up or Down.\nYour train is being received on non-signalled line No. (in words) _______________(in figures)______.\nYou are hereby authorised to pass *Up or Down *Outer or Home or Routing Signals in ‘ON’ position cautiously at a speed\nnot exceeding fifteen kilo meters per hour on being accompanied by the bearer of this Authority. You are required to bring\nyour train to a stand before stop board or fouling mark of line on which your train is being received.\n_______________\nSignature of Station\nMaster\nStation Stamp\nSignature of Loco Pilot ________________ Date __________\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 262, + "text": "240\nForm 7\n[See Rule 138(1) (b)]\nSr. No.______\nDedicated Freight Corridor Railway\nAUTHORITY TO START FROM A NON_SIGNALED LINE\nOR\nA LINE PROVIDED BY COMMON DEPARTURE SIGNAL\n(Loco Pilot and Record)\nStation ______________\nDate___/___/20__\nTime__\nhour_____minutes\nTo\nThe Loco Pilot of Train No._____________________ *Up or Down.\nYour train is being started from line No. (in words)__________(in figure_________ which is * a\nnon-signalled line or having a common departure signal.\nYou are authorised to pass *Starter or Intermediate Starter or Advanced Starter bearing No. ________________________ in\nthe ‘ON’ position and leave the Yard cautiously at a speed not exceeding fift een kilo meter s per hour over the points duly\naccompanied by the competent Railway servant up to last set of points of line No.____(in figures) and ________________(in\nwords).\nLine clear is obtained on *Block Instrument or Approved Means of communication from _________ Station.\n* Private No. received from station in advance (In words) ________________________(In figures) ____ .\nOr\nToken or Paper line clear ticket No. ___________.\n_____________\nSignature of Station\nMaster\nStation Stamp\nSignature of Loco Pilot ______________ Date ________\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 263, + "text": "241\nForm 8\n[See Rule 155(1)]\nSr. No.______\nDedicated Freight Corridor Railway\nCAUTION ORDER\n(Loco Pilot, Guard and Record)\nSTATION _______________ Date\n________\nTo\nThe Loco Pilot of Train No. and Name____________.\nYou are hereby instructed to exercise the following speed restrictions: -\nSl.\nNo.\nStations between Kilometers or position of Indicators if\nprovided\nSpeed (kilometre\nper hour)\nCause or Remarks\nFrom To From To\n1\n2\n3\n4\n5\n_____________\nSignature of Station Master\nStation Stamp\nSignature of Loco pilot ________________ Date ____________\nSignature of Guard ________________ Date _______________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 264, + "text": "242\nForm 9\n[See Rule 155(6)]\nSr. No.______\nDedicated Freight Corridor Railway\nCAUTION ORDER\n(Loco Pilot, Guard and Record)\nStation ________________ Date___/____/20____\nTo\nThe Loco Pilot of Train No.___________________________ .\nCAUTION ORDER\nNIL\nUp to _______________________ Station (Name of next Noticed Station or Station)\n_____________\nSignature of Station Master\nStation Stamp\nSignature of Loco Pilot ________________ Date ___/____/20___\nSignature of Guard __________________ Date ___/____/20___", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 265, + "text": "243\nForm 10\n[See Rule 211(3) (a)]\nSr. No.______\nDedicated Freight Corridor Railway\nADVANCE AUTHORITY TO PASS DEFECTIVE APPROACH SIGNALS AT ‘ON’ POSITION\nAT _______________ STATION\n(Loco Pilot and Record)\nStation______________ Date ___________\nTo\nThe Loco Pilot of Train No. ______________*Up or Down\nAs per advice of Station Master on duty at ___ ________________ Station, *Up or Down * Outer or Home or Routing\nHome signal bearing number____________________________________ *is or are out of order.\nYou are hereby authorised to pass such signals at ‘ON’ on being hand signalled at the foot of Home sig nal at a speed not\nexceeding fifteen kilo meters per hour.\n______________\nSignature of Station Master\nSM Stamp\n__________________\nSignature of Loco Pilot\nDate ___/___/20____\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 266, + "text": "244\nForm 11\n[See Rule 211(3) (b)]\nSr. No.______\nDedicated Freight Corridor Railway\nAUTHORITY TO PASS APPROACH SIGNALS AT ‘ON’ OR DEFECTIVE POSITION\n(Loco Pilot and Record)\nStation _______________ Date ___/____/20__\nTime ___ hour______\nminutes\nTO\nThe Loco Pilot of Train No.____________________ Up or Down\nYou are hereby authorised to pass the defective * Outer or Home or Routing Home signal at ‘ON’ position at a speed\nnot exceeding fifteen kilometers per hour.\nThe train will be admitted on line number (in words)______________and (figures) ____.\n_____________\nSignature of Station Master\nSM Stamp\n___________________\nSignature of Loco Pilot\nDate___/___/20______\n* Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 267, + "text": "245\nForm 12\n[See Rule 212(1) (c)]\nSr. No.______\nDedicated Freight Corridor Railway\nAUTHORITY TO PASS DEPARTING SIGNALS AT ‘ON’ OR IN DEFECTIVE POSITION\n(Loco Pilot and Record)\nStation _______________ Date ___/____/20__\nTime__\nhour_____minutes\nTO\nThe Loco Pilot of Train No._____________ Up or Down, waiting to depart from line No._____\n(1) You are hereby authorised to pass the *Starter or Intermediate Star ter or Advanced Starter signals at ‘ON’ position.\n*(2) Applicable for Double Line only –\n(In case of failure of Advanced Starter Signal or Last Stop Signal) - Line clear has been obtained on\n_______________(means of communication) from_____________ st ation. Private No. received is (in\nfigures)________(in words) __________________ .\n*(3) Applicable for Intermediate Block signal or Modified Automatic Block Signal - You are authorised to pass\nIntermediate Block Signal or Modified Automatic Block Signal at ‘ON’ without stopping. Line Clear has been\nobtained on ___________________ (means of communication) from _______________ station. Private number\nreceived is ________________ (in words) ______(in figures)\n___________________\n__________\nSignature of Loco Pilot Signature of Station\nMaster\nStation Stamp\nDate__________________\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 268, + "text": "246\nForm 13\n[See Rule 218(2)]\nSr. No.______\nDedicated Freight Corridor Railway\nMESSAGE TO BE EXCHANGED FOR INTRODUCTION OF TEMPORARY SINGLE LINE WORKING ON A\nDOUBLE LINE SECTION\n(A) For station proposing to introduce Temporary Single Line Working.\nDate ___/___/20___\nNo.______________ Time_____hours_____\nminutes\nFrom\nStation Master ____________ station\nTo\nStation Master ____________ station\n(1) Temporary Single Line Working is proposed to be introduced on *Up or Down line between __________and\n___________station due to _____________________________________.\n* (2) _________________stations shall be closed during Temporary Single Line Working.\n(3) Obstruction on * Up or Down exists at ___________________kilometer\n(4) Last train No. _________ * Up or Down over the line on which Temporary Single Working is been introduced has\narrived at my station at ________________hrs.\nPrivate No. ______________(in words)_________________(in figures).\n_____________\nSignature of Station Master\n(B) For station acknowledging Temporary Single Line Working\nFrom\nStation Master ____________ station\nTo\nStation Master ____________ station\nRefer your message no. _____________________. I have understood that Temporary S ingle Line Working is proposed to be\nintroduced on *Up or Down line between __________and ___________stations due to\n___________________________________________. Last train No. __________* Up or Down left my station on the line on\nwhich Temporary Single Working is being introduced has arrived complete at your station.\nPrivate No. ______________ (in words)_________________(in figures).\n_____________\nSignature of Station Master\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 269, + "text": "247\nForm 14\n[See Rule 218(4) (e)]\nSr. No.______\nDedicated Freight Corridor Railway\nAUTHORITY FOR TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE\n(Loco Pilot, Guard & Record)\nStation _________ Date ___/___/20___\nTo: The Loco Pilot of Train No.___________________ UP or DOWN\n(1) LINE CLEAR TICKET\nThe line is clear and you are authorised to proceed on Up or Down Line up to _____________station, Private No. received\nfrom station in advance is (in words)_____________________( in figures)_____.\n(2) AUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION\nYou are authorised to pass *Starter or Intermediate Starter or Advanced Starter Signals bearing No s.\n__________________________at ‘ON’.\n* Observe hand signal at the foot of the 1st starter signal.\n* You are authorised to pass signals of intermediat e ______________________station at ‘ON’ which has* or have* been\nclosed temporarily for single line working.\n* Your train shall start from the line not provided with departing signals. Start on being piloted by the railway servant on\nduty at station.\n(3) CAUTION ORDER\n* (i) Your train is going on * Right line or Wrong line. The obstruction exists at k ilometers ________on *Up or\nDown line. Switch On flasher light when proceeding on Wrong line .\n* (ii) You have to inform the Gate men and Trackman enroute regarding Introduction of single line working on *Up line or\nDown line.\n*(iii) Your Train is the First Train to work under Temporary Single Line working. Speed of your train shall be\nrestricted to twenty five kilometers per hour subject to observance of other speed restriction in force.\n*(iv) Observe “Neutral section” on the line on which your Train is going. ( For electrified section).\n*(v) *There are no Trap Points on the line in question or Trap points have been clamped or cotter bolted or spiked.\n* (v) Following are the caution Orders in force in Block Section-\nSr No Station between KILOMETRAGE Speed (Kilometer\nper hour)\nCause or\nRemarks\nFrom To From To\n1\n2\n____________\nSignature of Station Master\nStation Stamp\nI /We have understood the contents of this authority.\n___________________\n_____________\nSignature of Loco Pilot Signature\nof Guard\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 270, + "text": "248\nForm 15\n[See Rule 218(5) (b)]\nSr. No.______\nDedicated Freight Corridor Railway\nTHE FOLLOWING TRAINS SYSTEM\nAUTHORITY TO PROCEED\n(Up or Down)\nTrain No.________________Up or Down Date ______________________\nTime ___________________ Hours _________________________ M inutes.\nFrom ___________________ Station, To _____________________ Station.\nTo Loco Pilot\n(1) You are hereby authorized to proceed with your train from ___________________ station\nto _____________________ station\n*(2) Train No. ____________ ahead of your train left this station at _________________ hours\n_______________ Minutes.\n*(3) Train No. _______________shall follow your train from this Station at _________ hours _________________ minutes.\n*(4) You are required to observe a speed restriction of _______________ kilo meters per hour.\nSigned __________________\nStation Master at __________\n(Station stamp)\nSignature of the Loco Pilot at __________________ station.\n*Strike out whichever is inapplicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 271, + "text": "249\nForm 16\n[See Rule 218(10)]\nSr. No.______\nDedicated Freight Corridor Railway\nAUTHORITY TO RECEIVE A TRAIN DURING TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE\nAPPROACHING ON WRONG LINE\n(Loco Pilot and Record)\nStation ________ Date__/____/20____\nTime ______hours _________\nminutes\nTo\nThe Loco Pilot of Train No.________ *Up or Down.\nYour train will be received on line No. (in words) _____________(in figures)______.\nYou are hereby authorised enter cautiously at a speed not exceeding fifteen kilo meters per hour on being accompanied by the\nbearer of this Authority.\n______________\nSignature of Station Master\nStation Stamp\nSignature of Loco Pilot ________________ Date __________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 272, + "text": "250\nForm 17\n[See Rule 218(11) (c)]\nSr. No.______\nDedicated Freight Corridor Railway\nMESSAGE TO BE EXCHANGED FOR RESTORATION OF NORMAL WORKING AFTER TEMPORARY\nSINGLE LINE WORKING\n(A) For station proposing to restoring normal Working.\nDate ___/___/20___\nNo.______________\nTime_____hours____ minutes\nFrom\nStation Master ____________ station\nTo\nStation Master ____________ station\n* (1) Normal Working shall be introduced between __________and ___________station after arrival of train No.______ at\nyour station.\n*(2) Normal Working shall be introduced be tween __________and ___________station after train No.______ arrived at\nmy station at ________hrs.\n(3) The obstruction on *Up or Down line at Km _________________has been removed as per information received from\n_________________vide No. ________________.\nPrivate No. ______________(in words)_________________(in figures).\n_____________\nSignature of Station Master\n(B) For station acknowledging normal working\nFrom\nStation Master ____________ station\nTo\nStation Master ____________ station\n*(1) Refer your message no. _____________________. Train No. _______ has arrived complete at my station at\n______hours. Normal working shall be restored on *Up or Down line between __________and ___________stations.\n*(2) Refer your message no. _______ ______________. Train No. _______ which left last has arrived your station complete\nat ______hours. Normal working shall be restored on *Up or Down line between __________and ___________stations.\nPrivate No. ______________(in words)_________________(in figures).\n_____________\nSignature of Station Master\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 273, + "text": "251\nForm 18\n[See Rule 227(6)]\nSr.\nNo.______\nDedicated Freight Corridor Railway\n*UP or DOWN\nAUTHORITY TO PROCEED WITHOUT LINE CLEAR AND PROCEED INTO AN OCCUPIED BLOCK\nSECTION\n(Loco Pilot, Guard and Record)\nStation _____________ Date: ___/____20__. Time __ hours___ minutes\nTo: Loco Pilot of Train No______________\n(1) This order is being given due to Obstruction of UP or DN line between__________ Station and ___________station at\nKilometers__________.\n(2) You are hereby authorised to proceed cautiously without Line clear. From ___________ station up to kilometers\n_________on *UP or DOWN Line with your Train.\n(3) You shall bring your Train to a stop short of k ilometers _______ and thereafter be guided by the instructions from the\nCompetent Authority at the site.\n(4) You shall clear the section at station ___________________\nAUTHORITY TO PASS SIGNALS AT ‘ON’ POSITION\n(1) *You are authorised to pass the Signals No. and description ________________, at ‘ON’ position or *start from the line\nnot provided with departing signals at a speed not exceeding fifteen kilometers per hours obser ving hand signals at the\nfoot of the first starting signal.\nCAUTION ORDER\n(1) You are permitted to work your Train upto k ilometers ________ between Station __________and _________stations\nwith the speed of twenty five kilometers per hour when view ahea d is clear and ten kilometers per hour at night or when\nview ahead is not clear or when brake-van is leading.\n(2) Caution Orders in force in the Block Section are as under: -\nSl. No. Station between Kilometrage Speed (kilometre per\nhour)\nCause\nor\nRemar\nks\nFrom To From To\n1\n2\n_____________\nSignature of Station Master\nStation Stamp\nI have understood the contents of this authority.\nSignature of Loco Pilot_________________ Signature of Guard_______\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 274, + "text": "252\nForm 19\n[See Rule 257(d)]\nSr. No.______\nDedicated Freight Corridor Railway\nMOTOR TROLLEY FOLLOWING PERMIT\n(Original and Duplicate)\nStation _____________\nDate ___/__/20___.\nFrom Station Master______________\nTo\n_____________ (Officer-in-charge) Motor Trolley No.______.\nYou are hereby being permitted to follow *Train No.__________ or Motor Trolley No.___ _____ in the block section\nupto______________Station.\nThe Train No.__________/Motor Trolley No.________ left this station at___ hours ____minutes\nYou are also authorised to pass *Up or Down_________ signals at ‘ON’ position.\nOn arrival at ___________________ Station you are required to hand over this permit to Station Master on duty.\nPrivate No. received (in words)______________(in figures)_______.\n______________________\nSignature of Station Master\nStation\nStamp\nReceived ____________\nSignature of *{Official Incharge and Designation} ______________.\n{Motor Trolley Driver}\n*Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 275, + "text": "253\nForm 20\n[See Rule 259 (1)]\nDedicated Freight Corridor Railway\nSr.\nNo.______\nWORKING OF A * MOTOR TROLLY or LORRY or\nRAIL DOLLY ETC. ON FULL BLOCK.\nRECORD\nDate __/__/20__ Time __ hour ___minutes\nNo. ___________\nTo\nThe Station Master _________\n**___________No.____ is required to work between ___\nstation and ___ _____station on Up or Down line from ___\nhour__ minutes to__ hour __ minutes on full block. The\nSection will be cleared at ______ station at ___hour\n___minutes\n________________________\nSignature of Official In Charge\n*The block cannot be permitted or wil l be granted after\npassage of Train No. ________ * UP or DOWN.\n*The UP or DOWN Line has been blocked for your\n**___________and block will be removed only on receipt\nof the removal report of **___________ No. Token or\nTablet or Paper Line Clear Ticket No. _____ issued to you.\nPrivate Number___________ (in words)___(in figures).\nYou are advised to ensure clearance of Block Section\nwithin Block permitted.\n_______________________\nSignature of Station Master\nStation Stamp\nDate __/__/20__Time __hour__ minutes\nReference: No. ___________\n**___________ No._____has arrived at ______ station at\n____hour ___ minutes / has been removed from the track at\nkilometers ______. Block section is clear and free from\nobstruction. Token or tablet or Paper Line Clear Ticket no.\nis being surrendered to resume normal Train Working.\n________________________\nSignature of official-in-charge\nRemoval report received at ____ hour ___minutes on date\n___/____/20__.\n_____________\nSignature of Station Master\nStation Stamp\n*Strike out whichever is not applicable.\n**Push or Cycle or Moped or Motor Trolly or Rail Dolly\nor Ladder Trolly etc. whichever is applicable to be filled.\nForm 20\n[See Rule 259 (1))]\nDedicated Freight Corridor Railway\nSr. No.______\nWORKING OF A * MOTOR TROLLY\nor LORRY or RAIL DOLLY ETC. ON\nFULL BLOCK\nREMOVAL REPORT\nNo. ___________\nTo\nThe Station Master ______\n**___________No. ___________ has\narrived at _____________ station at ___\nhour ___minutes has been removed from\nthe track at km ______. Block section is\nclear and free from obstruction. Token or\nTablet or Paper Line Clear Ticket No. is\nbeing surrendered to resume normal Train\nWorking..\n_______________\nSignature of\nofficial-in-charge\nRemoval report received at ____ hour\n___minutes on date ___/____/20__.\n______________\nSignature of SM\nStation Stamp\n*Strike out whichever is not applicable.\n**Push or Cycle or Moped or Motor Trolly\nor Rail Dolly or Ladder Trolly etc.\nwhichever is applicable to be filled.\nForm 20\n[See Rule 259 (1)]\nDedicated Freight Corridor\nRailway\nSr. No.______\nWORKING OF A * MOTOR\nTROLLY or LORRY or RAIL\nDOLLY ETC. ON FULL BLOCK\nNOTICE FOR WORKING\nTo\nThe Station Master _________\n**___________No. ___________ is\nrequired to work between _______\nstation and _________ __station on\n*Up or Down /_________line from\n__ hour ___minutes to__ hour\n___minutes on full block.\nThe Section will be cleared at\n______ station at ___ hour\n___minutes\n_________________________\nSignature of official-in-charge\nDate __/__/20___Time __ hour\n___minutes.\n*The block cannot be permitted or\nwill be granted after passage of\nTrain No. ________________ * UP\nor DOWN.\n*The UP or DOWN Line has been\nblocked for your **No. ________\nand block will be removed only on\nreceipt of the removal report of\n**________No.____ Token or\nTablet or Paper Line Clear Ticket\nNo. _____ issued to you.\nPrivate Number___________ (in\nwords) ______(in figures).\nYou are advised to ensure clearance\nof block section within block\npermitted.\n_____________\nSignature of Station Master\nStation Stamp\nDate__/__/20__\nTime__ hour ___minutes\n_________________________\nSignature of official-in-charge\nDate __/__/20___\nTime __ hour ___minutes\n*Strike out whichever is not\napplicable.\n**Push or Cycle or Moped or Motor\nTrolly or Rail Dolly or Ladder\nTrolly etc. whichever is applicable\nto be filled.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 276, + "text": "Correction Slips\nCorrection\nSlip\nPage\nNo.\nChapter\nNo.\nRule No. (s)\ncorrected\nRemarks\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": 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governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 278, + "text": "Correction\nSlip\nPage\nNo.\nChapter\nNo.\nRule No. (s)\ncorrected\nRemarks\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 279, + "text": "Correction\nSlip\nPage\nNo.\nChapter\nNo.\nRule No. (s)\ncorrected\nRemarks\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Dedicated Freight Corridor – General Rules.pdf", + "document_name": "Dedicated Freight Corridor – General Rules.pdf", + "document_path": "core_docs/Dedicated Freight Corridor – General Rules.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "DFCCIL / Indian Railways", + "description": "General rules governing operations on Dedicated Freight Corridors", + "is_static": true, + "effective_year": null, + "page_number": 280, + "text": "Personnel Data\nNAME : ________________________________\nEMPLOYEE ID : ________________________________\nDate of Birth : ________________________________\nDate of Appointment : ________________________________\nInitial Course/ Training : Course No:………….. at ……………..\nFrom : .………….to …………….\nRefresher Course : Course No:………….. at ……………..\nFrom : .…….……to …………….\n: Course No:………….. at ……………..\nFrom : .…….……to …………….\n: Course No:………….. at ……………..\nFrom : .…….……to …………….\nInitial Medical\nExamination : Certificate No………….Date :…………\nPeriodic Medical\nExamination (PME)\n: Certificate No………….Date :…………\n: Certificate No………….Date :…………\n: Certificate No………….Date :…………\nSpectacles : Yes / No", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "SOUTH CENTRAL RAILWAY \nGENERAL RULES \nFOR \nINDIAN RAILWAYS \nWITH \nSUBSIDIARY RULES AND SPECIAL INSTRUCTIONS \nOF \nSOUTH CENTRAL RAILWAY \n2008 \n(including A. S. No. 16) \nFOR OFFICIAL USE ONLY \n Disclaimer: This Compilation is for educational reference only. For details refer original \ncorrection slips.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "GOVERNMENT OF INDIA \nMINISTRY OF RAILWAYS \n(RAILWAY BOARD) \nNo. 69-RR/4 \nDATED THE 11TH FEBRUARY 1976 \nRESOLUTION \n \n \nGeneral Rules for Indian Railways (Open Lines) 1976 administered by the \nGovernment and for the time being used for the public carriage of passengers, animals or \ngoods. \n \nThe considera ble advance made in recent years in methods of signalling and \ninterlocking, modes of traction and introduction of new types of equipment necessitated a \nrevision of the General Rules, which had been revised last in 1929, for working Open Lines \nof Railways i n India. The revision of these rules was also advocated by the Railway \nAccidents Committee, 1962 and the Railway Accidents Inquiry Committee 1968, who \ndesired that the revision of the Rules should be consistent not only with the conditions \nobtaining at present but likely to obtain in the foreseeable future, and emphasized the need for \nkeeping the basic complexion of rules intact while at the same time providing for \ntechnological changes in recent years. \n \n 2. For this purpose, a Committee composed of offic ers selected from the Traffic and \nSignal Departments was appointed by the Railway Board in 1968. The Committee submitted \na set of draft rules for consideration by the Board in February, 1970. The Commission of \nRailway Safety, whose comments were also inv ited did not favour the adoption of these draft \nrules which had proposed the abolition of certain existing fundamental concepts such as \nclassification of Stations, minimum equipment of signals for each class of Station etc., in the \nAnnual Report for 1971 -72, the Commission stated that a wholesale revision and re -\narrangement of the rules, which formed the basis of train working and safety of operations for \nover hundred years and which were ingrained in the minds of thousands of Railway staff \nwould not be des irable. Accordingly, the commission conveyed to the Railway Board its \ninability to agree to the adoption of the new General Rules as drafted. \n \n 3. In consideration of the strong views expressed by the Commission of Railway \nSafety and the positive recommendations of the Railway Accidents Committee, 1962 and the \nRailway Accidents Inquiry Committee, 1968, Member Traffic, Railway Board, decided in \nSeptember, 1972 that the revision of the existing General Rules should be so undertaken as to \nbe in consonance wit h these views and to cover such aspects only of the existing rules as \nrequire modification in the light of the technological changes or where certain existing rules \nhave outlived their use. A fresh revision of the General Rules was accordingly taken by th e \nSafety Directorate in consultation with other Directorates of the Railway Board. \n \n \n 4. A provisional issue of the revised General Rules was circulated to Railway \nAdministrations, the Research, Designs and Standards Organisation, the Commission of \nRailway Safety, Railway Staff College, Vadodara, Indian Railways Institute of Signal \nEngineering and Telecommunications, Secunderabad, Indian Railways Institute of Civil \nEngineering, Pune, Indian Railway Institute of Mechanical and Electrical Engineering, \nJamalpur; etc., for criticism and suggestions under Government of India, Ministry of \nRailways (Railway Board) letter No.68-RR/2 Vol.V, dated 25.07.1974.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "5. The exhaustive views and comments received from the Railway Administrations, \nthe Commission of Railway Sa fety, other Railway Institutions and the Ministry of Law, \nhaving been considered by Member Traffic, Railway Board, in consultation with the \nconcerned Directorates, a complete revised set of General Rules for Railways administered \nby the Government have now been framed, sanctioned and issued by the Central Government \nwith Notification No.69 -RR/4 of this day’s date to be brought into use on such date as the \nCentral Government may, by notification in the Official Gazette, appoint. \n \n 6. The Central Government d esire that the said rules may be brought to the notice of \nthe Administrations of the several Railways, not administered by the Government and that the \nHeads of Railway administrations of such railways may be invited to submit a formal \napplication for the a doption of the rules, with such modifications (if any) as may be \nconsidered necessary in each case. \n \n Order: Ordered that this Resolution with its enclosures, be published under a \nNotification in the Official Gazette as required by Section 47 of the Indian Railways Act, \n1890 (9 of 1890) and that a copy thereof be kept open for inspection at Railway stations as \ndirected by sub-section (4) of the same section, as also that a copy of this Resolution and of \nits enclosures be communicated to the Governments, Adm inistrations and Officers, noted \nbelow for information. \n \nB.M.KAUL \nMember Traffic, Railway Board and \nEx-Officio Secretary to the Government of India", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "PREFACE \n \n This book contains:- \n \nThe General Rules for Open Lines of the Railways 1976 have been framed under \nSection 198 of the Railways Act 1989 by the Government of India. \nThe Subsidiary Rules and the Special Instructions of the South Central Railway \nare issued by the Chief Operations Manager, the Authorised Officer, on the \nauthority of GR 1.02 (5). \n \n This revised General and Subsidiary Rules book contains General Rules applicable \nto Indian Railways and Subsidiary Rules and special instructions of South Central \nRailway. \n \n No order contained in this book shall be varied, superseded, or suspended, \nexcept under the express authority of the Authorised Officer (COM)/S.C.Rly in \nwriting. \n \n All orders, and instructions issued in this connection shall be considered arising \nout of official duty and shall be communicated to such of the staff to whom \nthey concern. \n \n Whenever necessary, the General Rules are amended by the Government of \nIndia, whereas, the Subsidiary Rules and Special Instructions are amended by \nthe Authorised Officer. \n \n Every Railway Servant is bound under Section 175 of the Railways Act 1989 by \nthe General Rules, the Subsidiary Rules and special instructions. Therefore, \nthey must acquaint themselves thoroughly with all the General Rules, Subsidiary \nRules and special instructions. \n \n The General Rules are printed in bold letters, while the Subsidiary R ules are \nprinted in smaller letters, below the General Rules, with the same numbers of \nthe General Rules which they refer. Special Instructions relating to some topics \nare grouped under Appendices. Subsidiary Rules and special instructions shall \nbe read in conjunction with the General Rules. \n \n Special instructions relating to Block Working are issued separately in Block \nWorking Manual. \n \n This book is updated upto Amendment Slip No.19, dated 08.04.2008. Any \nAmendment to this new book will be issued in the form of replacement pages for \nthe convenience of the staff and it is the responsibility of the staff, whoever \nsupplied with this book to keep them up to date, duly replacing the pages and \nentering the particulars of Amendments in the “Register of Amendment Slips” \n This book is meant for official use only. \n \n It is the property of the Railway Administration, and it shall be returned by \nthe staff on leaving the service.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": " This book supersedes all previous General and Subsidiary Rules Books and comes \ninto force with immediate effect. \n \n \nSecunderabad (J.N.JAGANNATH) \nDt.08.04.2008 CHIEF OPERATIONS MANAGER \n SOUTH CENTRAL RAILWAY", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "FOREWORD \n \n This New General and Subsidiary Rules Book is brought -out and placed before \nyou after reviewing all the SRs in confirmity with GRs with an orientation for \npracticability at the field level. Although this work is stupendous in task, suggestions \ndrawn from various departments of the South Central Railway have been taken into \nthorough consideration. All the Rules meriting review have been diligently examined by \nthe Rules Section/COM’s Office, Safety Department, Faculty of ZRTI/MLY and the \nStaff of proven experience and skill from the departments. \n \n Towards Performance Improvement, which is paramount i n Railway working, a \nplethora of improvements in the publication of the G&SR Book has been made with a \nprime objective to enhance the professional competency of the Railway men. In \nfacilitating the efficient and effective performance of their duties, more specifically \nfrom the categories of Station Masters, Controllers, the Loco Pilots, Assistant Loco \nPilots, Guards, field maintenance Staff and Supervisors, P.Way, S&T, C&W and the \nTraining Institutions concerned with the development of HRD,cover the areas: \n \n A new SR pertaining to “Blocks” containing various blocks along with working \nprocedure is added. \n Procedure for Working of Material Trains, Track Machines, Motor Trolleys, \nTower Wagons etc., is made lucid and understandable for easy comprehension to \nsuit the requirements of Staff working at the field. \n With the same enthusiasm, working problems in Automatic Block System are \nresolved; and \n Neat and excellent get-up of the book with quality paper is ensured. \n \n With this gamut of comprehensiveness and clarity in the face of massive inputs \nof technology in the Railway working, it is firmly expected from the Staff and \nSupervisors to pay sustained attention in the performance of their duties to align \nindividual performance with Organization’s mission and object ives as enshrined by the \nRailway Administration. \n \nRules Section \nCOM’s Office \nRailnilayam \nSecunderabad (M. RAJU) \nDt.08.04.2008 CHIEF TRAFFIC PLANNING MANAGER \n SOUTH CENTRAL RAILWAY", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "RECORD OF AMENDMENT SLIPS AND ITS RELATED PAGE REPLACEMENTS / \nINSERTIONS \nA.S.No.& \nDate \nItem \nNo. \nChapter \nNo. Rule No. Page No. replaced \nPage \nNo. \ninserted \nInitials & \nDesignation \nof \nInspecting \nOfficial \nRemarks \nA.S. \nNo. 1 \n17.11.08 \n1 II 2.01 8 Incorporated \n2 II 2.02 8 Incorporated \n3 App. II Para IV (1.2) 349 Incorporated \n4 App. II Para IV (1.6) 353 Incorporated \nA.S.NO 2 \n29.07.09 \n1 III SR. 3.66.1 81 Renumbered/ \nadded & \ndeleted in \nAmend-4 \n2 XV SR.15.22.1.1.2.3 274 Amended \n3 XV SR.15.22.3.1 275 Amended \n4 XV SR.15.25.1 276 Amended \nA.S. \nNo. 3 \n16.10.09 \n1 Appendix \nXVII \nNew Appendix 457-464 ADDED \n2 IV SR.4.19.2.1 109 ADDED \nA.S. \nNo. 4 \n11.01.10 \n1 III GR 3.65 81 Modified \n1 III SR.3.65 81 Modified \n2 III GR3.66 81 Modified \n2 III SR 3.66.1 82 Modified \n3 III GR3.67 82,83 Modified \n3 III SR.3.67.1.1 TO \n3.67.7 \n83 Deleted \n4 III GR.3.78 93 Modified \n5 IV GR 4.16(1)(B) 106 Modified \n6 I 1.01.1 1 Modified \n7 IV SR.4.19.1.1 109 Deleted& \nrenumbered \n7 IV SR4.19.2 109 Deleted& \nrenumbered \n8 IV SR.4.65.3 138 Deleted& \nrenumbered \n9 VI SR.6.03.7 167 Modified \n10 XVII SR 17.08.7.14 326 Deleted \n11 App-II IV1.2 349,352,353,355,356, \n359,362,364,368 \n Deleted& \nrenumbered \n12 APP-IV 3.2 376 Modified \n13 IV SR4.17.2 107,108 Modified \n13 IV SR 4.17.2.4.3 108 Note \nModified \n14 XIV SR.14.10.1 242 Modified \n15 IV SR4.31.5 120,121 Modified \n15 IV SR 4.31.6 121 Modified \n16 APP=VI PARA - 15 398 Modified \n \nNote : In case the replaced pages are less than the existing pages, such of those remaining \n existing pages shall be treated as deleted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "RECORD OF AMENDMENT SLIPS AND ITS RELATED PAGE REPLACEMENTS / \nINSERTIONS \nA.S.No.\n& Date \nItem \nNo. \nChapter \nNo. Rule No. Page No. \nreplaced \nPage \nNo. \ninserted \nInitials & \nDesignation \nof \nInspecting \nOfficial \nRemarks \nA.S.NO.5 \n31.08.10 \n1 XIV SR.14.10.1 \nTO 14.10.5 \n242 REPLACED \n1.1 IV SR.4.19.1.1 REPLACED \n1.2 IV SR 4.25.3.10 117 Modified \n1.3 IV SR \n4.56.1&2 \n133 Modified \n2 APP-VI Para No \n8&15 \n397 Modified \n3 III 3.40.2 59 Modified \n4 III SR3.75.2 91 Modified \n5 III SR3.75.6.3 92 Amended \n6 IV SR 4.10.1 101 Modified \n7 III SR 3.38 59 Modified & \nnote added \n8 IV SR 4.12.5 103 Modified & \nadded \n9 IV SR.4.16.5.3 107 Modified \n10 IV SR.4.24.4 115 Modified \n11 IV SR.4.50.1 to \n9 \n131,132,358,35\n9,361,363 \n Modified \n11 App II AnnX-1.3.ii 355 Modified \n12 VI SR.6.09.9.4. 177 Modified \n13 IX SR9.02.7.3 198 Modified \n14 IX SR.9.02.8 198 Modified \n15 IX SR.9.12.8.5. 218 Modified \n16 XV SR.15.09.4.\n2 to 4.5 \n266 Deleted & \nrenumbered \n17 APP-I 3.1 343 Modified \n18 APPXIII Para -5 438,439 Modified \n19 IV SR4.19.2 109 Modified \n19 IV SR.4.19.2.1 109 deleted \nAS NO 6 \n25.11.10 \n1 III SR.3.61 76,77&78 REPLACED \n2 IV SR.4.08(2) 100 Deleted \n2 VIII GR.8.04 184 Note deleted \n3 VIII GR.8.04 \n(note) \n184 Deleted \n4 IX SR.9.02.3.1 197 Added \n5 IX SR.9.07.2 201 Added \n6 IX SR.9.12.9.1 218 Modified \n7 APPVII Para 1 to 8 \nPara 9 \n400-402 Deleted \nrenumbering \n \nNote : In case the replaced pages are less than the existing pages, such of those remaining \n existing pages shall be treated as deleted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "RECORD OF AMENDMENT SLIPS AND ITS RELATED PAGE REPLACEMENTS / \nINSERTIONS \nA.S.No.& \nDate \nItem \nNo. \nChapter \nNo. Rule No. \nPage \nNo. \nreplaced \nPage \nNo. \ninserted \nInitials & \nDesignation \nof \nInspecting \nOfficial \nRemarks \nAS.NO.7 \n06.04.11 \n1 I GR 1.01(1) & \n(2) \n1 Amended \n2 IX GR.9.02(3) 197 Modified \n3 IX GR.9.07(5) 201 Modified \n4 IX SR.9.02.3 197 Modified \n5 V SR.5.06.6 142 Modified \n6 APP \nXIV \nList of App- \nlast line \n449 Modified \n7 III SR.3.75.4 91 Modified \nAS.NO.8 \n10.01.12 \n1 APP-\nVIII \n2.3.2.3.1 TO \n2.3.4 &2.4 \n408 Amended \n2 III 3.12.3 31 Amended \n3 I GR.1.01(1)(2) 1 Amended \n4 III GR3.12 31 Added \n5 IX GR.9.01(3) 196 Added \n6 IX GR.9.03(3) 199 Added \n7 IV SR.4.08.2.1&2 100 Added \n8 IV SR.4.14.5 105 Added \n9 IV SR.4.49.2 130 Renumbered \nAdded \n10 IX SR.9.02.7.3 198 Amended \n11 APP-II Annex-IV \npara-2 \n362,363 Amended \n12 III SR.3.12.4 31 Insert \n13 IX SR.9.01.7 197 Insert \n14 IX SR.9.03.4 199 Insert \n15 IV SR.4.19.1.1 109 Added \n16 IV SR.4.34.5 123 Insert \n17 IV SR.4.57.3 134 Insert \nAS.NO.9 \n17.07.12 \n1 III SR.3.04 12 Added \n2 IV SR.4.42.2.7 125 Added \n3 XV SR.15.09.1.2.5 264 Added \n4 XV SR.15.09.6 267 Added \n5 V SR.5.23.1 150 Modified \n6 III SR.3.64.5.3 80 Modified \n7 VI SR.6.07.1(a) 171 Modified \n8 IV SR.4.31.5 120 Modified \n9 APP-II Annex-III 360 Added \n10 APP-II Annex – V 365 Added \n \nNote : In case the replaced pages are less than the existing pages, such of those remaining \n existing pages shall be treated as deleted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "RECORD OF AMENDMENT SLIPS AND ITS RELATED PAGE REPLACEMENTS / \nINSERTIONS \nA.S.No.& \nDate \nItem \nNo. \nChapter \nNo. Rule No. Page No. \nreplaced \nPage \nNo. \ninserted \nInitials & \nDesig \nnation of \nInspecting \nOfficial \nRemarks \nAS NO.10 \n05.11.12 \n1 III GR.3.07(3)GR.3.07\n(4) \n20,21 Amended \n2 III SR.3.07 22 Added \n3 III SR.3.08.1 & 2 28,29 Deleted \nAS NO.11 \n23.01.13 \n1 V SR.5.06.8 142 Amended \n2 APP-XIV Note (iii) 443 Amended \n3 III SR.3.79 95 Deleted \n4 APP-II (3) (vii) 351 Amended \n5 APP-II Annex –I Para 4 355 Amended \n6 APP-II Annex –I Para 6 356 Amended \n7 APP-II Annex -II Para 4 358 Amended \n8 APP-II Annex -II Para 6 359 Amended \n9 IV SR.4.19.5 112 Added \n10 APP-XIII Para 5 438 Amended \nAS NO 12 \n22.07.14 \n1 III GR 3.83 96 Modified \n2 IV SR.4.65.1.4 138 Modified \n3 IV SR.4.50.1 131 Added \n4 IV SR 4.50.3 132 \n5 APP-VIII Para 9.5.1(iii) 410 Modified \n6 APP-VIII Para 9.5.2(v) 411 Modified \nAS NO 13 \n30.07.14 \n1 XV SR 15.18.1.3 272 Modified \n2 XV SR.15.18.1.5 272 Modified \n3 XV Delete15.26.3.1&2 \nadd 15.26.3 \n284 Deleted & \nadded \n4 XV Delete 15.26.4.1 \n&2 add 15.26.4.4 \n284 Deleted & \nadded \n5 XV SR 15.26.8 285 Modified \nAS NO 14 \n05.12.14 \n1 I GR 1.01,1.01(2) 1 Modified \n2 IV GR 4.35(3) 123 Modified \nAS NO 15 \n04.02.15 \n1 IV SR.4.21.1 113 Added \n2 III Note of SR 3.07.2 \n&3.07.1 \n22 Deleted & \ninserted \nAS NO 16 \n06.07.15 \n1 I GR 1.01,1.01(2) 1 Modified \n2 III GR 3.36(2)(a) 55 Amended \n3 APP- XI V and v(e) 5(c) of II 430&431 Amended \n \n \n \n \nNote : In case the replaced pages are less than the existing pages, such of those remaining \n existing pages shall be treated as deleted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "RECORD OF AMENDMENT SLIPS AND ITS RELATED PAGE REPLACEMENTS / \nINSERTIONS \nA.S.No.& \nDate \nItem \nNo. \nChapter \nNo. Rule No. \nPage \nNo. \nreplaced \nPage \nNo. \ninserted \nInitials & \nDesignatio\nn of \nInspecting \nOfficial \nRemarks \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \nNote : In case the replaced pages are less than the existing pages, such of those remaining \n existing pages shall be treated as deleted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "CONTENTS \n \nRule No. Subject Page \nNo. \n \n \nCHAPTER I \nPRELIMINARY \n \n1.01 Short title and commencement 1 \n1.02 Definitions 1 \n1.03 Classification of stations 7 \n \n \n \nCHAPTER II \nRULES APPLYING TO RAILWAY \nSERVANTS GENERALLY \n \n \n2.01 Supply of copies of rules 8 \n2.02 Upkeep of the copy of rules 8 \n2.03 Knowledge of rules 8 \n2.04 Assistance in observance of rules 9 \n2.05 Prevention of trespass, damage or loss 9 \n2.06 Obedience to rules and orders 9 \n2.07 Attendance for duty 9 \n2.08 Absence from duty 9 \n2.09 Taking alcoholic drink, sedative, narcotic, stimulant drug or \npreparation \n9 \n2.10 Conduct of railway servants 10 \n2.11 Duty for securing safety 10 \n CHAPTER III \nSIGNALS \nA. General Provisions \n \n3.01 General use of signals 12 \n3.02 Kinds of signals 12 \n3.03 Use of night signals by day 12 \n3.04 Placing of signals & signal arms and painting of signal arms 12 \n B. Description of Fixed Signals \n3.05 Use of fixed signals 13 \n3.06 Description of Warner signals and their indications 13 \n3.07 Description of Distant signals and their indications 19 \n3.08 Description of Stop signals and their indications 22 \n3.09 Kinds of fixed Stop signals for approaching trains 30 \n3.10 Kinds of fixed Stop signals for departing trains 30 \n3.11 Intermediate Block Stop signal 30 \n3.12 Kinds of fixed Stop signals in Automatic Block territories 31 \n3.13 Calling-on signals 31 \n3.14 Shunt signals 35 \n3.15 Co-acting signals 41 \n3.16 Repeating signals 41 \n3.17 Distinguishing markers and signs for signals 44 \n3.18 Signals out of use 47 \n3.19 Placing of Stop signals at diverging junctions 47", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "Rule No. Subject Page \nNo. \n3.20 Placing of Stop signals at converging junctions 47 \n3.21 Signals on bracket post or signal bridge or gantry 47 \n3.22 Placing of more than one signal on the same post 48 \n3.23 Electric repeater 48 \n3.24 Back lights 50 \n C. Equipment of Signals \n3.25 Obligation to provide fixed signals at stations 50 \n3.26 Commissioning of fixed signals 50 \n3.27 Minimum equipment of fixed signals at stations provided with \nmanually operated multiple-aspect signalling \n50 \n3.28 Minimum equipment of fixed signals at stations provided with \nmodified lower quadrant signalling \n51 \n3.29 Minimum equipment of fixed signals at other stations provided \nwith two-aspect signalling \n51 \n3.30 Additional fixed signals at stations generally 51 \n3.31 Signals at class ‘D’ stations 51 \n3.32 Provision of an Advanced Starter, Shunting Limit Board or \nBlock Section Limit Board \n51 \n3.33 Exceptions to Rules 3.27, 3.28, 3.29 and 3.32 52 \n3.34 Fixed signals at level crossings 52 \n3.35 Protection and working of points of outlying sidings 53 \n D. Working of Signals and Points \n3.36 Fixed signals generally 54 \n3.37 Normal aspects of signals 55 \n3.38 Points affecting movement of trains 56 \n3.39 Locking of facing points 59 \n3.40 Conditions for taking ‘off’ Home signal 59 \n3.41 Conditions for taking ‘off’ Outer signal 60 \n3.42 Conditions for taking ‘off’ last Stop signal or Intermediate Block \nStop signal \n60 \n3.43 Conditions for taking ‘off’ Warner signal 60 \n3.44 Conditions for taking ‘off’ gate Stop signal 60 \n3.45 Conditions for taking ‘off’ Calling-on signal 60 \n3.46 Use of fixed signals for shunting 60 \n3.47 Taking ‘off’ signals for more than one train at a time 60 \n3.48 Stoppage of trains out of course at st ations provided with two-\naspect signalling \n61 \n3.49 Care and lighting of signal lamps 61 \n3.50 Traps, slip sidings and catch sidings 64 \n3.51 Points 65 \n E. Hand Signals \n3.52 Exhibition of hand signals 67 \n3.53 Stop hand signal 67 \n3.54 Proceed hand signal 68 \n3.55 Proceed with caution hand signal 69 \n3.56 Hand signals for shunting 71 \n3.57 Banner flags 75", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "Rule No. Subject Page \nNo. \n3.58 Knowledge and possession of hand signals 75 \n F. Detonating Signals \n3.59 Description of detonating signals 75 \n3.60 Method of using detonators 75 \n3.61 Placing of detonators in thick, foggy or tempestuous weather \nimpairing visibility \n75 \n3.62 Placing of detonators in case of obstruction 78 \n3.63 Replacement of detonators on the line 79 \n3.64 Knowledge and possession of detonators 79 \n G. Signals to warn incoming train of danger ahead \n3.65 Description of Warning signals 81 \n3.66 Use of Warning signals 81 \n3.67 Knowledge and possession of Warning signals 82 \n H. Defective fixed signals and points \n3.68 Duties of Station Master generally when a signal is defective 84 \n3.69 Duties of Station Master when an approach Stop signal is \ndefective \n85 \n3.70 Duties of Station Master when a departure Stop signal is \ndefective \n87 \n3.71 Warner or Distant signals defective in the ‘off’ position 88 \n3.72 Warner not to be used when a Stop signal is defective 89 \n3.73 Passing of a gate Stop signal at ‘on’ 89 \n3.74 Absence of a fixed signal or a signal without a light 90 \n3.75 Passing of Intermediate Block Stop signal at ‘on’ 90 \n3.76 Intimation to officials when defects remedied 92 \n3.77 Defective or damaged points etc. 92 \n3.78 Duties of engine crew in respect of signals 93 \n3.79 Duties of Loco Pilot in respect of Calling-on signal 95 \n3.80 Duties of Loco Pilot when an approach Stop signal is ‘on’ or \ndefective \n95 \n3.81 Duties of Loco Pilot when a departure Stop signal is ‘on’ or \ndefective \n95 \n3.82 Permission before entering on or crossing a running line 96 \n3.83 Assistance of the engine crew regarding signals 96 \n3.84 Duties of Loco Pilots as to signals when two or mo re engines \nare attached to train \n96 \n3.85 Reporting of defects in signals 97 \n \n \n \nCHAPTER IV \nWorking of Trains Generally \nA. Timing and Running of Trains \n \n \n4.01 Standard time 98 \n4.02 Adherence to advertised time 98 \n4.03 Setting watch 98 \n4.04 Time of attendance for train crew 98 \n4.05 Proper running line 98 \n4.06 Direction of running 98 \n4.07 Supply of Working Time Table and Schedule of Standard \nDimensions \n99", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "Rule No. Subject Page \nNo. \n B. Speed of Trains \n4.08 Limits of speed generally 99 \n4.09 Caution Order 100 \n4.10 Limits of speed over facing points 100 \n4.11 Limits of speed while running through stations 101 \n4.12 Engine pushing 101 \n4.13 Limits of speed with engine tender foremost 103 \n C. Equipment of Trains and Train Crew \n4.14 Head light, marker lights and speedometer 103 \n4.15 Tail and side lights 105 \n4.16 Tail board or tail lamp 106 \n4.17 Responsibility of Station Master regarding tail board or tail \nlamp of passing trains \n107 \n4.18 Means of communication 108 \n4.19 Guard’s and Loco Pilot’s equipment 108 \n4.20 Manning of engine in motion 112 \n4.21 Driving an electric train 112 \n4.22 Riding on engine or tender 113 \n4.23 Brake-vans 113 \n4.24 Position of brake-van on train 114 \n4.25 Guards 115 \n4.26 Couplings 118 \n D. Vehicles and Cranes \n4.27 Cranes 118 \n4.28 Loading of vehicles 118 \n4.29 Damaged or defective vehicles 119 \n E. Precautions before starting Train \n4.30 Loco Pilot and Guard to examine notices before starting 120 \n4.31 Examination of trains before starting 120 \n4.32 Examination of trains by Loco Pilot 122 \n4.33 Examination of single and multiple units by Loco Pilot 122 \n4.34 Duties of Guard when taking over charge of a train 122 \n4.35 Starting of trains 123 \n4.36 Guard to be in charge of train 124 \n4.37 Subordination of Guards in station limits 124 \n4.38 Assistant Loco Pilots to obey Loco Pilots 124 \n4.39 Loco Pilot to obey certain orders 124 \n \n \nF. Duties of Staff Working Trains \nduring Journey \n \n4.40 Loco Pilot and Assistant Loco Pilot to keep a good look-out 124 \n4.41 Loco Pilot and Assistant Loco Pilot to look back 125 \n4.42 Exchange of signals between Loco Pilot, Guard and station \nstaff \n125 \n4.43 Guard to keep a good look-out 128 \n4.44 Train held up at first Stop signal 128", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "Rule No. Subject Page \nNo. \n4.45 Attracting attention of Loco Pilot 128 \n4.46 Assistance from Guard’s hand brake 129 \n4.47 Application of Guard’s hand brake 129 \n4.48 Permission of Guard to detach engine from train 129 \n4.49 Starting and stopping of train 130 \n4.50 Sounding of engine whistle 130 \n4.51 Bell signals between Loco Pilot and Guard 132 \n4.52 Throwing out water, fire or cinders 133 \n4.53 Hose or water crane 133 \n4.54 Passengers 133 \n G. Duties of Staff on Arrival \n4.55 Shutting of power 133 \n4.56 Guard to see that train is stopped clear of fouling marks 133 \n4.57 Detaching engine 133 \n4.58 Loco Pilot to see that train is stopped clear of fouling marks 134 \n4.59 Moving of train carrying passengers after it has been stopped \nat a station \n134 \n4.60 Guard not to leave train till handed over 134 \n4.61 Loco Pilot not to leave engine when on duty 134 \n H. Working of Material Trains \n4.62 Working of a material train in a block section 135 \n4.63 Workers on material train 137 \n4.64 Protection of material train when stabled 137 \n4.65 Working of track maintenance machines 137 \n I. Private Engines and Vehicles \n4.66 Private engines and vehicles 140 \n CHAPTER V \nControl and Working of Stations \n \n5.01 Responsibility of the Station Master for working 141 \n5.02 Supply of copies of rules and distribution or exhibition of other \ndocuments \n141 \n5.03 Obedience to orders and keeping of books and returns 141 \n5.04 Signal cabins 141 \n5.05 Report of neglect of duty 142 \n5.06 Station Working Rules 142 \n5.07 Forms 143 \n5.08 Access to and operation of equipment 143 \n5.09 Reception of a train on an obstructed line 144 \n5.10 Reception of a train on a non-signalled line 144 \n5.11 Departure of a train from a non-signalled line 145 \n5.12 Departure of a train from a line provided with a common \ndeparture signal \n145 \n5.13 Control of shunting 145 \n5.14 Responsibility for shunting 146 \n5.15 Shunting at stations under Centralised Traffic Control 147 \n5.16 Shunting during reception of trains 147", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "Rule No. Subject Page \nNo. \n5.17 Shunting near level crossing 147 \n5.18 Drawing of a train to an advanced position 147 \n5.19 Obstruction of running line 147 \n5.20 Shunting on gradients 148 \n5.21 Loose shunting 149 \n5.22 Leaving vehicles in sidings outside station limits 149 \n5.23 Securing of vehicles at station 150 \n \n \nCHAPTER VI \nAccidents and Unusual Occurrences \n \n6.01 Accident or obstruction 151 \n6.02 Working in case of accident or failure of communications 151 \n6.03 Protection of trains stopped between stations 164 \n6.04 Trains unusually delayed 168 \n6.05 Sending advice of accident or breakdown 169 \n6.06 Train in a block section without authority to proceed 170 \n6.07 Report of conditions l ikely to affect running of trains to \nController or Centralised Traffic Control Operator \n171 \n6.08 Train parting 172 \n6.09 Portion of a train left in a block section 174 \n6.10 Fire 178 \n6.11 Vehicles escaping from station 180 \n CHAPTER VII \nSystem of Working \n \n7.01 Systems of working 181 \n7.02 Applicability of General Rules referring to the working of \nsignals and trains \n181 \n \n \n \nCHAPTER VIII \nThe Absolute Block System \nA. Essentials \n \n \n \n8.01 Essential of the Absolute Block System 182 \n B. Conditions for granting Line Clear \n8.02 Conditions for granting Line Clear at a class ‘A’ station 182 \n8.03 Conditions for granting Line Clear at a class ‘B’ station 182 \n8.04 Conditions for granting Line Clear at a class ‘C station 184 \n C. Obstruction – Double Line \n8.05 Obstruction on double line at a block station when a train is \napproaching \n184 \n8.06 Obstruction on double line in the block section 184 \n \n \nD. Obstruction – Single Line \nD. 1. Class ‘A’ Station \n \n8.07 Obstruction on single line at a class ‘A’ station when a t rain is \napproaching \n185 \n8.08 Obstructing the block section at a class ‘A’ station on a single \nline \n185 \n D. 2. Class ‘B’ Station \n8.09 Obstruction in the face of an approaching train at a class ‘B’ \nstation on single line \n185", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "Rule No. Subject Page \nNo. \n8.10 Obstruction within stat ion section at a class ‘B’ station on \nsingle line \n186 \n8.11 Obstruction outside station section at a class ‘B’ single line \nstation equipped with two-aspect signals \n186 \n8.12 Obstruction outside station section at a class ‘B’ single line \nstation equipped wi th manually operated multiple -aspect \nsignals \n187 \n8.13 Obstruction outside the first Stop signal at a class ‘B’ station \non single line \n187 \n E. General Provision \n8.14 Block back or Block forward 187 \n8.15 Authority for shunting or obstruction in block section 187 \n8.16 Illustrative diagrams 187 \n \n \n \nCHAPTER IX \nThe Automatic Block System \nA. Rules applicable to Double Line \n \n \n \n9.01 Essentials of the Automatic Block System on double line 196 \n9.02 Duties of Loco Pilot and Guard when an Automatic Stop signal \non double line is to be passed at ‘on’ \n197 \n B. Rules applicable to Single Line \n9.03 Essentials of the Automatic Block System on single line 198 \n9.04 Minimum equipment of fixed signals in Automatic Block \nterritory on single line \n199 \n9.05 Additional fixe d signals in Automatic Block territory on single \nline \n199 \n9.06 Conditions for taking ‘off’ manual Stop signals in Automatic \nBlock territory on single line \n199 \n9.07 Duties of Loco Pilot and Guard when an Automatic Stop signal \non single line is to be passed at ‘on’ \n200 \n9.08 Person in charge of working trains on Automatic Block System \non single line \n201 \n C. Rules applicable to both Double and \nSingle Lines \n \n9.09 Working of trains on Centralised Traffic Control territory 202 \n9.10 Protection of a train sto pped in an Automatic Block signalling \nsection \n202 \n9.11 Loco Pilot to report failures 203 \n9.12 Procedure during failure of Automatic Signalling 204 \n9.13 Movement of trains against the direction of traffic on the \nAutomatic Block System \n218 \n9.14 Procedure when Semi-Automatic Stop signal is ‘on’ 219 \n9.15 Passing a gate Stop signal at ‘on’ in Automatic signalling \nterritory \n220 \n9.16 Illustrative diagrams 221 \n \n \nCHAPTER X \nThe following Trains System \n \n \n10.01 Essential of the Following Trains System 222", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "Rule No. Subject Page \nNo. \n10.02 Report of the Commissioner of Railway Safety 222 \n10.03 Conditions to be observed in working trains on the Following \nTrains System \n222 \n10.04 Delivery of authority to proceed to Loco Pilot or Guard on the \nFollowing Trains System \n223 \n10.05 Authority to proceed on the Following Trains System 223 \n10.06 Responsibility as to proper preparation of authority to proceed \non the Following Train System \n224 \n10.07 Obstruction in the face of approaching train or trains on the \nFollowing Trains System \n225 \n10.08 Cessation of working on the Following Trains System 225 \n10.09 Protection of trains on the Following Trains System 225 \n CHAPTER XI \nThe Pilot Guard System \n \n \n11.01 Essentials of the Pilot Guard System 226 \n11.02 Conditions to be observed for following trains on the Pilot \nGuard System \n226 \n11.03 Pilot Guard’s dress or badge 227 \n11.04 Pilot Guard to accompany train or give authority to proceed 227 \n11.05 Pilot Guard’s Tickets 228 \n11.06 Protection of trains on the Pilot Guard System 230 \n \n \nCHAPTER XII \nThe Train-Staff and Ticket System \n \n \n12.01 Essentials of the Train-staff and Ticket System 231 \n12.02 System where applicable 231 \n12.03 Conditions to be observed for following trains on the Train -\nstaff and Ticket System \n231 \n12.04 Loco Pilot to have Train-staff or Train-staff Ticket 231 \n12.05 Train-staff or Train -staff Ticket: by whom to be delivered to \nLoco Pilot \n231 \n12.06 Train-staff or Train -staff Ticket: when to be delivered to Loco \nPilot \n231 \n12.07 Train-staff to be kept on engine 232 \n12.08 Trains not to be started until Train-staff returned 232 \n12.09 Train-staff or Train-staff Ticket to be given up and Ticket to be \ncancelled on arrival of train \n232 \n12.10 Procedure when engine is disabled on the Train -Staff and \nTicket System \n233 \n12.11 Train-Staff Ticket: how kept 233 \n12.12 Train-staff: how kept 233 \n12.13 Distinguishing marks on Train-staff Tickets and boxes 233 \n12.14 Form of Train-staff Ticket 234 \n12.15 Record of Train-staff Tickets issued 234 \n12.16 Obstruction outside the Home signal 234 \n12.17 Protection of trains on the Train-staff and Ticket System 234", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "Rule No. Subject Page \nNo. \n CHAPTER XIII \nThe one Train only System \n \n \n13.01 Use of the One Train Only System 235 \n13.02 Essentials of the One Train Only System 235 \n13.03 Authority to enter the section 235 \n13.04 Procedure in case of accident or disablement on the One \nTrain Only System \n236 \n \n \nCHAPTER XIV \nBlock Working \nA. General Provisions \n \n14.01 Means of granting or obtaining Line Clear 238 \n14.02 Provision of Instruments 238 \n14.03 Consent required before interfering with Bl ock working \nequipment \n238 \n \n \n \nB. Block Stations at which \nElectrical Block Instruments, Track circuits or \nAxle Counters are provided \n \n14.04 Certificate of competency 239 \n14.05 Bell code 239 \n14.06 Acknowledgement of signals 240 \n14.07 Train Signal Register 240 \n14.08 Authority to proceed 241 \n14.09 Loco Pilot to examine authority to proceed 241 \n14.10 Conditions for closing the block section 242 \n14.11 Responsibility of Station Master as to authority to proceed 243 \n14.12 Special responsibility as to ele ctrical token instruments and to \nthe token \n243 \n14.13 Failure of electrical block instruments or track Circuits or axle \ncounters \n244 \n14.14 Closing of Intermediate Block Post 244 \n \n \nC. Block Stations at which Electrical Block \nInstruments are not provided \n \n14.15 Transmission of signals 246 \n14.16 Train Signal Register 246 \n14.17 Forms for messages and written authority to proceed 246 \n14.18 Distinction of messages 246 \n14.19 Writing and signing of messages and written authorities to \nproceed \n246 \n14.20 Completion of messages 246 \n14.21 Preservation of messages and written authorities to proceed 246 \n14.22 Cancellation of Line Clear 247 \n14.23 Loco Pilot to have authority to proceed 247 \n14.24 Authority to proceed: when to be given to Loco Pilot 247", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "Rule No. Subject Page \nNo. \n D. Line Clear Tickets \n14.25 Line clear Tickets 247 \n E. Use and Operation of Block Working \n14.26 Use and operation of block working equipment 250 \n \n \n \n \nCHAPTER XV \nPermanent Way and Works \nA. Railway Servants employed on the \nPermanent Way and Works \n \n15.01 Condition of Permanent Way and Works 251 \n15.02 Maintenance of line 251 \n15.03 Keeping of material 251 \n15.04 Inspection of Permanent Way and Works 251 \n15.05 Patrolling of Lines 251 \n15.06 Work involving danger to trains or traffic 252 \n15.07 Work in thick, foggy or tempestuous weather impairing \nvisibility \n261 \n15.08 Precautions before commencing operations which would \nobstruct the line \n261 \n15.09 Showing of signals 261 \n15.10 Assistance in protection of trains 270 \n15.11 Gangmate in each gang 270 \n15.12 Knowledge of signals and equipment of gang 270 \n15.13 Inspection of gauges, signals, tools and implements 270 \n15.14 Responsibility of Gangmate as to safety of line 270 \n15.15 Blasting 271 \n15.16 Putting in or removing points or crossings 271 \n15.17 Duties o f Gangmate and Gangman when apprehending \ndanger \n271 \n \n \nB. The working of Lorries, Trollies and \nMotor trollies \n \n15.18 Distinction between trolly, lorry and motor trolly 272 \n15.19 Red flag or light to be shown 273 \n15.20 Equipment of trolly, lorry or motor trolly 273 \n15.21 Efficient brakes 274 \n15.22 Qualified person to be in charge of lorry or trolly when on the \nline \n274 \n15.23 Attachment to train prohibited 275 \n15.24 Time of running 276 \n15.25 Motor Trolly 276 \n15.26 Protection of trolly on the line 282 \n15.27 Protection of lorry on the line 285 \n15.28 Lorries and trollies out of use 293 \n \n \nCHAPTER XVI \nLevel Crossings \n \n \n16.01 Knowledge of signals 294 \n16.02 Supply and care of equipment 294 \n16.03 Road Traffic 294", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "Rule No. Subject Page \nNo. \n16.04 Gateman to observe passing trains 295 \n16.05 Channel for flange of wheels 295 \n16.06 Defects at level crossings 295 \n16.07 Obstructions at level crossings 295 \n16.08 Parting of a train 295 \n16.09 Trespassing 295 \n16.10 Transfer of charge of gate 296 \n16.11 Height gauges 296 \n \n \n \nCHAPTER XVII \nWorking of Trains on Electrified sections \nof Railways \n \n17.01 Applicability of General Rules 297 \n17.02 Special definitions applicable to this chapter 297 \n17.03 Inspection of electrical way and works 303 \n17.04 Permit-to-work on electrical equipment 307 \n17.05 Warning to staff and public 312 \n17.06 Alterations to track 316 \n17.07 Tripping of circuit breakers of locomotives and electrical \nmultiple units at neutral sections \n317 \n17.08 Tower wagon 318 \n17.09 Additional rules for electrified sections 330 \n \n \nCHAPTER XVIII \nMiscellaneous \n \n18.01 Repeal and Saving 340 \n APPENDICES \nI Special Instructions regarding issue of Caution Orders \n(G.R.4.09) \n341 \nII Level crossing gates 347 \nIII Non-interlocked (NI) working 371 \nIV Special Instructions regarding line patrolling (G.R.15.05) 374 \nV Special Instructions regarding new works 383 \nVI Brake power on trains 393 \nVII Special Instructions for the use of detonating (fog) signals at \nstations to indicate to the Loco Pilots of approaching trains, \nthe location of a signals (G.R. & S.R.3.59 to 3.64) \n400 \nVIII Marshalling 407 \nIX Rules applicable to different categories \nRules applicable to SMs / ASMs (Part – I) \nRules applicable to Guards (Part – II) \nRules applicable to Switchmen (Part – III) \nRules applicable to Cabinmen / Pointsmen / Shunting Staff \n(Part – IV) \nRules applicable to Loco Running staff (Part – V) \nRules applicable to Signalling staff (Part – VI) \nRules applicable to Engineering staff (Part – VII) \nRules applicable to Electrical staff (Part – VIII) \n414", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "Rule No. Subject Page \nNo. \nX Automatic danger level indicators 422 \nXI Interlocking / Panel interlocking 425 \nXII Shunting 436 \nXIII S&T maintenance works – Testing of points, signals and other \nequipment – disconnection Notice \n438 \nXIV Station Working Rules 443 \nXV Operating Forms 450 \nXVI Working of EMUs / MEMUs 452 \nXVII SIDINGS - Working of trains into and out of Sidings \n \n457 \n \n \n* * * * *", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "1 \n \nCHAPTER I \n \nPRELIMINARY \n \n1.01. Short title and commencement.–– \n ((AASS NNoo..1144,, ddaatteedd 0055..1122..1144 –– iitteemm NNoo..11)) MMooddiiffiieedd \n((AASS NNoo..1166,, ddaatteedd 0066..0077..1155 –– iitteemm NNoo..11)) MMooddiiffiieedd \n (1) These rules may be called the Indian Railways (Open Lines) General \n(Amendment) Rules 2015. \n(2) They shall come into force on the date of their publication in the \nOfficial Gazette. \n1.02. Definitions.–– In these rules, unless the context otherwise requires,– \n \n(1) “Act” means the Railways Act, 1989 (24 of 1989); \n \n(2) “adequate distance” means the distance sufficient to ensure safety; \n \n(3) “approach lighting ” means an arrangement in which the lighting of \nsignals is controlled automatically by the approach of a train; \n \n(4) “approved special instructions” means special instructions approved \nof or prescribed by the Commissioner of Railway Safety; \n \n(5) “ authorised officer ” means the person who is duly empowered by \ngeneral or special order of the Railway Administration, either by \nname or by virtue of his office, to issue instructions or to do any \nother thing; \n \nS.R1.02.5. The Chief Operations Manager is the authorised officer and is \nempowered to issue, amend or alter subsidiary rules. \n \n(6) “authority to proceed” means the authority given to the Loco Pilot of \na train, under the system of working, to enter the block section with \nhis train; \n(7) “ axle counter ” means an electrical device which, when provided at \ntwo given points on the track, proves by counting axles in and \ncounting axles out, whether the section of the track between the said \ntwo points is clear or occupied; \n \n(8) “ block back ” means to despatch a message from a block station \nintimating to the block station immediately in rear on a double line or \nto the next block station on either side on a single line, that the block \nsection is obstructed or is to be obstructed;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "2 \n \n \n(9) “ block forward” means to despatch a message from a block station on \na double line intimating to the block station immediately in advance the fact \nthat the block section in advance is obstructed or is to be obstructed; \n \n \n(10) “block section” means that portion of the running line between two block \nstations on to which no running train may enter until Line Clear has been \nreceived from the block station at the other end of the block section; \n \n(11) “ Centralised Traffic Control ” means a system by which the working of \ntrains over a route, to which the system applies, is governed by fixed \nsignals remotely controlled from a designated place; \n \n(12) “ Centralised Traffic Control Operator ” means the person on duty who \nmay for the time being be responsible for the working of trains on the \nCentralised Traffic Control; \n \n(13) “ Commissioner of Railway Safety ” means a Commissioner of Railway \nSafety appointed to exercise any functions under the Act and includes the \nChief Commissioner of Railway Safety; \n \n(14) “ competent railway servant ” means a railway servant duly qualified to \nundertake and perform the duties entrusted to him; \n \n(15) “ connections” when used with reference to a running line, means the \npoints and crossings or other appliances used to con nect such line with \nother lines or to cross it; \n \n(16) “Controller” means a railway servant on duty who may for the time being \nbe responsible for regulating the working of traffic on a section of a \nrailway provided with the system of speech communication; \n \n(17) “day” means from sunrise to sunset; \n \n(18) “direction of traffic” means – \n (a) on a double line, the direction for which the line is signalled; \n (b) on a single line, the direction for the time being established, under \nthe system of working, to allow trains to move in that direction; \n \n(19) “electrical communication instrument” means a telephone; \n \n(20) “ facing and trailing points ”: points are facing or trailing in accordance \nwith the direction a train or vehicle moves over them. Points are said to be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "3 \n \n \n \n facing points when by their operation a train approaching them can be \ndirectly diverted from the line upon which it is running; \n \n(21) “ fixed signal ” means a signal of fixed location indicating a condition \naffecting the mo vement of a train and includes a semaphore arm or disc \nor fixed light for use by day and fixed light for use by night; \n \n(22) “ fouling mark ” means the mark at which the infringement of fixed \nstandard dimensions occurs, where two lines cross or join one another; \n \n(23) “ Gangman” means a railway servant employed on permanent way or \nworks connected therewith; \n \n(24) “Gangmate” means the person in charge of a gang of workmen employed \non permanent way or works connected therewith; \n \n(25) “Gateman” means a competent railway servant posted at a level crossing \nfor working the gates; \n \n(26) “goods train” means a train (other than a material train) intended solely or \nmainly for the carriage of animals or goods; \n \n(27) “ Guard” means the railway servant in charge of a train and includes a \nBrakesman or any other railway servant who may for the time being be \nperforming the duties of a Guard; \n \n(28) “Inspector of Way or Works ” means any Inspector or Assistant Inspector \nresponsible for the construction or maintenance of permanent way, points \nand signals, bridges or other works connected therewith; \n \n(29) “ interlocking” means an arrangement of signals, points and other \nappliances, operated from a panel or lever frame, so interconnected by \nmechanical locking or electrical locking or both that their operation must \ntake place in proper sequence to ensure safety; \n \n(30) “ Intermediate Block Post ” means a class ‘C’ station on a double line, \nremotely controlled from the block station in rear; \n \n(31) “ Intermediate Block Signalling ” means an ar rangement of signalling on \ndouble line in which a long block section is split into two portions each \nconstituting a separate block section by providing an Intermediate Block \nPost;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "4 \n \n(32) “ isolation” means an arrangement, secured by the setting of points or \nother approved means, to protect the line so isolated from the danger of \nobstruction from other connected line or lines; \n \n(33) “last Stop signal” means the fixed Stop signal of a station controlling the \nentry of trains into the next block section; \n \n(34) “level crossing” means the intersection of road with railway track at the \nsame level; \n \n(35) “ level crossing gate ” means any form of movable barrier, including a \nchain, capable of being closed across the road at the level crossing, but \ndoes not include a wicket or a turnstile for the use of pedestrians; \n \n(36) “Line Clear” means the permission given from a block station to a block \nstation in rear for a train to leave the latter and approach the former; or \nthe permission obtained by a block station from a blo ck station in \nadvance for a train to leave the former and proceed towards the latter; \n \n(37) “Loco Pilot” means the Loco Pilot or any other competent railway servant \nfor the time being in charge of driving a train; \n \n(38) “main line” means the line ordinaril y used for running trains through and \nbetween stations; \n \n(39) “material train” means a departmental train intended solely or mainly for \ncarriage of railway material when picked up or put down or for execution \nof works, either between stations or within station limits; \n \n(40) “mixed train” means a train intended for the carriage of passengers and \ngoods, or of passengers, animals and goods; \n \n(41) “ multiple-aspect signalling ” means a signalling arrangement in which \nsignals display at any one time any one of the three or more aspects and \nin which the aspect of every signal is pre -warned by the aspect of the \nprevious signal or signals; \n \n(42) “night” means from sunset to sunrise; \n \n(43) “ obstruction” and its cognate expressions includes a train, vehicle or \nobstacle on or fouling a line, or any condition which is dangerous to \ntrains; \n \n(44) “ overhead equipment ” means the electrical conductors over the tracks \ntogether with their associated fittings, insulators and other", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "5 \n \n \nattachments by means of which they are s uspended and registered in position \nfor the purpose of electric traction; \n \n(45) “passenger train” means a train intended solely or mainly for the carriage \nof passengers and other coaching traffic, and includes a troop train; \n \n(46) “point and trap indicators” are not signals, but are appliances fitted to and \nworking with points to indicate by day or by night the position in which \nthe points are set; \n \n(47) “ running line ” means the line governed by one or more signals and \nincludes connections, if any, used by a train when entering or leaving a \nstation or when passing through a station or between stations; \n \n(48) “ running train ” means a train which has started under an authority to \nproceed and has not completed its journey; \n \n(49) “shunting” means the movement o f a vehicle or vehicles with or without \nan engine or of any engine or any other self -propelled vehicle, for the \npurpose of attaching, detaching or transfer or for any other purpose; \n \n(50) “special instructions” means instructions issued from time to time by the \nauthorised officer in respect to particular cases or special circumstances; \n \n(51) “station” means any place on a line of railway at which traffic is dealt with, \nor at which an authority to proceed is given under the system of working; \n \n(52) “station limits” means the portion of a railway which is under the control \nof a Station Master and is situated between the outermost signals of the \nstation or as may be specified by special instructions; \n \n S.R.1.02.52 The station limits at a class ‘D’ st ation is that portion of the railway which \nlies within the ends of the platform \n \n(53) “ Station Master ” means the person on duty who is for the time being \nresponsible for the working of the traffic within station limits, and \nincludes any person who is for t he time being in independent charge of \nthe working of any signals and responsible for the working of trains under \nthe system of working in force;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "6 \n \n \n(54) “station section” means that section of station limits – \n \n(1) at a class ‘B’ station provided wi th two -aspect signals, which is \nincluded – \n (a) On a double line, between the Home signal and the last Stop \n signal of the station in either direction; or \n \n (b) On a single line – \n (i) between the Shunting Limit Boards or Advanced Starters (if \nany), or \n (ii) between the Home signals if there are no Shunting Limit \nBoards or Advanced Starters, or \n (iii) between the outermost facing points, if there are no Home \n signals or Shunting Limit Boards or Advanced Starters; \n \n (2) at a class ‘B’ station provided with manually operated multiple -aspect \nor modified lower quadrant signals, which is included – \n \n (a) on a double line – \n (i) between the outer most facing points and the last Stop signal of \nthe station in either direction, or \n (ii) between the Block Section Limit Board, where provided, and the \nlast Stop signal of the station in either direction, or \n \n (b) on a single line – \n(i) between the Shunting Limit Boards or Advanced Starters (if \nany), or \n \n (ii) between the outermost facing points, if there are no Shunting \nLimit Boards or Advanced Starters; \n \n(55) “Subsidiary Rule” means a special instruction which is subservient to the \nGeneral Rule to which it relates and shall not be at variance with any \nGeneral Rule; \n \n(56) “system of working” means the system adopted for the time being for the \nworking of trains on any portion of a railway; \n \n(57) “track circuit” means an electrical circuit provided to detect the presence \nof a vehicle on a portion of track, the rails of the track forming part of the \ncircuit; \n \n(58) “ train” means an engine with or without vehicles attached, or any self -\npropelled vehicle with or without a trailer, which cannot be readily lifted \noff the track;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "7 \n \n(59) “Train Examiner” means a railway servant duly qualified to examine trains \nand certify their fitness for safe running and includes any other railway \nservant who may for the time being be performing the duties of a Train \nExaminer; \n \n(60) “ two-aspect signalling ” means a signalling arrangement in which each \nsignal displays at any one time either of the two aspects. \n \n1.03. Classification of stations.–– \n \n(1) Stations shall, for the purpose of these rules, be divided into two \ncategories––block stations and non-block stations. \n \n (2) Block stations are those at which the Loco Pil ot must obtain an \nauthority to proceed under the system of working to enter the block \nsection with his train; and under the Absolute Block System consist \nof three classes –– \n \nClass ‘A’ stations – where Line Clear may not be given for a train \nunless the line on which it is intended to \nreceive the train is clear for at least 400 \nmetres beyond the Home signal, or up to the \nStarter; \n \nClass ‘B’ stations – where Line Clear may be given for a train \nbefore the line has been cleared for the \nreception of the train within the station \nsection; and \n \n Class ‘C’ stations – block huts, where Line Clear may not be \ngiven for a train unless the whole of the last \npreceding train has passed complete at least \n400 metres beyond the Home signal and is \ncontinuing its j ourney. This will also include \nan Intermediate Block Post. \n \n(3) Non -block stations or Class ‘D’ stations are stopping places which \nare situated between two consecutive block stations, and do not \nform the boundary of any block section. \n \nS.R.1.03. (1) Th e classification of a station shall be mentioned in the SWR of \nthat station and also in the Working Time Table (WTT). \n \n(2) Any Block Station which cannot be worked under Class ‘A’, \n Class ‘B’ or Class ‘C’ conditions is termed as Special class.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "8 \n \nCHAPTER II \n \n RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n \n(Item No. 1 of A.S. No.1) \n2.01. Supply of copies of rules.–– \nThe Railway Administration shall supply-- \n (a) a copy of these Rules-- \n (i) to each station, \n (ii) to each locomotive running shed, and \n (iii) to such other offices as it may prescribe, \n (b) to each railway servant on whom any definite responsibility is placed \nby the said rules, a copy of the rules, or of such portions thereo f as \nrelate to his duties, and \n (c) to any railway servant a copy of these rules or translation of the said \nrules or of such portions, thereof as relate to his duties, as may be \nprescribed by special instructions. \n \n(item No. 2 of A.S. No.1) \n2.02. Upkeep of the copy of rules.–– \nEach railway servant, who has been supplied with a copy of these rules, as \nprescribed under Rule 2.01 shall- \n (a) keep it posted with all corrections. \n (b) produce the same on demand by any of his superiors. \n (c) obtain a new copy from his superior in case his copy is lost or \n defaced, and \n (d) ensure that the staff working under him are supplied with all \ncorrections and that they also comply with the provisions of this rule. \n \n2.03. Knowledge of rules.–– \nEvery railway servant shall-- \n(a) be conversant with the rules relating to his duties whether supplied \nor not with a copy or translation of the rules relating to his duties and \nthe Railway Administration shall ensure that he does so, \n(b) pass the prescribed examinations, if any, \n(c) satisfy himself that the staff working under him have complied with \nclauses (a) and (b), and \n(d) if necessary, explain to the staff working under him, the rules so far \nas these apply to them. \nS.R.2.03.1 Whenever staff of another railway work trains on this railway, the relevant copies \nof rule books of this railway shall be supplied to the concerned railway/railways for \ndistribution to the staff working on this railway. Such staff while working trains on this railway \nshall be examined by Safety Counsellors/Inspectors in the knowledge of rules, counselled \nand educated in the working practices of this railway.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "9 \n \n2. Whenever Loco Pilots / Assistant Loco Pilots / Station Masters / Guards / Switchmen / \nLevermen / Pointsmen join this Zonal Railway, on transfer from other Zonal Railways, they \nshall attend refresher course and on successful completion of the same only, they shall be \nallowed to take charge of independent duties. \n \n2.04. Assistance in observance of rules.–– \nEvery railway servant shall render assistance in carrying out these rules and \nreport promptly any breach thereof, which may come to his notice, to his \nsuperior officer and other authority concerned. \n \n2.05. Prevention of trespass, damage or loss.–– \n(1) Every railway servant is responsible for the security and protection of \nthe property of the Railway Administration under his charge. \n(2) Every railway servant shall endeavour to prevent- \n (a) trespass on railway premises, \n (b) theft, damage or loss of railway property, \n (c) injury to himself and others, and \n (d) fire in railway premises. \n \n2.06. Obedience to rules and orders.–– \nEvery railway servant shall promptly observe and obey- \n(a) all rules and special instructions, and \n(b) all lawful orders given by his superiors. \n \n2.07. Attendance for duty.–– \nEvery railway servant shall be in attendance for duty at such times and places \nand for such periods as may be fixed in this behalf by the Railway \nAdministration and shall also attend at any other time and place at which his \nservices may be required. \n \n2.08. Absence from duty.–– \n(1) No railway servant shall, without the permission of his superior, \nabsent himself from duty or alter his appointed hours of attendance or \nexchange duty with any other railway servant or leave his charge of \nduty unless properly relieved. \n(2) If any railway servant while on duty desires to absent himself from \nduty on the ground of illness, he shall immediately report the matter to \nhis supe rior and shall not leave his duty until a competent railway \nservant has been placed in charge thereof. \nS.R.2.08. A railway servant who is unable to attend the duty by reason of sickness, shall \nproduce without delay a sick certificate from a competent medical authority. \n \n2.09. Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation. –\n– \n (1) While on duty, no railway servant shall, whether he is directly \nconnected with the working of trains or not, be in a state of \nintoxication or in a sta te in which, by reason of his having taken or \nused any alcoholic drink, sedative, narcotic or stimulant drug or \npreparation, his capacity to perform his duties is impaired.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "10 \n \n (2) No railway servant, directly connected with the working of trains, shall \ntake or use any alcoholic drink, sedative, narcotic or stimulant drug or \npreparation within eight hours before the commencement of his duty \nor take or use any such drink, drug or preparation when on duty. \nS.R.2.09. When any railway servant is intoxicated or suspected to be in a state of \nintoxication, the official in -charge shall make arrangements for his relief immediately and \nhave him examined by a doctor as soon as possible. If a railway doctor is not available a civil \nDoctor shall be summoned. If possible, the written evidence of two independent witnesses \nshall also be obtained. \n \n2.10. Conduct of railway servants.–– \nA railway servant shall- \n (a) wear the badge and uniform, if prescribed, and be neat and tidy in his \nappearance while on duty, \n (b) be prompt, civil and courteous, \n (c) not solicit or accept illegal gratification, \n (d) give all reasonable assistance and be careful to give correct \ninformation to the public, and \n (e) when asked, give his name and designation without hesitation. \nS.R.2.10. A railway servant, while in uniform and on duty, shall not smoke when dealing with \npublic or on the platform. \n \n2.11. Duty for securing safety.–– \n (1) Every railway servant shall- \n (a) see that every exertion is made fo r ensuring the safety of the \npublic, \n (b) promptly report to his superior any occurrence affecting the safe or \nproper working of the railway which may come to his notice, and \n (c) render on demand all possible assistance in the case of a n \naccident or obstruction. \n (2) Every railway servant who observes- \n (a) that any signal is defective, \n (b) any obstruction, failure or threatened failure of any part of the way \nor works, \n (c) any thing wrong with a train, or \n (d)any unusual circumstances likely to interfere with the safe running \nof trains, or safety of the public, shall take immediate steps, such \nas the circumstances of the case may demand, to prevent accident; \nand where necessary, advise the nearest Station Master by the \nquickest possible means: \n Provided that in the case of a train having parted, he shall not \nshow a Stop hand signal but shall endeavour to attract the attention \nof the Loco Pilot or Guard by shouting, gesticulating or other \nmeans.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "11 \n \nS.R.2.11.1. If any railway servant notices that a train has parted, he shall not show a Stop \nhand signal to the Loco Pilot, but try to attract the attention of the Loco Pilot and the Guard \nby shouting that the train has parted and at the same time put both his hands together above \nhis head and separate them smartly. \n2. Precautions to be taken for working of trains during storm and strong wind. \n2.1 When the warning message forecasting cyclone, storm or strong wind has been received \nfrom the Meteorological Department and/or there is a reasonable doubt that severe storm is \ngoing to break out endangering the safety of passengers, trains, etc., the Station Master \nshall, in consultation with the Guard and the Loco Pilot of the train, detain the train and al so \nrefuse to grant “Line Clear” to a train coming to his station until storm abates and he \nconsiders movements of trains safe. \n2.2. Should a train be caught on the run in a cyclone, storm or strong wind of an intensity \nwhich, in the opinion of the Loco pi lot, is likely to endanger the safety of the train, he shall \nimmediately control the speed of his train and bring it to a stop at the first convenient place \ntaking care as far as possible to avoid stoppage of the train at places like sharp curves, high \nembankments and bridges (including approaches thereof). In controlling the speed and \nbringing the train to a halt, the Loco Pilot shall stop his train carefully and without a jerk. He \nshall restart the train in consultation with the Guard only after the cyclo ne, storm or strong \nwind abates and it is considered safe to proceed. \n2.3. The Guard and the Loco Pilot of the train in co-operation with the Railway staff travelling \nin the train shall try to see that doors and windows of the coaches are kept open by the \npassengers to allow free passage of the wind through the coaches. \n \n3. Anemometers. \n \nIn cases of vulnerable locations and specially selected bridges where anemometers are \ninstalled at one of the stations adjacent to bridges, the SM shall take the following a ction if \nthe anemometer is indicating wind velocity higher than the danger level as prescribed by \nSpecial Instructions- \n3.1. The SM shall inform the SCOR and the SM on the other side immediately about the \nneed to control the movement of trains. \n3.2. The SM shall not start or allow the movement of trains through his station and also not \ngrant Line Clear to the trains waiting at the adjacent station for his station. \n3.3. He shall resume normal running of trains in consultation with the SCOR and the SM at \nthe adjacent station after the wind velocity is again below the danger level as prescribed by \nSpecial Instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "12 \n \nCHAPTER III \n \nSIGNALS \n \nA. General Provisions \n3.01. General use of signals.–– \nThe signals prescribed in these rules shal l be used for controlling the \nmovement of trains in all cases in which exceptions are not allowed by \napproved special instructions. \n \n3.02. Kinds of signals.–– \nThe signals to be used for controlling the movement of trains shall be - \n (a) fixed signals, \n (b) hand signals, \n (c) detonating signals, and \n (d) flare signals. \n3.03. Use of night signals by day.–– \nThe signals prescribed in these rules for use by night shall also be used by \nday in tunnels and in thick, foggy or tempestuous weather impairing visibility. \n \n3.04. Placing of signals and signal arms; painting of signal arms.–– \n (1) Fixed signals shall be clearly visible to the Loco Pilots of trains \napproaching them and shall be placed immedi ately to the left of or \nabove the line to which they refer unless otherwise authorised by \nspecial instructions. \n (2) In the case of semaphore signals, signal arms shall be placed on left \nhand side of the post as seen by the Loco Pilot of any approac hing \ntrain to which they refer. \n (3) (a) Except as provided for in clauses (b) and (c), signal arms shall be \npainted the same colour as the light exhibited in the ‘on’ position \nwith a white bar on the side facing trains to which they refer and \nwhite with a black bar on the other side. Such bars shall be parallel \nwith the end of the arms. \n (b) In the case of a yellow arm, a black bar shall take the place of the \nwhite bar on the side facing trains. \n(c) Calling-on arms shall be painted white with a red bar on the side \nfacing trains to which they refer, and white with a black bar on the \nother side. \n((AASS NNoo..99,, ddaatteedd 1177..0077..1111 –– iitteemm NNoo..11)) SSRR 33..0044 iiss aaddddeedd \nSR 3.04: Under special instructions where ever any signal is located on right \nside of the track, that signal post shall have an arrow showing the line to which \nthe signal is referred.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "13 \n \nB. Description of Fixed Signals \n3.05. Use of fixed signals.–– \n(1) Except under approved special instructions, all railways shall be \nequipped with fixed signals as prescribed in these rules. \n(2) The aspects of a semaphore signal shall be displayed by the position \nof the arm by day and by a light or lights by night. \nNote.– In the illustrations given in this Chapter, which are not drawn to \nscale, the day aspect of the semaphore signals is shown by \nthe position of the arm and the night aspect is shown by the \nlight or lights to the right of the signal concerned. \n(3) The aspects of a colour light and position light signal both by day \nand by night shall b e the same and shall be displayed by fixed light \nor lights. \n(4) The arm of a semaphore signal shall work in - \n (a) the lower quadrant in two-aspect signalling, and \n (b) the upper quadrant in manually operated multiple -aspect \nsignaling. \n(5) The ‘off’ position of a semaphore signal shall be displayed by day by \nthe inclined position of the arm from 45 0 to 600 below the horizontal \nin case of two -aspect lower quadrant signals, and 45 0 or 90 0 above \nthe horizontal in case of multiple-aspect upper quadrant signals. \nS.R.3.05. The approved special instructions required by G.R. 3.05 (1) shall be \nembodied in the SWR. \n \n3.06. Description of Warner signals and their indications.–– \n (1) A semaphore Warner signal has a fish-tailed arm. \n (2) A Warner signal is intended to warn a Loco Pilot - \n (a) of the condition of the block section ahead, or \n (b) that he is approaching a Stop signal. \n (3) A Warner signal may be placed either- \n (a) on a post by itself with a fixed green light 1.5 to 2 metres above it \nby night, or \n (b) on the same post below the first Stop signal or the last Stop \nsignal. \n (4) When placed in accordance with clause (b) of sub -rule (3), the variable \nlight of the Stop signal shall take the place of the fixed green light of \nthe Warner signal and the mechanical arrangement shall be such that \nthe Warner signal cannot be taken ‘off’ while the Stop signal above it is \n‘on’. \n(5) The aspects and indications of a semaphore Warner signal are shown \nbelow:–", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "14 \n \n \n(a) Semaphore Warner signal in Two-Aspect \nSignalling Territory –– on a post by itself \n \n \n \n‘On’ position ‘Off’ position \n \n \n \n \n \n \n \n \n \n \nASPECT: \n \nProceed with Proceed \n caution \n \n \nIndication: \n \n Proceed with Proceed \n caution and be \n prepared to \n stop at the next \n Stop signal", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "15 \n \n \n(b) Semaphore Warner signal in Two-Aspect \nSignaling Territory — below a Stop signal \n \n \n‘On’ position \n \n \n \n \n \n \nASPECT: \n \n Stop Proceed with \n Caution \n \n \nIndication: \n \n \n Stop dead Proceed with caution \n and be prepared to \n stop at the next Stop \n signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "16 \n \n \nSemaphore Warner signal in Two-Aspect \n Signaling Territory — below a Stop signal \n \n \n‘Off position’ \n \n \n \n \n \n \n \nASPECT: \n \n Proceed \n \n Indication: \n \nProceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 40, + "text": "17 \n \n(6) The aspects and indications of a col our light Warner signal are shown \nbelow: \n \n \n \n(a) Colour light Warner signal in Two-Aspect \nSignalling Territory — on a post by itself \n \n ‘On’ Position ‘Off’ Position \n \n \n \n \n \n \nASPECT: \n \n \n Proceed with caution Proceed \n \n \nIndication: \n \n \n Proceed with caution Proceed \n and be prepared to stop \n at the next Stop signal", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 41, + "text": "18 \n \n(b) Colour Light Warner signal in Two-Aspect \nSignalling Territory—below a Stop signal \n \n ‘On’ position Off’ position \n \n \n \n \nASPECT: \n \n Stop Proceed with caution Proceed \n \n \nIndication: \n \n \n Stop dead Proceed with caution Proceed \n and be prepared to \n stop at the next Stop \n signal \n \n(7) A Warner signal with a fixed green light above it by night, on a post by \nitself, shall be located at an adequate distance in rear of the Stop signal, \nthe aspect of which it pre-warns: \nProvided that when such a Warner signal applies to a gate Stop \nsignal, it shall not display the ‘Proceed’ aspect unless there is \nadequate distance between the gate Stop signal and the first Stop \nsignal of the station ahead. The adequate distance in such a case \nshall never be less than 1200 metres.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 42, + "text": "19 \n \n(8) Where special circumstances justify the use of an unworked Warner, it \nshall be secured in the ‘on’ position and not be coupled or duplicated \nfor directing purposes. \n \n3.07. Description of Distant signals and their indications— \n (1) A semaphore Distant signal has a fish-tailed arm. \n (2) The aspects and indications of a semaphore Distant signal working in \nthe lower quadrant are shown below:- \n \nSemaphore Distant signal in Two-Aspect \nSignalling Territory \n \n \n‘On’ position ‘Off’ position \n \n \n \n \n \n \nASPECT: \n \n Caution Proceed \n \nIndication: \n \n \n Proceed and be Proceed \n prepared to stop at \n the next Stop signal \n \nNote: This signal shall be provided only in Modified Lower Quadrant \nsignaling.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 43, + "text": "20 \n \nReplacement page to G & SR 2008 for AS No. 10 \n(3) The aspects and indications of a semaphore Distant signal working in the \nupper quadrant are shown below:- \n \n \nSemaphore Distant signal in Multiple-Aspect \nSignalling Territory \n \n \n ‘On position’ ‘Off position’ \n \n \n((AASS NNoo..1100,,,, ddaatteedd 0055..1111..1122 –– iitteemm NNoo..11)) GGRR 33..0077 ((33)) iiss aammeennddeedd \n \n \nNote: The distance between the two yellow lights shall be 1.5 metres, when \nthis signal displays ‘Attention’ aspect at night. \nASPECT: \n \nCaution Attention Proceed \n \nIndication: \n \nProceed \nand be \nprepared \n to stop at \nnext stop \nsignal \nProceed and be prepared to \npass next stop signal at such \nrestricted speed as may be \nprescribed by special \ninstructions.Train is being \nreceived either on Main Line and \nis required to stop at the starter \nsignal: or a Loop Line required \nto stop at the starter signal or it \npass run through via Loop Line \nProceed \nBlock Section ahead is \nclear, Train is to pass \nrun through the \nstation via., Main Line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 44, + "text": "21 \n \n(4) The aspects and indications of a colour light Distant signal are shown below:-\nColour light Distant signal in Multiple-Aspect Signalling Territory \n \n \n \"On\" position \"Off\" Position \n \n \n((AASS NNoo..1100,,,, ddaatteedd 0055..1111..1122 –– iitteemm NNoo..11)) GGRR 33..0077 ((44)) iiss aammeennddeedd \nASPECT: Caution Attention Proceed \nIndication: \n \nProceed and \nbe prepared \nto stop at next \nstop signal \nProceed and be \nprepared to pass next \nStop signal at such \nrestricted speed as may be \nprescribed special instructions \nTrain is being received either \non Main Line and is required \nto stop at the starter signal: \nor on a Loop Line required to \nstop at the starter signal or to \npass run through via Loop Line. \nProceed \nBlock Section \nahead is clear, \ntrains is to \npass run \nthrough the \nstation via., \nMain Line. \n \n \nNote: The change in aspect or indications of a distant signal is applicable for \nsingle distant signal territory and not for double distant territory. \n \n(5) A Distant signal shall be located at an adequate distance i n rear of the Stop \nsignal, the aspect of which it pre-warns. \n(6) Where necessary more than one Distant signal may be provided. In such a \ncase, the outermost signal, to be located at an adequate distance from the \nfirst Stop signal, shall be called the Distant signal and the other called the \nInner Distant signal, with the Distant signal capable of displaying \n‘Attention’ or ‘Proceed’ aspect only.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 45, + "text": "22 \n \n(7) Under approved special instructions, when a colour light Distant signal \nmay be combined with the last Stop signal of a station in rear or with a Stop \nsignal protecting a level crossing. When a colour Distant signal is \ncombined with the last Stop signal of the station in rear or with a Stop \nsignal protecting a level crossing, arrangement shall be such that the \nsignal shall not display a less restrictive aspect than the ‘Stop’ aspect till \nLine Clear has been obtained from the station ahead in the former case and \nuntil the level crossing gates have been closed and locked for the passage \nof trains in the latter case. \n \n((AASS NNoo..1100,,,, ddaatteedd 0055..1111..1122 –– iitteemm NNoo..22)) GGRR 33..0077 iiss aammeennddeedd \n((AASS NNoo..1155,,,, ddaatteedd 0044..0022..1155 –– iitteemm NNoo..22)) nnoottee uunnddeerr SSRR 33..0077..22 rreeppllaacceedd aafftteerr SSRR 33..0077..11 \nS.R.3.07.1. The indications of the aspects of signals on single Distant Territory are as under: \n \nS.No. Distant \nsignal \nHome \nsignal \nMain Line \nStarter \nLoop line \nstarter \nAdvanced \nstarter Indication to Loco Pilot \nt\no \n \n1. Yellow Red - - - Stop at Home. \n2. Double \nYellow Yellow Red - - Stop at Main line Starter \n3. Double \nyellow \nYellow with \nindicator -- Red -- Stop at loop line Starter \n4. Double \nyellow \nYellow with \nRoute indicator - yellow Green To run through via loop \n \n5. Green Green Green - -- Green To runthrough the station \nvia., Main Line \nNote: The two yellow lights of a distant signal constitute the ‘attent ion’ aspect and signify \n‘proceed, preparing to pass the next stop signal at restricted speed’. Restricted speed \nindicates the speed which is well under control of the Loco Pilot/Motorman considering the \nlocal condition, brake power of the train etc., so th at it can be stopped at the next signal if \nrequired. The speed as such, to be adjusted by the Loco Pilot / Motorman himself \n \n2. Two Distant signals (Distant and Inner Distant) have been provided in some multiple \naspect signalling sections. The outermost si gnal is called ‘DISTANT’ and the next signal is \ncalled ‘INNER DISTANT’. The Distant signal is generally placed at a distance of 2 KMs from \nthe Stop Signal. There is no warning board in double distant sections. \nThe indications of the aspects of these signals are as under:- \nS.No. Distant \nsignal \nInner \nDistant \nsignal \nHome \nsignal \nMain \nLine \nStarter \nLoop \nline \nstarter \nAdvanced \nstarter \nIndication to \nLoco Pilot \n1. Double \nYellow Yellow Red - - - Stop at Home. \n2. Green Double \nYellow Yellow Red - - Stop at Main \nline Starter \n3. Green Green Green Green - Green To run through \n4. Double \nyellow \nDouble \nyellow \nYellow \nwith route \nindicator \n- Red - Stop at loop line \nstarter \n5. Double \nyellow \nDouble \nyellow \nYellow \nwith route \nindicator \n- yellow Green To run through \nvia loop line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 46, + "text": "23 \n \n3. The aspect and indication of distant signal provided before the gate stop signal and IB \nsignal in both single as well as double distant territories is as follows: \n \n \n4. In case of combination of signals, the indications shall be as under: \n \n(i) Gate-cum distant signal – \na. When the LC gate is open to road traffic – Red \nb. When the LC gates are closed and the train is required to stop at the Home signal \n– Yellow. \nc. When the LC gate is closed and the train is required to stop at the Main line Starter \nor Loop line Starter or is required to pass through via Loop line – Double Yellow. \nd. When the LC gate is closed and the train is required to pass run through via Main line \n– Green. \n \n(ii) Intermediate Block Signal (IB) – cum Distant signal – \na. Whenever the block section ahead is not clear – Red \nb. When the train is required to stop at the Home signal of station ahead – Yellow. \nc. When the train is required to stop at the Main line or Loop line Starter or is required \nto pass through via Loop line – Double Yellow. \nd. When block section ahead is clear, train is to pass run though the station via Main line \n– Green. \n(iii) Last Stop Signal-cum Distant signal of LC gate. \na. When the line clear has not been obtained from the station in advance – Red. \nb. When the line clear has been obtained and the LC gate is open to road traffic – Yellow. \nc. When the line clear has been obtained and the LC gate is closed to road traffic – Green. \n(iv) Last Stop Signal-cum distant signal of Intermediate Block signal (IB) – \na. When the block section is not clear for an adequate distance beyond Intermediate Block \nSignal – Red. \nb. When the block section is clear for an adequate distance beyond Intermediate Block \nSignal (IB) and the train is required to stop at Intermediate Block Signal (IB) – Yellow. \nc. When the train is required to pass Intermediate Block Signal (IB) – Green. \n \n \n \n \n \n \n \n \nASPECT: \nCaution Attention Proceed \n Indication: \nProceed and \nbe prepared \nto stop at \nsignal \nProceed and be prepared \nto pass next the next Stop \nsignal at such restricted speed \nas may be prescribed by \nspecial instructions \n \n Proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 47, + "text": "24 \n \n3.08. Description of Stop signals and their indications.–– \n \n(1) A semaphore Stop signal has a square ended arm. \n \n(2) The aspects and the indications of a semaphore Stop signal working in \nthe lower quadrant are shown below:- \nSemaphore Stop signal in Two-Aspect \nSignaling Territory \n \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \n \nASPECT: \n \n Stop Proceed \n \n \nIndication: \n \n Stop dead Proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 48, + "text": "25 \n \n(3) The aspects and indications of a semaphore Stop signal working in the \nupper quadrant are shown below:- \n \nSemaphore Stop signal in Multiple-Aspect \nSignalling Territory \n \n \n‘On’ position ‘Off’ position \n \n \n \n \n \n \n \n \nASPECT: \n \n Stop Caution Proceed \n \n \nIndication: \n \n Stop dead Proceed and be Proceed \n prepared to stop \n at the next Stop \n signal", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 49, + "text": "26 \n \n(4) The aspects and indications of a colour light Stop signa l are shown \nbelow:- \n \n(a) Colour light Stop signal in Two-Aspect \nSignaling territory \n \n \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \n \nASPECT: \n \n Stop Proceed \n \n \nIndication: \n \n \n Stop dead Proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 50, + "text": "27 \n \n \n(b) Colour light Stop signal in Multiple Three Aspect Signalling Territory \n \n \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \n \n \n \nASPECT: \n \n \n Stop Caution Proceed \n \n \nIndication: \n \n \nStop dead Proceed and be Proceed \n prepared to stop \n at the next Stop signal", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 51, + "text": "28 \n \n \n \n \n(c) Colour light Stop signal in Multiple Four Aspect Signalling Territory \n \n \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \nASPECT: \n \n Stop Caution Attention Proceed \n \nIndication: \n \n Stop dead Proceed and be Proceed and Proceed \n prepared to stop be prepared \n at the next to pass next \n Stop signal signal at such \n restricted \n speed as may \n be prescribed \n by special \n instructions", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 52, + "text": "29 \n \n((AASS NNoo..1100,,,, ddaatteedd 0055..1111..1122 –– iitteemm NNoo..33)) GGRR 33..0088..11 &&22 ddeelleetteedd \n3.09. Kinds of fixed Stop signals for approaching trains. –– \n (1) The Stop signals which control the movement of trains approaching a \nstation are of three kinds, namely- Outer, Home and Routing signals. \n (2) The Outer signal, where provided, is the first Stop signal of a station \nand is locate d at an adequate distance outside the point up to which \nthe line may be obstructed after Line Clear has been granted to or \nobtained by the station in rear. \n (3) The Home signal is the first Stop signal of a station at which an Outer \nsignal is not provided and the second Stop signal of a station at which \nan Outer signal is provided. It shall be located outside all connections \non the line to which it refers. \n (4) The Routing signal is a signal used to indicate to a Loco Pilot which of \ntwo or m ore diverging routes is set for him, when the Home signal is, \nin consequence of its position, inconvenient for this purpose. \n \n3.10. Kinds of fixed Stop signals for departing trains. –– \n (1) The Stop signals which control the movement of trai ns leaving a \nstation are of two kinds, namely-Starter and Advanced Starter. \n (2) When a train leaving a station is guided by only one starting signal, it \nis the last Stop signal of the station and is called the Starter. \n (3) When a train leaving a station is guided by more than one Starter \nsignal, the outermost starting signal is the last Stop signal of the \nstation and is called the Advanced Starter. \n (4) The Starter, where only one such signal is provided, or the Advanced \nStarter, shall be fixed at the limit beyond which no train may pass, \nunless the Loco Pilot is given the authority to proceed required under \nthe system of working, and shall be placed outside all connections on \nthe line to which it refers except where otherwise al lowed by approved \nspecial instructions. Shunting operations beyond this limit shall be \ncarried out only in accordance with special instructions. \n (5) Where an Advanced Starter is provided, the Starter referring to any \nline shall be placed so as to protect the first facing points or fouling \nmark of the connections to another running line. \n \nS.R.3.10.1. At stations provided with Advanced Starter and Starter/Starters, the Advanced \nStarter shall be taken ‘off’ first and then the Starter/Starters. \n2. An interlocked gate signal provided on a running line and detecting the points shall also \nbe considered as a starting signal for the purpose of this rule. \n \n3.11. Intermediate Block Stop signal.–– \nIntermediate Block Stop signal is the Home signal provid ed at an Intermediate \nBlock Post.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 53, + "text": "30", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 54, + "text": "31 \n \n3.12. Kinds of fixed Stop signals in Automatic Block territories, --- \n(1) Stop signals in Automatic Block territory shall be colour light signals and \nmay be of the following kinds- \n(a) an Automatic Stop signal which is not dependent upon manual \noperation but is controlled automatically by the passage of a train into, \nthrough and out of the automatic block signalling section; \n(b) a Semi -Automatic Stop signal which is cap able of being operated \neither as an Automatic Stop signal or as a Manual Stop signal, as \nrequired; \n(i) when a Semi -Automatic Stop signal works as an Automatic Stop \nsignal, it assumes ‘on’ and ‘off’ aspects automatically according to \nthe conditions of the automatic block signalling sections ahead; \n(ii) when a Semi-Automatic Stop signal works as a Manual Stop signal, \nit assumes ‘on’ aspect automatically on the occupation of the \nautomatic block signalling section ahead, but assumes ‘off’ aspect \nwhen operat ed manually, provided the relevant automatic block \nsignalling sections ahead are clear; \niii) when a Semi -Automatic Stop signal works as an Automatic Stop \nsignal, the ‘A’ marker provided under the signal is illuminated. \nWhen the ‘A’ marker is extinguished, the signal shall be deemed to \nwork as a Manual Stop signal; and \n ((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..44)) \n(ba) “a Modified Semi-Automatic signal by converting one of the Automatic \nstop signal in mid -section under special instructions. When the ‘A’ \nmarker is illuminated the signal works as Automatic Stop signal, and \nwhen the ‘A’ marker is extinguished it works as modified Semi -\nAutomatic stop signal and assumes ‘off’ aspect automatically or is taken \n‘off’ manually as required; and” \n (c) a Manual Stop signa l operated manually and which cannot work as \nan Automatic or a Semi-Automatic Stop signal. \n(2) Colour light signals in Automatic Block territory shall be three-aspect or \nfour-aspect. \nS.R.3.12.1. Semi -Automatic/Manual signal levers are provided with norm al locks \ndesigned to prevent full movement of the lever back to its normal position and \nrelease of the locking, unless the train has had sufficient time to come to a stand at \nthe signal or has passed the signal and had cleared the points on the route and t he \nsignal is displaying a red indication. In case of emergency the lever can be put back \nto three quarter position, which will cause the signal to display ‘on’ aspect. \n2. King levers are provided at certain cabins which when reversed, lock the levers of a ll \nrunning Semi -Automatic signals in the reverse position and enable the signals to \nfunction as Automatic signals. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..22)) SSRR 33..1122..33 iiss aammeennddeedd \n3. Whenever any manual Stop signal (including Semi -Automatic signal with extinguished ‘A’ \nmarker) of reporting station fails, the Station Master shall authorize the Loco Pilot to pass \nsuch signal at ‘on’ by issuing T/369(3b). When LSS (on double line) is to be passed at ‘on’ \nin addition to T/369(3b), Caution Order restricting the spee d to 10 KMPH up to next \nAutomatic Stop signal, shall be issued. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..1122)) aaddddeedd \n4. modified Semi – Automatic Stop signals are not available on South Central Railway", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 55, + "text": "32 \n \n3.13. Calling-on signals.–– \n(1) A Calling -on signal is a sub sidiary signal which has no independent \naspect in the ‘on’ position and shall be- \n (a) a short square ended semaphore arm, or \n (b) a miniature colour light provided with a ‘C’ marker. \n (2) A Calling-on signal, where provided, shall be fixed bel ow a Stop signal \ngoverning the approach of a train. Under approved special \ninstructions, a Calling-on signal may be provided below any other Stop \nsignal except the last Stop signal. \n (3) A Calling -on signal, when taken ‘off’, calls on the Loco P ilot of a train \nto draw ahead with caution, after the train has been brought to a stop \neven though the Stop signal above it is at ‘on’ and indicates to the \nLoco Pilot that he should be prepared to stop short of any obstruction. \n (4) A Calling-on signal shall show no light in the ‘on’ position. \n (5) The aspects and indications of a semaphore Calling-on signal are \nshown below:- \n(a) Miniature Semaphore Arm type Calling-on \nsignal in Two-Aspect Signalling Territory \n \n ‘On’ position ‘Off’ position \n \n \n \n ASPECT: \n \n Proceed slow \n \n Indication: \n \nLoco Pilot shall obey the Stop and then draw \naspect of the Stop signal ahead with caution and \n be prepared to stop short \n of any obstruction", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 56, + "text": "33 \n \n(b) Miniature Semaphore Arm type Calling-on signal \nin Multiple-Aspect Signalling Territory \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \n \n \n \n \n ASPECT: \n \n Proceed slow \n \n Indication: \n \n \n \nLoco Pilot shall obey the Stop and then draw \naspect of the Stop signal ahead with caution and \n be prepared to stop short \n of any obstruction", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 57, + "text": "34 \n \n \n(6) The aspects and indications of a colour light type Calling-on signal are \nshown below:- \n \n \n(a) Colour light type Calling-on signal in \nTwo-Aspect Signalling Territory \n \n \n ‘On’ position ‘Off’ position \n \n \n \n ASPECT: \n \n Proceed slow \n \n Indication: \n \nLoco Pilot shall obey the Stop and then draw \naspect of the Stop signal ahead with caution and \n be prepared to stop short \n of any obstruction", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 58, + "text": "35 \n \nb) Colour light type Calling-on signal in \nMultiple-Aspect Signalling Territory \n ‘On’ position ‘Off’ position \n \n \n ASPECT: \n Proceed slow \n \n Indication: \nLoco Pilot shall obey the Stop and then draw \naspect of the Stop signal ahead with caution and \n be prepared to stop short \n of any obstruction \n3.14. Shunt signals.— \n (1) (a) A Shunt signal is a subsidiary signal and shall be either- \n (i) a white disc with a red bar across it, or \n (ii) a position light signal. \n (b) Under special instructions, a Shunt signal may be a miniature \nsemaphore arm.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 59, + "text": "36 \n \n (2) Shunt signals control shunting movements. \n (3) A Shunt signal may be placed on a post by itself or below a Stop \nsignal other than the first Stop signal of a station. \n (4) More than one Shunt signal may be placed on the same post and \nwhen so placed the topmost Shunt signal shall apply to the extreme \nleft hand line and the second Shunt signal from the top shall apply to \nthe next line from the left and so on. \n (5) When a Shunt signal is taken ‘off’, it authorises the Loco Pilot to draw \nahead with caution for shunting purposes although Stop signal, if any, \nabove it is at ‘on’. \n (6) When a Shunt signal is placed below a Stop signal, it shall show no \nlight in the ‘on’ position. \n (7) In case Shunt signals are not provided, hand signals may be used for \nshunting. \n (8) The aspects and indications of a disc type Shunt signal are shown \nbelow:- \n \n(a) Disc type Shunt signal in Two-Aspect \nSignalling Territory \n \n \n \n ASPECT \n Stop Proceed slow \n \n Indication: \n \n \n Stop dead Proceed with caution \n for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 60, + "text": "37 \n \n(b) Disc type Shunt signal in Multiple-Aspect \nSignalling Territory \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \n \n \n \nASPECT: \n \nStop Proceed slow \n \nIndication: \n \n \n \nStop dead Proceed with caution \n for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 61, + "text": "38 \n \n(9) The aspects and indications of a position light type shunt signal are shown \nbelow:- \n \nPosition light type Shunt signal in Two-Aspect \nor Multiple-Aspect Signalling Territory \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \nASPECT: \n \nStop Proceed slow \n \nIndication: \n \n \n \nStop dead Proceed with caution \n for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 62, + "text": "39 \n \n(10) The aspects and indications of a semaphore arm typ e shunt signal are \nshown below:- \n \n \n \n \n(a) Miniature Semaphore Arm type Shunt signal \nin Two-Aspect Signalling Territory \n \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \n \nASPECT: \n \nStop Proceed slow \n \nIndication: \n \n \n \nStop dead Proceed with caution \n for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 63, + "text": "40 \n \n(b) Miniature Semaphore Arm type Shunt signal \nin Multiple-Aspect Signalling Territory \n ‘On’ position ‘Off’ position \n \n \n \nASPECT: \nStop Proceed slow \nIndication: \nStop dead Proceed with caution \n for shunting \n \nS.R.3.14.1. In case the Shunt signal, including a Shunt signal placed below a Stop signal is \ndefective, the Loco Pilot shall be authorized by a written authority in form No.T/369 (3b) to \npass such signal at ‘on’ position. In addition to the written authority, a Procee d hand signal \nshall also be exhibited at the foot of the defective Shunt signal. \n2. Gate Stop signals protecting level crossings inside station limits shall be taken ‘off’ for \nshunt movement past them. \n3. Shunting permitted indicators are provided at certain stations \n3.1. Shunting permitted indicators are not signals but appliances, which work in conjunction \nwith Stop signals and are provided for shunting movement in either direction in the non -\ninterlocked portion of yard after being isolated from th e interlocked portion. It shows in both \nthe directions, by day, a black disc with a yellow cross painted on it and by night, a yellow \ncross light or both by day and by night a yellow cross light when shunting is permitted. \n3.2. The person operating the gr ound lever of a ‘shunting permitted indicator’ for performing \nshunting shall, before returning the lever to normal, personally ensure that the fouling marks \nof the concerned points are clear. \n3.3. When the ‘Shunting Permitted Indicator’ is defective, the Station Master shall arrange to \nissue to the Loco Pilot T/369 (3b) and Proceed hand signals to be shown at the defective \n‘Shunting Permitted Indicator’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 64, + "text": "41 \n \n3.4. Detailed instructions regarding the working of the ‘shunting permitted indicator’ shal l be \nincorporated in the Station Working Rules. \n4. The ‘point indicators’, where provided, shall also be observed during shunting operations. \n3.15. Co-acting signals,— \n (1) Co -acting signals are duplicate signals fixed below ordinary signals \nand are provided where, in consequence of the height of the signal \npost, or of there being an over-bridge or other obstacle, the main arm \nor light is not in view of the Loco Pilot during the whole time that he \nis approaching it. \n (2) Co-acting signals shall be fitted at such height that either the main \narm or light or the co-acting arm or light, is always visible. \n3.16. Repeating signals.— \n (1) A signal placed in rear of a fixed signal for the purpose of repeating to \nthe Loco Pilot of an approaching train the aspects of the fixed signal \nin advance is called a Repeating signal. \n (2) A Repeating signal shall be provided with an ‘R’ marker and shall be \nof__ \n (a) banner type, or \n (b) a square ended semaphore arm, or \n (c) a colour light signal. \n (3) The aspects and indications of a banner type Repeating signal are \nshown below:- \nBanner type Repeating signal in Two-Aspect Signalling Territory \n ‘On’ position ‘Off’ position \n \nASPECT: \n Signal ‘on’ Signal ‘off’ \n \nIndication: \n \nSignal which it Signal which it \nrepeats is at ‘on’ repeats is ‘off’", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 65, + "text": "42 \n \n(4) The aspects and indications of a semaphore arm ty pe Repeating Signal are \nshown below:- \n \n \n \nSemaphore Arm type Repeating signal in Two-Aspect Signalling Territory \n \n ‘On’ position ‘Off’ position \n \n \n \n \n \n \n \n \nASPECT: \n \nSignal ‘On’ Signal ‘Off’ \n \nIndication: \n \nSignal which it Signal which it \nrepeats is at ‘on’ repeats is ‘off’", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 66, + "text": "43 \n \n(5) The aspects and indications of a colour light type Repeating signal are \nshown below:- \n \n \n \nColour light type Repeating signal \n \n ‘On’ position ‘Off’ position \n \n \n \nASPECT: \n \nSignal ‘On’ Signal ‘Off’ \n \nIndication: \n \nSignal which it Signal which it \nrepeats is at ‘on’ repeats is ‘off’ \n \nS.R.3.16.1. When a Stop signal located in two-aspect signaling territory cannot be seen from \na proper distance, repeating signal shall be provided at an adequate distance in rear of it. \n2. A Repeating signal shall not be treated as a Stop signal. It can be passed in the ‘on’ \nposition with caution preparing to stop at the Stop signal ahead. \n3. A banner type repeating signal shall not be lit at night. \n4. If a Loco Pilot notices the repeating signal in any way defective, he shall advise, in writing, \nthe Station Master of the next stopping station. \n5. Starter indicator shall be provided to repeat the aspect of the starter as an aid to the \nGuard to enable him to know the aspect of the starter. This indicator may be provided at a \nconvenient place. The starter indicator shall exhibit no light when starter is at ‘on’ and yellow \nlight when it is ‘off’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 67, + "text": "44 \n \n3.17. Distinguishing markers and signs for signals:— \n (1) Where necessary, sign al shall be distinguished by prescribed \nmarkers. Such markers shall be fixed on the signal posts below the \nsignals as under:—", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 68, + "text": "45 \n \n \n \n \n \n \n \n \nNote: Letter ‘A’ shall be lit only when the gates are closed and locked against \nroad traffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 69, + "text": "46 \n \n(2) Where necessary, signal arms shall be distinguished by prescribed signs \nas under:- \n \n \n \n \n \n \n(3) Other distinguishing markers or signs may be used with the approval of \nthe Railway Board.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 70, + "text": "47 \n \n3.18. Signals out of use.— \n (1) When a fixed signal is not in use, it shall be distinguished by two \ncrossed bars, each bar being not less than one metre long and 10 \ncentimetres wide, as illustrated below:- \n \n \n (2) A semaphore or disc sign al when not in use shall be kept fixed in the \n‘on’ position. \n (3) Signals not in use shall not be lit. \n \n3.19. Placing of Stop signals at diverging junctions.— \nUnless otherwise permitted by approved special instructions where two or \nmore lines diverge, the signals shall be fixed on a bracket post or an approved \ntype of route indicator shall be provided instead of separate signals: \n Provided that for speeds upto 75 Kilometres an hour with manually \noperated multiple -aspect signals, only single arm home signal may be \nprovided instead of separate signals on a bracket post or a route indicator, the \nfacing points must be provided with point indicators. \nS.R.3.19.1. Route indicators are treated as Stop signals. \n2. If the route indicator on a reception signal is not in working order, the relevant signal shall \nalso be treated as defective. \n3. If the Loco Pilot of a train leaving a station finds the route indicator on a starter displaying \nan incorrect route, he shall treat the Starter to be at ‘on’. \n4. It shall be possible to receive or despatch trains on to the same line via alternative routes \nto facilitate simultaneous movements in major yards. \n \n3.20. Placing of Stop signals at converging junctions.— \nUnless otherwise permitted by approved special instructions, w here two or \nmore lines converge, signals shall be placed on separate posts. Where the \nnumber of signals is considerable, these may be provided on a bracket post or \na signal bridge or gantry. \n \n3.21. Signals on bracket post or signal bridge or gantry.— \nWhere signals are placed on a bracket post or a signal bridge or a gantry, \nthese shall be-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 71, + "text": "48 \n \n (a) so grouped that the respective signals are easily distinguishable for \neach running line and are placed as nearly as possible over the \nrunning lines to which they refer, \n (b) so placed that the signal referring to the main line is higher than the \nsignal or signals referring to the other running line or lines and \n (c) so arranged that the extreme left hand signal refers to the extreme left \nhand line and the second signal from the left refers to the next line \nfrom the left and so on. \n \n3.22. Placing of more than one signal on the same post.— \n(1) Not more than one signal referring to trains moving in the same \ndirection, whether on the same line or on separate lines, shall be placed \non the same post, except- \n (a) as prescribed in these rules for Calling -on, Shunt, Co -acting and \nWarner signals, or \n (b) under approved special instructions. \n(2) Where under approved special instructions more than one signal is \nplaced on the same post, the top most signal shall apply to the extreme \nleft hand diverging line and the second signal from the top shall apply to \nthe next line from the left and so on: \nProvided that in exceptional cases where two Home signals are \nplaced on the same post, under approved special instructions, the top \nsignal shall apply to the main line and the lower signal shall apply to the \nother lines. \n \n3.23. Electric repeater.— \nThe arm and light of any fixed signal which cannot be seen from the place \nfrom which the signal is worked shall be repeated to such place by means of \nan efficient electric repeater. \nS.R.3.23.1. Provision of repeaters \nThere are four kinds of repeaters in use. \n1.1. Signal arm repeaters. \n1.2. Signal light repeaters. \n1.3. Miniature light repeaters for colour light signals. \n1.4. Light emitting diode type repeaters. \nSIGNAL ARM REPEATERS:- \nThis consists of a dial with an indicator. The Indicator usually takes the form of a miniature \nsemaphore arm. The indicator is arranged to assume one of the three positions i.e., ‘on’, \n‘off’ or ‘wrong’ under the following conditions:- \n1.1.1. ‘on’ when the signal arm is at ‘on’. \n1.1.2. ‘off’ when the signal arm is at ‘off’. \n1.1.3. ‘wrong’ when the signal is either drooping or not fully ‘off’ or when the indicator is \ndefective. When the indicator points to ‘wrong’, the Station Master shall test the signal by \narranging to pull the signal lever concerned and putting it back smartly. This would correct \nthe indicator, if there is no de fect in the signal. Even after this test, if the indicator points to \n‘wrong’, the repeater shall be treated as defective. \nNote: Cabin wire adjusters where provided, may be used for adjusting the signal wires when \nthe indicator points to ‘wrong’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 72, + "text": "49 \n \nSIGNAL LIGHT REPEATERS:- \nThe signal light repeaters consist of – \n1.2.1. A dial with a visual indicator which shows ‘in’ when the signal lamp is burning and ‘out’ \nwhen the signal lamp is not burning. \n1.2.2. An alarm bell for the purpose of audibly indicating when t he signal lamp is not burning \nand \n1.2.3. A bell switch provided in conjunction with the bell - it has two positions, one marked \n‘day’ and the other ‘night’. The switch shall be kept in the ‘night’ position during night and the \n‘day’ position during day. \nThe alarm bell shall be tested every day. Immediately before the signal lamp is lit, the bell \nswitch shall be turned from ‘day’ to ‘night’. If the bell rings, the repeater shall be considered \nto be in order and if it does not ring, the repeater shall be treated as defective. \nMINIATURE LIGHT REPEATER FOR COLOUR LIGHT SIGNALS:- \n1.3 Miniature light repeaters are provided in the cabin in colour light signaling territory to \nrepeat the aspect displayed by each signal. The repeat indications of Distant and Stop \nsignals take the form of colour light. \nLIGHT EMITTING DIODE TYPE REPEATERS (LED):- \n1.4.1. A ‘red’ miniature light lit by LED when the signal arm is at ‘on’ or not fully ‘off’ or \ndrooping and a miniature ‘green’ light lit by LED when the signal arm is fully ‘o ff’ indicate the \npositions of the signal arm which they repeat respectively both by day and by night. \n1.4.2. A miniature white light lit by LED indicates that the signal lamp is burning and no light \nindicates that the signal lamp is extinguished or put out. \n2. Responsibility of Station Master regarding failure and restoration of repeater:- \n2.1. At stations, where signal arm with back light or arm and light repeaters are provided, the \nStation Master shall satisfy himself by observing the arm and back light o r the indications of \nthe repeaters — the arm repeaters by day and the arm and light repeaters by night, that the \nsignal is working properly. Whenever the arm repeater or the light repeater or its audible \nindication in the semaphore signaling territory is n ot in working order, the relevant fixed \nsignal need not be treated as defective, if it is possible for the Station Master to observe \npersonally the position of the signal arm by day or the back -light by night by proceeding to a \nconvenient place outside his office from where it can be seen. If it is not possible for the \nStation Master to personally ensure that the arm is in the correct position by day or back -\nlight is visible by night, by proceeding to a convenient place outside his office, he shall, at \nstations provided with cabins at either end of the yard ascertain from the Switchman / \nCabinman / Leverman of the cabin concerned that the arm or back -light is visible to him and \nexchange private numbers. \n2.2. The defect shall be reported to the officials concerned after making necessary entries to \nthis effect in the S&T failure register. The procedure (referred to in para 2.1), however, will \nnot be applicable in the case of departure signals, which should be considered as defective, \nif the repeater is not in working order. \n2.3. In case it is not possible for the Station Master to ensure the visibility of the arm or back \nlight by any of the methods as stipulated under para 2.1 above, the relevant signal shall be \ntreated as defective and not taken ‘off’ for any train and action taken in accordance with \nrules 3.68 to 3.72 and the subsidiary rules thereunder until it is rectified by the authorized \nofficial of the S&T department. \n2.4. Whenever the miniature light repeater in the colour light signaling territory is found to be \ndefective and the signal light aspect is not visible from the station / cabin, the signal which it \nrepeats shall be treated as defective and not taken ‘off’ for any train and action taken in \naccordance with Rule 3.68 to 3.72 and the Subsidiary Rules thereunder until it is rectified by \nthe authorized official of the S&T department.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 73, + "text": "50 \n \n3.24. Back-lights.— \n (1) Every semaphore or disc signal, the light of which cannot be seen \nfrom the place from which the signal is worked, shall be provided w ith \na back-light to indicate whether the signal light is burning or not. \n (2) Back-lights of signals shall show a small white light when ‘on’ and no \nlight at all in any other position. \n (3) Any fixed light used in conjunction with a semaphor e signal shall \nshow a back-light. \n (4) Back -lights may not be provided when alternative arrangements are \nmade at the place from which the signal is worked to indicate whether \nsignal lights are burning or not. \nS.R.3.24. The Station Master shall no t grant Line Clear for a train to approach unless the \nback-lights of the relevant signals are clearly visible, wherever the ‘on’ position of reception \nsignals is not proved in the block instrument. \n \nC. Equipment of Signals \n \n3.25. Obligation to provide fixed signals at stations.— \nFixed signals prescribed in this sub -chapter shall be provided at every station \nexcept – \n(a) At stations between which trains are worked on the One Train Only \nSystem, and \n(b) At stations which are exempted from the provision of signals unde r \napproved special instructions. \n \n3.26. Commissioning of fixed signals.— \nFixed signals shall not be brought into use until they have been passed by the \nCommissioner of Railway Safety as being sufficient to secure the safe working \nof trains. \nS.R.3.26.1. Whe n a signal is newly erected or shifted, it shall be jointly inspected by a \n‘Sighting Committee’ consisting of Transportation, Signal and Loco Inspectors, before it is \nbrought into use. The Sighting Committee shall satisfy itself that the signal is correct ly \nplaced and focused for day and night indications, before certifying it as fit for use. They shall \nfill in and sign the report in the prescribed form provided for the purpose. A caution order \nshall be issued for a period of 10 (TEN) days and the same inf ormation should be notified \nthrough SOB, after the signal has been brought into use, in order to draw the attention of \nthe Loco Pilots to the change effected. \n2. All signals on a section shall be jointly inspected by the Signal, Transportation and Loco \nInspectors atleast once in quarter and joint reports pertaining thereto shall be submitted to \nthe DSTE, DSO and DME. \n \n3.27. Minimum equipment of fixed signals at stations provided with manually \noperated multiple-aspect signaling.— \nThe minimum equipment of f ixed signals to be provided for each direction \nshall be as follows– \n(a) at class ‘B’ stations… a Distant, a Home and a Starter, and \n(b) at class ‘C’ stations… a Distant and a Home.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 74, + "text": "51 \n \n3.28. Minimum equipment of fixed signals at stations provided with modified \nlower quadrant signaling.— \nModified lower quadrant signaling may be introduced only where it is \nexpressly sanctioned by a special order of the Railway Board. The minimum \nequipment of fixed signals to be provided for each direction shall be as \nfollows– \n(a) at class ‘B’ stations … a Distant, a Home, a Warner below the \n Main Home and a Starter, and \n(b) at class ‘C’ stations … a Distant and a Home. \nS.R.3.28. Modified lower quadrant signaling is not provided on this railway. \n \n3.29. Minimum equipment of fixed signals at other stations provided with two -\naspect signaling.— \nThe minimum equipment of fixed signals to be provided for each direction \nshall be as follows – \n(a) at class ‘A’ stations … a Warner, a Home and a Starter. \n(b) at class ‘B’ stations— \non a single line … an Outer and a Home, \non a double line … an Outer, a Home and a Starter, and \n \nboth on a single and a double line, a \nWarner shall be provided in accordance \nwith Rule 3.06, if trains run through at a \nspeed exceeding 50 kilometres an hour \nwithout stopping, and \n (c) at class ‘C’ stations … a Warner and a Home. \n \n3.30. Additional fixed signals at stations generally.— \nIn addition to the minimum equipment of signal s prescribed in Rules 3.27, \n3.28, 3.29 and 3.32 such other fixed signals shall be provided at every station \nas may be necessary for the safe working of trains. \n \n3.31. Signals at class ‘D’ stations.— \nAt a class ‘D’ station, a train may be stopped in such a manner as may be \nauthorised by special instructions. \n \n3.32. Provision of an Advanced Starter, Shunting Limit Board or Block Section \nLimit Board.— \n (1) On a single line class ‘B’ station worked on the Absolute Block \nSystem, if the obstructing of t he line outside the Home signal or the \noutermost facing points in the direction of an approaching train is \npermitted under special instructions under Rule 8.09, a Shunting \nLimit Board or an Advanced Starter shall be placed at such \nshunting dista nce from the Home signal or the outermost facing \npoints as local conditions may require, provided the distance \nbetween the Shunting Limit Board (bearing the words ‘Shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 75, + "text": "52 \n \n Limit’ on the side which faces the station, and fitted with a lamp \n showing a white light in both directions to mark its position by \nnight) or the Advanced Starter and the opposing first Stop signal is \nnever less than 400 metres in the two -aspect signaling territory and \n180 metres in the multiple -aspect or modified lower quadrant \nsignalling territory. The location of such board or Advanced Starter \nshall mark the limit upto which shunting may be permitted. \n (2) On a double line Class ‘B’ station worked on Absolute Bloc k System \nequipped with multiple -aspect or modified lower quadrant signalling \nand where there are no points or the outer most points at the \napproaching end are trailing, a Block Section Limit Board (bearing the \nwords ‘Block Section Limit’ on the side which faces the station and \nfitted with a lamp showing white light in both directions to mark its \nposition by night) shall be provided. It shall be placed at a distance of \nnot less than 180 metres in advance of the Home signal and shall \nprotect the fouling mark of the outermost trailing points, if any. The \nlocation of such board shall mark the limit of the block section at such \nstations. \n \n3.33. Exceptions to Rules 3.27, 3.28, 3.29 and 3.32.— \nNotwithstanding anything contained in Rules 3.27, 3.28, 3.29 and 3.32— \n(a) If the station has only one connection off the main line, the station shall \nbe worked in accordance with approved special instructions; \n(b) On any section, where the traffic is light and speed slow, one Stop \nsignal only in each direction may be provided at each station; such \nsignal to be located at an adequate distance outside the outermost \nfacing points of the station and trains worked in accordance with \napproved special instructions; and \n(c) On any railway having very light traffic, all signals may be dispensed \nwith and trains worked under approved special instructions. \nProvided that at stations with manually operated multiple -aspect \nsignals, where the speed of trains through a station does not exceed 50 \nkilometres an hour, a Distant signal and a Home signal only may be \nprovided in each direction, under approved special instructions. \nS.R.3.33. The approved special instructions shall be embodied in the Station Working Rules. \n \n3.34. Fixed signals at level crossings. – \n (1) Unless exempted under approved spe cial instructions, every level \ncrossing gate which closes across the line at a level crossing shall, \nexcept when interlocked with station signals, be provided with signals \nfixed at an adequate distance from the level crossing showing Stop \naspects in both U p and Down directions when the gates are open for \nthe passage of road traffic. \n \n (2) Except where otherwise prohibited under special instructions, a ‘G’ \nmarker shall be provided on a gate Stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 76, + "text": "53 \n \nS.R.3.34.1. Every gate Stop signal in non -automatic signaling territory except those \ncontrolling the entry into a railway -cum-road bridge or where there is a bridge between the \ngate signal and the gate, shall be provided with a ‘G’ marker in accordance with Rule \n3.17(1). \nNote: For passing a gate Stop signal at ‘on’, see Rule 3.73. \n2. When a level crossing located in rear of a Home signal at a station equipped with \nmanually operated multiple -aspect signals, is required to be protected by a gate signal, a \nStop signal to function as a Gate-cum-Distant signal may be provided. \n \n3.35. Protection and working of points of outlying siding.— \nWhere there are points in the main line at a place which is not a block station, \nprovision for the protection of such points, by signals or otherwise, and for \nworking them, shall be made in order to secure the safe working of trains, as \nlaid down under approved special instructions. \nS.R.3.35.1. Detailed instructions regarding the working of points, signals and interlocking \ninstallations and the procedure for working trains in to and out of outlying sidings shall be \nembodied in the Station Working Rules of the stations controlling the outlying siding. \n2.An ‘S’ marker indicator should be provided for indicating to the Loco Pilot the position of \nfacing points at the outlying siding.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 77, + "text": "54 \n \nD. Working of Signals and Points. \n 3.36. Fixed signals generally.— \n (1) Every fixed signal shall be so constructed that, in case of failure of \nany part of its connections, it shall remain at, or return to its most \nrestrictive aspect. \n (2) A signal which has been taken ‘off’ for the passage of a train shall not \nbe placed to ‘on’ until the whole of the train which it controls has \npassed it, except— \n ((AASS NNoo..1166,, ddaatteedd 0066..0077..1155 –– iitteemm NNoo..22)) SSRR 33..3366 ((22)) ((aa)) iiss aammeennddeedd \n (a) in case of emergency to avert an accident, \n(aa) Where starter and Advanced Starter taken ‘off’ for departing \ntrains that is trains starting from station after coming to stop are \nrequired to be put back for the purpose of movem ent of another \ntrain for precedence or crossing shall be put back only after \ntaking following precautions:- \n(i) Relevant Starter and Advanced Starter may be replaced to ‘on’ \nposition and thereafter the Loco Pilot of the train for which the \nsignals had been ta ken ‘off’ shall be advised by on -duty station \nMaster through a secured means of communication, specified \nunder special instructions or where secured means of \ncommunication are not available, through a written memo to the \neffect that the said signals have b een replaced to ‘on’ and that \nthe Loco Pilot shall not start. \n(ii) Till the Loco Pilot has been advised through secured means of \ncommunication referred to in sub -clause ( or through written \nmemo and his acknowledgement received, the route set shall \nnot be altered except to avert an accident; or \n (b) where arrangement is provided to restore the signal to ‘on’ \nautomatically, the control operating the signal shall not be \nrestored to its normal position till the whole of the train has \npassed it. \n (3) No fixed signal within station limits shall be taken ‘off’ without the \npermission of the Station Master, and in the case of a signal outside \nthe station limits without the permission of such person as may for \nthe time being be in independent charg e of the working of such \nsignal. \nS.R.3.36.1. Taking ‘off’ the approach Stop signals can be delayed to ensure busy level \ncrossing gates, if any, are closed only for 10 minutes before the arrival of the train, to avoid \ncomplaints from road users. \n2. The staff responsible for working the signal at a station shall see that the signal arm obeys \nthe lever actuating it. The Station Master shall also assure himself, in all cases either \npersonally or by means of the repeater, where provided, that the concerned sign als, \ngoverning the movement of a train, are taken ‘off ‘ for the train correctly and that, such \nsignals are put back to ‘on’ immediately after the train has completely passed the signal. \nHowever, the position of the points shall not be changed, until the w hole train has either \ncome to a stop at the station or run through the station, except where sectional route release \nfacility is provided. \n3.1. At interlocked stations with two cabins, one on either side, where signal reversers are \nprovided and the taking ‘off’ of the reception and despatch signals controlled by means of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 78, + "text": "55 \n \ncontrol slides in the Station Master’s office and slot lever control in the cabin, the Station \nMaster shall daily, during day time, when no train is due to arrive or leave the station, test \nthe working of the reception signals in one direction for one line as for a stopping train. For \nexample, at a station with two running roads the signals shall be tested as under- \n3.1.1. The Station Master shall arrange for the taking ‘off’ of the Up reception signals for road No.1. \nHe shall then put back his control slide and personally see whether the reception signals have gone \nback to ‘on’ position. The Station Master shall again arrange for the taking ‘off’ of the Up reception \nsignals for road No. 1 and instruct the Switchman / Cabinman / Leverman in the concerned cabin to \nput back the cabin slot lever to normal and personally see whether the reception signals have gone \nback to ‘on’ position. \n3.1.2. The Station Master shall similarly test on the seco nd day, the Down reception signals \nfor road No. 1 and on the third day, the Up reception signals for road No. 2. On the fourth \nday, the Down reception signals for road No. 2 and so on, every day repeating the procedure \nlaid down in para 3.1.1. above. \n3.2. The Station Master shall immediately after each test, record the results of the test in \nthe Station Diary. If the signals do not go back to ‘on’ position when the Station Master’s \ncontrol slide or cabin slot is restored to its normal position, the signal shall be treated as \ndefective and immediate action taken as laid down in the General Rules 3.68 and 3.69 and \nSubsidiary Rules thereunder. \n3.3. This procedure of testing the reception signals shall also be adhered to at stations \nprovided with a central c abin with Station Master’s control slides in the Station Master’s \noffice. At stations where Cabin Assistant Station Masters are in-charge of cabins, the Station \nMasters of such stations shall similarly test the working of the reception signals daily and \nrecord the results of the tests in the Station Diary maintained in the cabin. \n3.4. Inspecting Officials shall, whenever they inspect the stations, check the Station Diary \nand ensure that these rules (Paras 3.1, 3.2 and 3.3) are being carried out scrupulously. \n4. Under special instructions, certain goods yards are declared as ‘terminal yards’ for the \npurpose of reception and despatch of goods trains and regulating goods yard shunting. At \nsuch terminal yards, stop boards are provided on each goods reception lin e and adequate \ndistance for reception is reckoned, with the condonation of the CRS from the Stop Board to \nthe fouling mark at the trailing end, unless the Stop Board is fixed at the fouling mark, when \nthe adequate distance is reckoned as zero. Speed of inc oming goods trains inside the \nstation section is restricted to 15 KMPH and requisite speed restriction boards should be \nexhibited below the respective goods Home signals. The Station Working Rules of such \n‘terminal yards’ will clearly specify the procedure to be followed for reception and despatch \nof goods trains and regulation of shunting movements. The trailing points on the line, on \nwhich the incoming goods train is being received should be set and locked against the line, \nso that a conflicting reception or shunting movement is not permitted. The Station Working \nRules should clearly specify the staff, who should ensure this. \n5 If in an emergency, a reception signal has to be placed to ‘on’ position before the \narrival of the train to which it refers, no points shall be altered until the train has come \nto a stand except to prevent an accident. \n6. Certificate of competency – Cabinman / Leverman \nEvery Cabinaman / Leverman shall be tested after completion of initial / refresher training \ncourse and be issued with a certificate of competency by the in charge of the training centre \nin the form No. T.336 before he is put to work independently. The certificate of competency \nwill be valid for a period of 3 years from the date of issue. \n \n3.37. Normal aspect of signal.— \n (1) Unless otherwise authorised under approved special instructions, \nfixed signals, except automatic signals, shall always show their most \nrestrictive aspect in their normal position.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 79, + "text": "56 \n \n (2) The normal aspect of an Automatic Stop signal is ‘Proceed’. Where, \nhowever, the signal ahead is manually operated, the aspect normally \ndisplayed may be ‘Caution’ or ‘Attention’. \nS.R.3.37.1. Loco Pilots shall bring their trains to halt at stations where stoppages are \nscheduled in the Working Time Tab le, even though signals governing departure from the \nstations are ‘off’. \n2. No approach lighted signals are provided on this railway. \n \n3.38. Points affecting movement of train.— \n (1) The Station Master shall not give permission to take signals ‘off ’ for a \ntrain until- \n (a) all facing points over which the train will pass are correctly set and \nlocked, \n (b) all trailing points over which the train will pass are correctly set, \nand \n (c) the line over which the trai n is to pass is clear and free from \nobstructions. \n (2)When a running line is blocked by a stabled load, wagon, vehicle or by \na train which is to cross or give precedence to another train or \nimmediately after the arrival of a train at the station t he points in rear \non double line sections and at either end on single line sections \nshould be immediately set against the blocked line except when \nshunting or any other movement is required to be done immediately in \nthat direction on that line. \nS.R.3.38.1 The trailing points shall be correctly set or where the interlocking installation \nrequires it, also locked. \n2. During crossing of trains at key locked stations interlocked to standard -I and key locked \nmodified non-interlocked stations, the setting of the o utermost trailing points against the line \non which the first train is to be received, does not constitute an obstruction for the purpose of \nthis rule. \n3.1. At an interlocked station, a train may be allowed to run through a loop line with 1 in 8 \n½ turno ut, provided the points are correctly set and the signal taken ‘off’ and at a non -\ninterlocked station, in addition to this precaution, the train shall be brought to a halt at the \nOuter signal and then the signals taken ‘off’. The Loco Pilot shall not exceed a speed limit of \n10 kmph when running through a loop line at interlocked as well as non -interlocked stations. \nWhen a run through train passes over a loop line, the authority to proceed shall be handed \nover to the Loco Pilot opposite to the station building. \n3.2. In no circumstance a train is to be allowed to run through an interlocked or a non -\ninterlocked station over a goods loop with 1 in 8 ½ turnout. If it is necessary to pass a non -\nstopping train over a goods loop with 1 in 8 ½ turnout it shall, first, be brought to a stand on \nthat line and then signals, if any taken ‘off’ and the authority to proceed handed over to the \nLoco Pilot. At a non-interlocked station the train shall, in addition, be brought to a halt at the \nOuter signal and then the signals taken ‘off’ for its admission. \n3.3. Warning Boards have been provided at all 1 in 8 ½ turnouts for warning the Loco Pilots \nto restrict the speed to 10 kmph. \n4.1. At non-interlocked stations, bolts and cotters shall be provided for each switch rail at all \npoints on and giving access to running lines. One padlock shall be provided for each such \nset of points. \n4.2. The DEN is responsible for the provisions of bolts, cotters and padlocks and/or clamps \nand padlocks for the points, when renewals and repairs are being carried out until the points \nare formally handed over to traffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 80, + "text": "57 \n \n4.3. The DSTE is responsible for the provision of padlocks and/ or clamps at stations when \ndisconnection of the interlocking gear is taken up for the purpose of renewals, repairs etc. \n5.1. Lever collars are provided for the lever frames at stations. These lever collars shall be \nplaced on the handle of the signal levers to prevent the catch handle being released and to \ngive a visual warning to the operator. \n5.2. Lever collars bearing the words “line blocked” are intended for fixing on the handles of \nthe levers, working points and signals or fixing on the relevant lever of a line on which a train \nor vehicle is left standing or otherwise obstructed. These lever collars shall als o be used \nwhen a train stops at a station to cross and/or to give precedence to another train or trains. \nThe lever collars shall be removed only when the line has been cleared. \n5.3. Lever collars or slide pins are provided for the Station Master’s control instruments. \nThey shall be used on the relevant slide control or the Station Master’s key control in the \nsame manner and for the same purpose for which the lever collars are used on the handle of \nthe levers in the cabins. \n5.4. Detailed instructions regarding the use of lever collars or slide pins shall be incorporated \nin the Station Working Rules of all stations. \n5.5. A board shall be provided in the cabins and at stations indicating the cabin lever \nnumbers and the Station Master’s slide control numbers in respect of each running line on \nwhich the lever collars and slide collars/pins are required to be placed, whenever the running \nline/lines is/are occupied. This board shall be provided by the S&T department. \n6. If all the lines at a station happen to be blocked, when line clear has been granted to a \ntrain, the point should be set for the line occupied by a stabled load or a goods train in that \norder so that, in case of mishap, the chances of casualties are minimized. In case, all the \nlines at a station a re occupied by passenger trains, points should be set for a loop line, to \nnegotiate which, the speed of the incoming train would be reduced, which in turn would \nminimize the consequences/ casualties. While doing so, points may be set for a loop line \noccupied by a train, if any, whose engine is facing the direction of approach of the incoming \ntrain rather than for the loop line occupied by a train where a passenger coach, will, in the \ncase of a collision, receive the impact. These precautions shall be take n in addition to the \nobservance of other precautions like use of lever collars etc. \n7.1. Motor-Operated Points— \n Wherever the points are operated by motor, the normal and reverse position of the motor -\noperated points are repeated in the cabins. The ‘N’ an d ‘R’ indications provided in the \ncabins correspond to the normal and reverse position of the points. The indicators in the \ncabin would be lit up only when the relevant lever/switch/button is operated. After operation \nof every point, the ‘N’ and ‘R’ indic ations must be checked by the Station Master on duty to \nsee that the points are in working order. \n7.2. Provision of Emergency Crank Handles— \n Where points are operated by point motor, emergency crank handles required for the \noperation of point machine duri ng failure of points are provided. The emergency crank \nhandle should be secured in a glass fronted wooden box/case and sealed in the Cabin along \nwith the keys of the pad lock of point machine by the S&T staff. The station staff concerned \nshould be trained properly in the use of the emergency crank handles. \n7.3. Failure of Motor Operated Points— \n If the Station Master on duty does not get the correct indications after every operation \nof motor operated points, the points must be inspected by him to see if there is any \nobstruction in the points and if any obstruction is found it must be carefully removed and \nonce again the points operated from the cabin. If after verification of the points, the \npoints cannot still be set from the cabin, this should be treated as failure of the points. \nThe Station Master on duty shall thereafter break the seal of the wooden box/case and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 81, + "text": "58 \n \nutilize the relevant padlock key and the emergency crank handle for operating the points \nmanually as follows— \n7.3.1. The padlock of the points machine should be unlocked and removed. \n7.3.2. The emergency crank handle should be inserted in the point machine and rotated to \nset and lock the points to the required position in the presence of the Station Master on duty. \nCare should be taken to continue the rotation of the emergency crank handle till it comes to \na stop to ensure that the points are correctly set and locked. However before inserting the \nemergency crank handle in the point machine, it must be ensured that th e relevant point \nlever is in the required position. \n7.3.3. The Station Master on duty shall personally be responsible to ensure the correct \nsetting of points. He must also ensure that the points are clamped, padlocked and the lever \ncollars are put on the relevant point/levers and must retain the keys of the padlocks in his \npersonal custody before authorizing any movement over the affected points. The \nreception/dispatch of trains shall be arranged in accordance with the rules. \n7.3.4. At stations where crank handles provided to operate the point machines manually or \ninterlocked with the signals, authority to pass the signal governing the movement over the \npoints, which are set by crank handle need not be issued if the signal can be taken ‘off’ and \nproper ‘N’ or ‘R’ indication, showing that the points have been properly set and locked in the \nnormal or reverse position, is available in the cabin. The points should, however, be \nclamped and padlocked by the staff deputed to set them by means of crank handle, befo re \nthe crank handle is restored back to the electrical lock and the relevant signals are taken \n‘off’. \n7.3.5. In case of manual operation of defective motor operated points by crank handles, for \npassage of traffic, the trains may be received on signals provided— \n7.3.5.1. A transportation staff not lower in rank than that of an Assistant Station Master is \ndeputed to operate the defective motor operated points which is to be clamped and \npadlocked. \n7.3.5.2. Private Number is exchanged between the transportation staff at the points and the \nAssistant Station Master / Switchman taking ‘off’ the signals to ensure the position of the \npoints and safe custody of the crank handle with the former, and \n7.3.5.3. Correct setting of the defective points, has been proved in t he electrical circuit after \nmanual operation \n7.3.6. The use of emergency crank handle be continued till such time the points are rectified \nby the S&T staff. \n7.3.7. Whenever the emergency crank handle is used, an entry to this effect should be made \nin the emergency crank handle register specially maintained for this purpose and the station \ndiary, duly advising the concerned Signal Inspector/ESM for rectification. \n7.4. Handing over Emergency Crank Handle of motor operated points to S&T staff for \nmaintenance work etc— \nIf the emergency crank handle is required by the S&T staff for maintenance work or for the \npurpose of testing, disconnection and reconnection notices should be issued in accordance \nwith procedure laid down. Whenever the emergency crank handle i s handed over to the \nS&T staff, an entry should be made in the emergency crank handle register showing the \npoints on which the emergency crank handle is required to be used. The lever collars \nshould, at the same time, be put on the relevant levers. During the time, the emergency \ncrank handle is in use, the reception/despatch of trains should be arranged in accordance \nwith the rules. \n \n7.5. Mechanically operated points with ‘N’ and ‘R’ indication in the Cabin/Station— \n At certain stations ‘N’ and ‘R’ ind ications are also provided for the mechanically \noperated points. At these stations the Station Master on duty should check up the \nindications in the cabin/station after the operation of the points to ensure that they are in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 82, + "text": "59 \n \nworking order. If the c orrect indication is not displayed after the operation of points, the \npoints must be inspected by the Station Master on duty to check up if there is any \nobstruction in the points. Any obstruction found must be removed and the points once again \nset and lock ed and the signals taken ‘off’ for reception / despatch of trains. Even after the \ncorrect setting and locking of the points, if the ‘N’ and ‘R’ indications fail to respond, this \nshould be treated as a case of signal failure and the trains dealt in accordan ce with the \nprovisions of rules. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..77)) MMooddiiffiieedd aanndd aaddddeedd nnoottee \nNote : Refer S.R.4.10 for enhanced speeds on improved turn-outs. \n \n3.39. Locking of facing points.— \nFacing points, when neither interlocked nor key locked, shal l be locked for the \npassage of a train either by a clamp, or by a through bolt, with a padlock. It is \nnot sufficient to lock the lever working the points. \n \n3.40. Conditions for taking ‘off’ Home signal.— \n (1) When a train is approaching a Home sig nal otherwise than at a \nterminal station, the signal shall not be taken ‘off’ until the train has \nfirst been brought to a stand outside it, unless- \na) on a double line, the line is clear for an adequate distance beyond \nthe Starter; or \nb) on a single line, line is clear for an adequate distance beyond \nthe trailing points, or under approved special instructions for an \nadequate distance beyond the place at which the train is required to \ncome to a stand. \n (2) Where a train has first been brought to a stand outside the Home \nsignal, the signal may be taken ‘off’, if- \n (a) on a double line, the line is clear upto the Starter, or \n (b) on a single line, the line is clear upto the trailing points or under \napproved special instructions up to the place at which the train is \nrequired to come to a stand. \n (3) Except under approved special instructions, the adequate distance \nreferred to in sub-rule (1) shall never be less than- \n(a) 180 metres at stations equipped with two -aspect lower quadrant \nor two-aspect colour light signals, or \n (b) 120 metres in the case of stations provided with multiple -aspect \nsignals or modified lower quadrant signals. \n (4) Where a sand hump of approved design, or under approved s pecial \ninstructions a derailing switch, has been provided for the line on \nwhich a train is to be received, they shall be deemed to be efficient \nsubstitutes for the adequate distance referred to in sub-rule (3). \nS.R.3.40.1. The adequate distance for taking ‘off’ signals shall be specified in the Station \nWorking Rules of the stations concerned and when the approval of the CRS has been \nobtained in terms of Rule 3.40 (1) (b) and (4), this shall also be indicated in the Station \nWorking Rules. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..33)) MMooddiiffiieedd \n 2. Whenever a stopping train is to be received on a line not provided with track circuit or \naxle counter, Station Master shall ensure personally that the nominated line is clear of \nvehicles not only upto berthing place but also for an adequate distance beyond it.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 83, + "text": "60 \n \n3.41. Conditions for taking 'off' Outer signal.— \n (1) When a train is approaching the Outer signal otherwise than at a \nterminal station, the signal shall not be taken 'off' until the train has \nfirst been bro ught to a stand outside the signal, unless the line on \nwhich the train is to be received in the station is clear-- \n (a) in the case of a double line, up to the Starter signal, and \n(b) in the case of a single line, for an adequate distance beyond the \nfirst facing points. \n (2) Where the train has first been brought to a stand outside the Outer \nsignal, the signal shall not be taken 'off' unless the line is clear up to \nthe first facing points, or upto the Home signal at a station where \nthere are no facing points. \nS.R.3.41. The Outer signal shall not be taken 'off; until the Home signal has been taken 'off’. \nThe Outer signal shall normally be put back to 'on' before the Home signal. If the Loco Pilot \nfinds the Outer signal in 'off position, w hen the relevant Home signal is 'on' or drooping, he \nshall treat both the Home and the Outer signals as defective and stop his train. \n \n3.42. Conditions for taking 'off' last Stop signal or Intermediate Block Stop \nsignal.— \nThe last Stop signal or Intermedia te Block Stop signal shall not be taken 'off' \nfor a train unless Line Clear has been obtained from the block station in \nadvance. \n \n3.43. Conditions for taking 'off' Warner signal.— \nA Warner signal shall not be taken 'off' for a train that is booked to stop or for \na train that has to be stopped out of course. \n \n3.44. Conditions for taking 'off' gate Stop signal.— \nA gate Stop signal shall not be taken 'off' until the concerned level crossing or \ncrossings is or are free from obstruction and the gates of such lev el crossing \nor crossings are closed and locked against road traffic. Where a gate Stop \nsignal is interlocked with station signals, it shall be worked in accordance with \nspecial instructions. \n \n3.45. Conditions for taking 'off' Calling-on signal.— \nA Calling-on signal shall not be taken 'off' until the train has been brought to a \nstand at the Stop signal below which the Calling-on signal is provided. \n \n3.46. Use of fixed signals for shunting.— \n (1) The Outer, Home and the last Stop signal of a station s hall not be \ntaken ‘off’ for shunting purposes. \n (2) At stations where Advanced Starters are provided, Starters may be \ntaken ‘off’ for shunting purposes, except where the interlocking \ninterferes with this practice, in which case hand signals shall be used \nwhere Shunting signals are not provided. \n \n3.47. Taking 'off' signals for more than one train at a time.— \nWhen two or more trains are approaching simultaneously from any direction, \nthe signals for one train only shall be taken 'off', other necessary", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 84, + "text": "61 \n \nsignals being kept at 'on', until the train for which the signals have been taken \n'off' has come to a stand at the station, or has cleared the station, and the \nsignals so taken 'off' for the said train have been put back to 'on', except where \nunder special instructions, the interlocking or the layout of the yard renders a \ncontrary procedure safe. \n \n3.48. Stoppage of trains out of course at stations provided with two aspect \nsignaling.— \nWhen a train which is booked to run through has to be stopped out of c ourse \nat a station equipped with two aspect signals, it shall not be received until- \n(a) at stations provided with working Warners but not provided with \nStarters, the working Warner is kept at 'on', \n (b) at stations provided with Starters but n ot provided with working \nWarners, the relevant Starter is kept at 'on', \n (c) at stations provided with both working Warners and Starters , both the \nsignals are kept at 'on', and \n (d) at stations provided with neither a working Warner nor a St arter, the \nfirst Stop signal is kept at 'on', and the train brought to a stand outside \nit. \nS.R.3.48. For all the purposes, in this connection, goods trains should be considered as \nthrough goods trains and this rule should be applied accordingly since with the introduction \nof air brake operation, and with intensive BPC with the validity for 7500 Kilo Metres or 30 \ndays whichever is earlier, sectional goods trains have been abolished. \n \n3.49. Care and lighting of signal lamps.— \n (1) The Station Master shall see that lamps of fixed signals, indicators \nand boards such as Shunting Limit Board, Block Section Limit Board \nand Stop Board at his station are lighted at sunset, and are not put out \nuntil after sunrise, or at such earlier or l ater time as may be prescribed \nby special instructions. \n (2) Sub-rule (1) shall not apply to- \n (a) approach lighted signals, \n (b) colour light and p osition light signals which shall be kept lit \nthroughout the day and night, and \n (c) the sections where no train is scheduled to run at night. \n (3) The Station Master shall ensure that the lamps of fixed signals, \nindicators and b oards such as Shunting Limit Board, Block Section \nLimit Board and Stop Board, when lit, are burning brightly and that the \nlenses of lamps and spectacle glasses are properly cleaned and back -\nlights clearly visible. \n (4) Whenever night signals are use d, the Station Master shall not grant \nLine Clear unless he has ensured, either personally or in the \nmanner prescribed under special instructions, that the lamps of \nfixed signals at his station which are not approach lighted and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 85, + "text": "62 \n \nwhich apply to the train are burning. If signal lights cannot be kept \nburning he shall, before giving Line Clear, initiate action in \naccordance with the procedure prescribed in Rules 3.68 to 3.72. \n (5) Before lighting a semaphore s ignal or indicator lamp, the railway \nservant deputed for lighting it, shall inspect the lenses and spectacle \nglasses. In case he finds the red roundel broken, cracked or missing, \nhe shall not light the lamp and shall report the fact immediately to the \nStation Master who shall treat the signal as defective. \n (6) Every railway servant in charge of signals shall see that the greatest \ncare is taken in the focusing, cleaning and trimming of signal lamps. \nS.R.3.49.1. Whenever power fails and colour ligh t signals become blank, the Station Master \nshall not grant Line Clear unless he has initiated action in accordance with the procedure \nprescribed in G. R. 3.68 and 3.69. \n2. The railway servant who lights the signals shall inspect roundels for cracks or bre akages \nand if any defect is noticed, immediately report the matter to the Station Master on duty who \nwill enter the report in the Station Dairy. Such signals shall be treated as defective during the \nperiod they are required to be kept burning and action sh all be taken in accordance with the \nprocedure prescribed in G.R.3.68 to 3.72 and Subsidiary Rules there under provided further \nthat if there is any crack or breakage in the red roundel, the signal shall not be allowed to \nremain lit and a railway servant sh all be deputed to show Stop hand signal to the \napproaching trains from the foot of the signal. \n3. After the lighting up time of signals, if there is any heavy storm, particularly hail storm or \ncyclone, the Station Master shall depute a competent railway se rvant to inspect the signals \nand note the condition of the roundels. If any roundel is found broken, cracked or missing the \nsignal shall be treated as defective and action taken in accordance with G.R.3.68 to 3.72 \nand Subsidiary Rules thereunder. \n4.1. Before giving Line Clear for a train, the Station Master shall ensure that the arms of the \nreception signals pertaining to the train are at ‘on’ and at night, the signal lamps are lighted \nand back-light is visible or the repeater provided for the purpose confi rms the same. If any \nreception signal arm is not at ‘on’ and at night the signal lamp is not lighted, the Station \nMaster shall place the signal arm to ‘on’ or light the signal lamp and until this has been \nensured Line Clear shall not be given for a train. \n4.2. The Station Master shall comply with Para 3.1 by personally observing the signal arm by \nday and the back-light by night. If it is not possible to see the signal arm or back -light owing \nto thick, foggy or tempestuous weather impairing visibility or fo r any other reason, he shall \nproceed to a convenient place outside his office from where it can be seen. \n4.3. In case of signals with electric repeaters, the arm repeater by day and both the arm and \nthe light repeaters by night shall be observed. In the colour light signalling territory, the \nStation Master shall observe the aspect of the signal as indicated by the miniature light \nrepeater provided. \n4.4. At stations provided with block instruments and Station Master’s slide control in the \nsame office, the Station Master shall comply with Para 4.1 by ensuring that the slide \npertaining to the signal is in normal position by day and night and the back -light is visible by \nnight or if the back -light is not visible, by exchanging Private Numbers with the Cabinman / \nLeverman.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 86, + "text": "63 \n \n4.5. In case, it is not possible for the Station Master to ensure the visibility of the arm or \nback-light, he shall before giving Line Clear initiate action for receiving the train in \naccordance with the procedure laid down in G.R.3.68 to 3.72 and the subsidiary rules \nthereunder [See G.R.3.49 (4)]. \n4.6. The time at which the lamps of fixed signals, indicators and boards, such as Shunting \nLimit Board, Block Section Limit Board and Stop Board at the station are to be lighted and \nput out shall be prescribed in the Station Working Rules. \n5. Maintenance of signal lamps: \nThe following instructions regarding the cleaning, lighting and maintenance of signal lamps \nare to be adhered. \n5.1. Founts: \n5.1.1. All founts must be taken to the station lamp room every day in the forenoon on the \ntrays provided for the purpose, for cleaning and refilling. Founts must not be cleaned and \nrefilled at the signals. \n5.1.2. Cleaned and refilled founts must be taken out to the signals from the station lamp \nroom after 16 hours. The founts must be available for inspection by Station Master and \ninspecting officials of Operating and S & T departments during the day. \n5.1.3. Lamp cases must be thoroughly cleaned, and all soot and dirt removed from the \ninterior, especially from the top, every day. \n5.1.4. Founts must not be emptied daily, but only refilled to make up the quantity used the \nprevious night. Founts must not be filled full or otherwise the lamps will catch fire. Founts \nmust be filled not higher than the bottom of the burner collar and afterwards wiped clean. \n5.1.5. A fount when filled to its normal height contains 10 fl.oz (1/2 pint) and the standard S \n& T burner will burn about 3 ½ hours per fl.oz. Hence, the quantity of oil required is \napproximately 1 ½ pints p er 100 burning hours and supply to stations must be regulated \naccordingly. \n5.1.6. Filler caps must be kept in place to prevent dirt or water getting into the oil. Leaky \nfounts and lost filler caps must be promptly reported to the Signal Inspectors for \nreplacements. \n5.1.7. During the first week of every month, all founts must be emptied and drained and \nthoroughly cleaned to remove sediment and water. Oil drained from founts must never be \nused again in founts, but may be used for general cleaning purposes. \n5.2. Burners: \nBurners must be thoroughly cleaned and air vents opened every day with brushes provided \nfor the purpose and not with any other metal implement. Burners gummed with oil, soot or \nincrustations will be periodically withdrawn for chemical cleaning by S & T staff. Broken and \ndefective burners must be reported promptly to Signal Inspector for replacement. \n5.3. Wicks: \nWicks must be carefully trimmed every day. When trimming wicks, the charred portion must \nbe broken off with the fingers or cut off with scissors or trimmers and the wick left clean and \neven. Wicks too short to reach the bottom of the fount or clogged with dirt or gummy oil must \nbe periodically renewed by S & T staff. New wicks should be perfectly clean and dry and \nmust be saturated in oil before using. \n \n5.4. Lighting of Lamps: \nFounts must be lighted with the matches provided for this purpose and not with piece of \noil waste. The wick when lighted must be adjusted until it burns steadily without smoking. \nToo high a flame will smoke but too low a flame will cause the flame to be out of focus \nwith the lens and give a defective light. It will also be the cause for the failure of light", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 87, + "text": "64 \n \nrepeaters wherever provided at the station or cabin. Special care must be taken during \nmonsoon to keep water away from oil and wicks, lamp doors and tops must be kept closed, \nexcept when cleaning, lighting or extinguishing. Lamps defective or in need of repairs must \nbe reported to the Signal Inspector. The inner and outer surfaces of the lense s of the signal \nlamp shall be cleaned daily. \n5.5. General: \n5.5.1. The Operating staff are responsible for cleaning, lighting of signals, point indicator \nlamps and founts. \n5.5.2. The Station Masters are responsible for explaining these instructions to their staff and \nfor periodically inspecting to see that they are properly and regularly carried out. \n5.5.3. Traffic Inspectors must inspect the station lamp rooms periodically to see that these \ninstructions are carried out by station staff concerned. \n5.5.4. Each Signal Inspector must examine all the signals and point indicator lamps on his \nmonthly inspections to see that the lamps and founts are in good order and are being kept \nclean. Lamps and founts found defective must be replaced promptly. Cases of excessi ve \ndamage to lamps or neglect in cleaning should be reported to DSTE and DSO. All signal \nlamps should be over-hauled once in a year and the date of over -haul should be marked on \neach lamp. \n \n3.50. Traps, slip sidings and catch sidings.— \nThe Station Master shall take steps to ensure that the points of all traps, slip \nsidings and catch sidings and other points are set against the line which they \nare intended to isolate, except when it is not necessary that they should be \nopen for the purpose of isolation. \nS.R.3.50.1. Traps on siding (which may be Scotch Block, Derail, Derailing Switch or Trap \nSwitch) are intended to derail vehicles, which escape from the sidings. Except when \nrequired to be taken away from the line or reversed for the passage of trains or vehi cles, the \nTraps shall normally be kept as under :- \n1.1. Scotch Blocks and Derails shall be kept locked in position on the rail. \n1.2. Derailing switches shall be kept locked in the open position; and \n1.3. Trap switches shall be set against the running line and locked in that position. The staff \nin possession of the keys of the traps shall be held responsible for carrying out these \ninstructions. \n2. Trap indicators are used to indicate the position of derailing switches or derails, protecting \nthe siding or running line. They show a red target by day and a red light by night in both the \ndirections, when the derailing switch is open or the derail is on the rail, and the knife edge of \nthe disc by day and a green light in both directions by night when the derail ing switch is \nclosed or derail is off the rail. Points leading to a short dead -end and used solely for the \npurpose of trapping the running line or sidings shall be treated as derailing switches. \n3.1. Slip sidings are intended to prevent vehicles at statio ns from escaping on to the main \nline. On no account shall slip sidings be used for shunting purposes. Stabling of vehicles on \nslip siding is prohibited. \n3.2. Catch sidings/kopcke sidings are intended to catch vehicles which have escaped from \nthe adjacent station or trains or parted portions of train coming out of control from the \nadjacent block section. On no account shall vehicle be shunted/stabled on the catch/kopcke \nsidings. \nNote:- Kopcke sidings are catch sidings of another design and serve the same purpose. \n3.3. Except when expressly opened for the passage of trains in the facing direction, the \npoints of the slip sidings and the catch/kopcke sidings shall be kept set for these sidings", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 88, + "text": "65 \n \nnormally and the keys of su ch points, if any, shall be kept in the safe custody of the Station \nMaster. The rules incorporated in the Station Working Rules with regard to the operation of \nthese points shall be strictly observed. \n \n3.51. Points. – \n (1) All points shall normally be set for the straight except when otherwise \nauthorized by special instructions. \n (2) The railway servant concerned with the operation of points and \nsignals shall not, while on duty, leave the place of operation of points \nor signals which are under his charge except under special \ninstructions. \n (3) No railway servant shall interfere with any points, signals, or their \nfittings, signal wires or any interlocking or block gear for the purpose of \neffecting repairs, or for any other purpose , except with the previous \npermission of the Station Master. \nS.R.3.51.1. Any railway servant on duty in a non -block cabin who has received instructions \nfor the admission or dispatch of a train shall continue to be on duty till the arrival or departure \nof t he train. If there is any unusual delay for arrival or departure of the train, the Station \nMaster shall arrange to relieve the railway servant and ensure that the reliever understands \nhis duties. \n2.1. If at any time during his hours of duty, the Station M aster in-charge of a signal cabin \nwhere block instruments are placed finds it necessary in order to comply with safety rules, to \nleave the cabin temporarily, he shall specially depute a responsible railway servant to remain \nin the cabin or close and lock up the cabin. \n2.2. Whenever, in an emergency, points, signals or any other safety appliances have to be \nleft unattended, they shall be secured in their position by the means provided. \n2.3. Pointsmen in cabin or staff -in-charge of points or signals shall not leave their posts, \nunless they are relieved. \n3.1. At certain stations, point indicators are provided. They are not signals but are \nappliances fitted to and working with points to indicate by day or by night the position in \nwhich the points are set. All the Point indicators shall show a white target by day or a white \nlight by night in both directions when the points are set for the straight and no target by day \nand a green light by night in both directions when the points are set for the turnout. \n3.2. At non-interlocked stations and stations provided with rudimentary interlocking, the \nStation Master and Loco Pilot shall satisfy themselves by the indications of the Point \nindicator that the points have been correctly set. \n3.3.1. At interlocked stations in Mu ltiple-Aspect Signalling territory, provided with a single \narm Home signal, the Station Master and the Loco Pilot of an incoming train, should observe \nthe point indicator to make certain that a Home signal has been taken ‘off’ only for the route \non which the train is to be received. \n3.3.2. At other interlocked stations, the Station Master need not observe the point indicator \nto satisfy himself that the points are correctly set during the reception of trains if bracketed \nHome signals have been provided and during dispatch of trains, if Starter signals have been \nprovided. \n3.4. When signal becomes defective (interlocked and non -interlocked stations), the Station \nMaster shall personally make sure that the points are correctly set, clamped and locked. \nThe Loco P ilot and also the Station Master shall observe the Point indicator, wherever \navailable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 89, + "text": "66 \n \n4. No work necessitating interference with points, lock bars, detectors, signals or other \ninterlocking gear which are likely to affect the safety of trains or traffic sha ll be \ncommenced except with the consent of the Station Master. \n \n5. A signal maintainer whether Block, Electrical or Mechanical shall be in possession of a \ncertificate of competency declaring that he understands all the relevant rules and instructions \npertaining to his duties and is competent to undertake the work which may necessitate \ninterference with points, lock bars, detectors, signals etc., and independently may also \nundertake such work except interference with locking arrangements in an interlocked fr ame. \nThis certificate of competency shall be issued by the Principal / STTC / MLY after successful \ncompletion of Initial course / Refresher course, which is valid for a period of four years. As a \ntemporary measure, DSTE/ASTE of the Division can extend th e validity of Competency \ncertificate for one year. However, only one such extension is permissible. \n \n6. The Signal Inspector or the person in-charge of the work shall before taking in hand any \nwork in connection with a lever frame, points, signals, loc k bars or detectors etc., involving \ndisconnection or removal of interlocking gear of any kind, advise the Station Master in writing \nin Form S&T (T/351) (Disconnection Notice) and obtain the signature of the Station Master \non the copy of ‘Acknowledgement of disconnection/reconnection notice’. In the case of joint \nworks involving Engineering department, a special mention may be made in the form S&T \n(T/351) as “Joint-work with Engineering department”. The Station Master’s signature on the \nacknowledgement copy is the authority for the signal branch to commence the work. Where \ncabins are under the control of Station Master, he must advise the cabin staff giving the \nparticulars of the point which is disconnected, under the exchange of Private Numbers. After \nthe work is completed, the person in -charge of the work shall jointly test with the Station \nMaster such signals, points, lock bar, gears etc., and then fill up the second part of the form \nS&T (T/351) (Reconnection Notice) and obtain the signature of the Stat ion Master on the \ncopy of ‘Acknowledgement of the disconnection/reconnection notice’. The signature of the \nperson in -charge of the work on the reconnection notice is the authority for the Station \nMaster to resume normal working. \n \n7.1. In the interval bet ween disconnection and reconnection, if it is necessary to pass the \ntrains or perform shunting movements, the Station Master on duty shall advise the Signal \nInspector or the person in charge of the works by a memo stating in which position the points \nare to be set. The Station Master or other authorized staff on his behalf with the permission \nof the Signal Inspector or the person in charge of the work shall arrange to set and clamp the \npoints in the desired position for the safe passage of the trains. The relevant signals shall be \nplaced at ‘on’ by the staff of S&T branch. In the case of joint works, permission of the PWI \nor his authorized staff also has to be obtained in advance by the S&T branch. Shunting \nmoves are to be avoided as far as possible. If the disconnection of points is made at one \nend of the cross over, the points at the both ends of the cross -over should be treated as \nhaving been disconnected and should be clamped and padlocked by the Station Master and \ntrains passed over the same by piloting. It should be ensured that the other end of the cross-\nover shall also be set, clamped and padlocked for isolation of the train, which passes on the \nstraight road. The other end should be set and clamped for the cross -over movement, if the \nmovement is over the cross-over. \n \n \n7.2 It shall be the duty of the Station Master or any authorised person on his behalf to \nensure that the points are set and clamped for the correct route. He will then put the \npadlock on the clamp to prevent any interference the rewith until the completion of the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 90, + "text": "67 \n \ntrain or the shunting movement, as the case may be. Cotter bolting wherever available is \nalso permissible with padlocking. \n7.3. The cotter, bolt or clamp should be removed by the Station Master or the authorized \nperson after the completion of the train or shunting movement and then the Signal Inspector \nor the person in charge of the work can resume work on the gear. \n7.4 On completion of the Engineering work, a certificate to the effect that the Engineering \nworks have been completed and track is safe for the passage of the train shall be given by \nthe Engineering official to the Signal Inspector/Maintainer, in charge of the work with a copy \nto the Station Master. Only after the receipt of this certificate, reconnection notice shall be \nissued by the S&T staff. \n8. Except under special instructions issued by the DRM, wherever the points or signals or \ninterlocking gears are disconnected in terms of S.R. 3.51.6 the concerned points/interlocking \ngear shall be treated as out o f order. The relevant signals shall be placed at ‘on’ by the staff \nof the S&T branch. \n9.1. Whenever it is necessary for Signal Inspector or a duly certified and competent Signal \nMaintainer to carry out tests of signal appliances of any description, he shal l make an entry \nin the station diary or cabin diary stating the particulars of work to be done and the time \nrequired. The Station Master shall countersign this entry and add any remark he may \nconsider necessary regarding the movement in the yard etc., befo re the work is taken on \nhand. \n9.2. After the Inspecting Official has given such notice, the Station Master shall advise the \ncabin staff and get their acknowledgements by obtaining a Private Number for carrying out \nthe test and record the Private Number in the diary. No move which would lead to the end of \nthe yard where testing is in progress shall then be carried out, without first obtaining the \npermission of the Station Master. This permission shall not be given by the Station Master \nuntil the official carrying out the test has been advised and his acknowledgement obtained in \nwriting and all testing relating to the line on which the movement is to take place has been \nstopped. Such permission shall be conveyed by communication of a Private Number. \n9.3 The Lo co shed shall be advised that engine movements towards the Traffic Yard shall \nnot be allowed without the permission of the Station Master. A banner flag preceded by a \nStop hand signal shall also be provided at the exit from the Loco Yard under the orders o f \nthe official carrying out the test, in the absence of a fixed signal controlling such exit. \n \n \n \nE. Hand Signals \n \n3.52. Exhibition of hand signals.— \n (1) All hand signals shall be exhibited by day, by showing a flag or hand \nand by night by showing a light as prescribed in these rules. \n (2) During day a flag or flags shall normally be used as hand signals. \nHands shall be used in emergencies only, when flags are not \navailable. \n (3) During night a hand signal shall normally be given b y showing a red \nor green light. A white light waved violently shall be used as a Stop \nsignal only, when the red light is not available. \n (4) Red or green light referred to in sub -rule (3) shall be either a static or flashing \ntype.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 91, + "text": "68 \n \n \nS.R.3.52. The arrangement of red and green slides in the hand signal lamps shall be \nuniform. Holding the lamp with the front facing away the green slide should be on the left \nhand side and the red slide on the right hand side. Every railway servant using a hand signal \nlamp shall see that the slides are on the correct sides. The railway servant using the hand \nsignal lamp shall verify everyday just before coming on duty that all the glasses are intact. \n \n3.53. Stop hand signal— \nIndication: Stop dead \n How given by day: \nBy showing a red flag or by raising \nboth arms with hands above the head \nas illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 92, + "text": "69 \n \n \nHow given by night: \n By showing a red light or by violently waving \n a white light horizontally across the body of \n the person showing the signal as illustrated below:- \n \n \n3.54. Proceed hand signal.— \n Indication: Proceed \n How given by day: \n By holding a green flag or by holding one \n arm steadily as illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 93, + "text": "70 \n \nHow given by night: \n By holding a green light steadily as illustrated below: \n \n \n3.55. Proceed with caution hand signal.— \n Indication: Proceed slowly reducing \n speed further if the \n signal is given at a \n progressively slower rate. \n How given by day: \n By waving a green flag vertically up and down \n or by waving one arm in a similar manner \n as illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 94, + "text": "71 \n \nHow given by night: \n By waving a green light vertically up and down \n as illustrated below: \n \n \nNote.-- When the speed is to be reduced further, this signal shall be given at a \nslower and slower rate and when a stop is desired, the Stop hand signal \nshall be shown. \n \n3.56. Hand signals for shunting.— \nThe following hand signals shall be used in shunting \noperations in addition to the Stop hand signal:- \n \n \n \n \n \n(a) Indication: Move away from the \n person signalling", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 95, + "text": "72 \n \nHow given by day: \nBy a green flag or one arm moved slowly up and down as \nillustrated below: \n \nHow given by night: \n \nBy a green light moved slowly up and down as illustrated below: \n \n \n(b) Indication: Move towards the person \n signalling", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 96, + "text": "73 \n \nHow given by day: \nBy a green flag or one arm moved from side to side \nacross the body as illustrated below: \n \n How given by night: \nBy a green light moved from side to side across the body \nas illustrated below: \n \nNote.-- The hand signals fo r ‘Move away from the person signalling’ , and \n‘Move towards the person signalling’ shall be displayed slower and slower, \nuntil the Stop hand signal is given, if it is desired to stop.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 97, + "text": "74 \n \n(c) Indication: Move slowly for \n coupling \nHow given by day: \nBy a green and a red flag held above the head or both hands raised over the \nhead and moved towards and away from each other as illustrated below: \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \nHow given by night: \nBy a green light held above the head and moved by twisting \nthe wrist as illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 98, + "text": "75 \n \n3.57. Banner flags.— \nA banner flag is a temporary fixed danger signal, consisting of a red cloth \nsupported at each end on a post and stretched across the line to which it \nrefers. \nS.R.3.57. Banner flags shall not be less than 150 centimetres long and 45 centimetres wide. \nThey shall be stretched across the track on poles not less than 1.5 metres high at an \nadequate distance from the spot, which they are intended to protect. \n \n3.58. Knowledge and possession of hand signals.— \n (1) Every railway servant connected with the movement of trains, shunting \noperations, maintenance of installations and works of any nature affecting safety of \ntrains shall have— \n (a) a correct knowledge of hand signals; and \n (b) the requisite ha nd signals with him while on duty and keep them in good \nworking order and ready for immediate use. \n (2) Every railway servant shall see that the staff under him concerned with use of \nhand signals are adequately supplied with all necessary equipment for hand \nsignalling and have a correct knowledge of their use. \n (3) A red flag and a green flag by day or a lamp, which is capable of showing \nred, green and white lights by night, shall constitute the requisite \nequipment for hand signalling. \n (4) Every Station Master shall see that his station is adequately supplied with all \nnecessary equipment for hand signalling. \n \nF. Detonating Signals \n3.59. Description of detonating signals.— \nDetonating signals, otherwise known as detonators or fog sign als, are appliances \nwhich are fixed on the rails and when an engine or a vehicle passes over them, they \nexplode with a loud report so as to attract the attention of the Loco Pilot. \n3.60. Method of using detonators.— \n (1) A detonator when required to be used shall be placed on the rail with a label \nor brand facing upwards and shall be fixed to the rail by bending the clasps \naround the head of the rail. \n (2) In the case of a mixed gauge, detonators shall be placed on the common rail \nor on one rail of each gauge. \n3.61. Placing of detonators in thick, foggy or tempestuous weather impairing \nvisibility.— \n (1) In thick, foggy or tempestuous weather impairing visibility, whenever it is \nnecessary to indicate to the Loco Pilot of an approa ching train, the locality \nof a signal, two detonators shall be placed on the line, by a railway servant \nappointed by the Station Master in this behalf, about 10 metres apart, and \natleast 270 metres outside the signal or signals concerned. \n (2) (a) The Station Master may comply with the provisions of sub -rule (1) at his \ndiscretion; but shall always do so when visibility conditions from any \ncause prevent him from seeing a prescribed visibility test object from a \ndistance of not less than 180 metres o r a lesser distance if expressly \nsanctioned by the Railway Board. \n (b) The Visibility Test Object may be— \n (i) a post erected for the purpose and lighted at night; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 99, + "text": "76 \n \n (ii) the arm by day and the light or the back light by night of a fixed \nsemaphore signal specified by special instructions; or \n (iii) the light of a fixed colour light signal both by day and night \nspecified by special instructions. \n((AASS NNoo..66,, ddaatteedd 2255..1111..1100 –– iitteemm NNoo..11)) S.R.3.61 replaced as under \nS.R.3.61: Train operations during fog \nS.R.3.61.1.: The following works shall be completed before the onset of foggy season and during \nfoggy weather. \n1.1. Provision of Fog Safety Device on locomotives running in fog affected areas. \n1.2. Provision of Fog Lamps on locomotives running over fog affected areas. \n1.3. Adequate procurement of detonators. \n1.4. Lime marking across the track at the Signal Warning Board (or at Distant Signal in case of \ndouble Distant Signals). \n1.5. All Signal Warning Boards, Whistle Boards, W/L Boards, Fog Signal Posts and lifting barriers \nof vulnerable level crossing gates which are accident prone and busy level crossing gates \nshould be either painted or provided with yellow / black luminous strips. The work o f \nrepainting for their proper visibility should be completed before the onset of winter / foggy \nseason. \n1.6. Provision of Blinker Lights used on roads (with 9 LEDs) or 5 consecutive luminous boards \n(self illuminating) at 50/75 metres short of First Stop Signal for indicating the location of the \napproaching First Stop Signal to the Loco Pilot. \n1.7. Modification of existing fixed Red Light in rear of SLRs etc. to an LED Red Light with a \nswitch available with the Guard to put the light to ‘on’ position when t he train is held up in \nAutomatic territory in abnormal situations including fog. This will be in addition to the \nFlashing Red Tail Lamp. \nS.R.3.61.2. : 20% reduction in train movements during fog shall be ensured i.e., by reduced loco \nmovements from and to sheds, shunting in major yard etc., and mainly by cancellation of Mail / \nExpress and Passenger trains running in and via Delhi area as also upto an equal number in \nother fog affected sections (other than the trains passing via Delhi area). A review shall be done \nmutual consultation with Zonal Railways to identify the Mail / Express and Passenger trains \nwhich are to be cancelled and the proposals be sent to the Coaching Directorate/Railway Board. \nS.R.3.61.3.: Consequent to reduction of train movements, the loco / crew / rake links shall be \nreviewed during the period of fog. \nS.R.3.61.4.: Visibility Test Object (VTO) is prescribed to check the adequacy of visibility of \nsignals and to guide the SM for arranging to place detonators to warn the Loco Pilot of an \napproaching train about the location of FSS when the prescribed VTO cannot be seen by the SM \nduring fog. A particular signal arm by day or the light of a signal by day or night or the back light \nof a signal shall be prescribed to serve as VTO wherever necessary. \n4.1. Visibility Test Post: \nWhen VTO cannot be prescribed, Visibility Test Post (VTP) shall be erected in either direction at \na distance of not less than 180 metres from a nominated place where the SM shall stand. VTP \nmay be a post fixed vertically in the ground which shall be painted with yellow self luminous paint \nor provided with yellow self luminous strips with the provision of fixed white light. The white light \nshall be switched on by Station Master during day and night when there is fog. \n4.2. When such a VTO / VTP cannot be seen by the SM, it shall be taken that fog has set in and \nthe rules under S.R.3.61.6 shall be followed. \n4.3. The prescribed VTO / VTP shall be mentioned in the SWR. There shall not be any VTO / \nVTP for stations provided with double Distant Signals. \nS.R.3.61.5.: Fog signal posts are erected at 270 m. in rear of FSS in either direction to indicate \nthe location for placing detonators by Fog Signalman. Fog signal post may be a steel trough \nsleeper fixed vertically in the grou nd which shall be painted alternatively with black and yellow \nself luminous paint or provided with black and yellow self luminous strips.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 100, + "text": "77 \n \n5.1.: Where not necessary to place detonators: \n(i) Where a reliable Fog Safety Device has been provided on locomotives a nd notified to \nstations by the divisional authorities. \n(ii) Where double Distant signals are provided. \n(iii) At Gate signal. \n(iv) At departure stop signal. \n(v) At the site of temporary speed restriction. \n 5.2.: Where necessary to place detonators: \n(i) At class ‘A’ station in rear of Home signal, one detonator at 270 metres and another at \n280 metres. \n(ii) At class ‘B’ station with Lower Quadrant Signals, in rear of Outer signal, one detonator at \n270 metres and another at 280 metres. \n(iii) At class ‘B’ class with MACLS and single Distant sig nal, in rear of Home signal, one \ndetonator at 270 metres and another at 280 metres. \n(iv) At Reporting stations in Automatic block territory. \nS.R.3.61.6.: Procedure for placing detonators during fog: \n6.1. SM shall observe the VTO / VTP before granting Line Clear to every train during thick, \nfoggy or tempestuous weather impairing visibility. If the VTO / VTP is not visible, it shall be \ntaken as fog has set in and SM shall arrange to place detonators in rear of FSS. \n6.2. SM shall send two trained railway servants i.e., Pointsman / Gangman to act as Fog signal \nmen, one in either direction with 20 detonators to the Fog Signal Posts which are erected at \n270 metres in rear of First Stop signal. \n6.3. Each of these Fog signal man shall proceed speedily to the respective FSP and place two \ndetonators 10 metres apart from each other on the centre of the head of the rail, with the \nlabel or brand upwards, which shall be securely fastened to the rail by bending the clasps \nround the upper flanges of the rail, which on explosion under the whee ls of an engine, will \nwarn the Loco Pilot of his proximity to the Outer / Home signal of the station as the case \nmay be. \n6.4. SM shall not grant Line Clear unless he receives information on walkie -talkie from Fog \nsignal man that detonators have been placed at the FSP. In case of no intimation from Fog \nsignalman due to walkie -talkie not being available or out of order etc., Station Master can \ngrant Line Clear for the first train after a time lapse of 30 minutes from the departure of Fog \nsignalman. \n6.5. Line Clear shal l not be granted for a train during fog when all the running lines are \noccupied at the station. \n6.6. After placing detonators on the line, the Fog signal man shall withdraw beyond the safety \nradius of 45 metres from the detonators before they are exploded by an approaching \nengine or train. He shall warn any other persons in the vicinity of the safety radius to keep \naway. Staff while observing the safety radius of 45 metres shall place themselves as far as \npossible in rear of the locomotive, train or wagon passing over the detonators. \n6.7. After passage of each train, over the detonating (fog) signals, which have been so placed \non the rails, the Fog signal man shall immediately replace them by two fresh detonators. \nOn single line sections, for trains leaving the stat ion, the Fog signal man deputed to place \ndetonators shall show to the Loco Pilot a proceed hand signal (PHS). \n6.8. Each of the trained Fog signal men sent out with detonating (fog) signals, shall carry a flashing \nhand signal lamp. If the Fog signal man is awar e of any obstruction on the line, he shall show a \nStop hand signal in the direction in which a train is expected or approaching. \n6.9. DRM will notify the names of stations at which fog prevails persistently. At each such station, \ntwo Pointsmen and two Gangmen shall be nominated to act as Fog signal men. All four men \nshall be fully trained in fog signalling duties. \n6.10. At a double line station, if the fog appears for about seven days in a month, it should be treated \nas persistent fog and separate Fog signal men sho uld be appointed. If the fog is less than \nseven days in a month, the Station Master shall call out two of the trained Fog signal men, who \nare off duty to work for fog signalling duties.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 101, + "text": "78 \n \n6.11. At single line stations, the DRM should examine the duration of fog and number of days in \na month on which it appears and determine whether separate Fog signalmen are required \nor not. If fog appears only on one or two days in a month and for short duration, it is not \nnecessary to have separate Fog signal men. \n6.12. On branch li nes or sections, on which the traffic is light, instead of a Fog signal man \nremaining continuously on duty at each fog signal post, a Fog signal man may be sent out \nto place detonating (fog) signals for each individual train. This procedure may be adopted \nunder special instructions. In such cases, Line clear shall not be given for a train, unless \nthe Fog signal man has been sent out at least 30 minutes before the train is due to leave \nthe station in rear or the Fog signal man informs the SM on walkie -talkie after placing \ndetonators. \n6.13. A ‘Station Detonator Register’ in the prescribed Form (see Appendix VII) shall be \nmaintained at each station, and shall show the names of Fog signal men on duty, periods \nof duty, the stock of detonators, the number of detonator s sent out with each Fog signal \nman, the number of each train under which detonators have been exploded and the \nnumber of unused detonators and used cases (including those which have failed to \nexplode) returned each time by fog signal men to the Station Master. \n6.14. The Station Master will obtain in the ‘Station Detonator Register’, the signature or thumb \nimpression of all men deputed and / or proposed to his station as Fog signal men as an \nacknowledgement that they understand the rules relating to the fog signa lling duties. \nInstructions for maintaining Station Detonator Register are given in Appendix VII. \nS.R.3.61.7.: No shunting should be carried out on non -isolated lines after granting Line clear to \nan approaching train. \nS.R.3.61.8.: No train shall be advanced beyond the Starter or beyond Intermediate Starter signal \nas the case may be upto Advanced Starter when track circuiting is not provided in this zone. \nS.R.3.61.9.: Precautions by Loco Pilots: \na. When Loco Pilot judges that visibility is impaired due to thick , foggy or tempestuous weather \nhe shall control the train so as to be prepared to stop short of any obstruction. \n(i) In Absolute Block System, the speed shall not exceed 60 kmph in any case. \n(ii) In Automatic Block System, the speed shall not exceed 60 kmph while passing Automatic \nStop signal at ‘green’, 30 kmph while passing Automatic Stop signal at ‘double yellow’ and, to \nrun at a further restricted speed so as to be prepared to stop at the next stop signal while \npassing Automatic stop signal at ‘yellow’. \nS.R.3.61.10.: Precautions by Guard: \n10.1. During foggy weather a red tail lamp of approved design displaying a flashing red light, \nduring day or night, should be provided on the last vehicle. \n10.2. LED Red Light in rear of SLRs etc., should be switched ‘on’ when t he train is held up in \nAutomatic territory in abnormal situations including fog. This will be in addition to the \nFlashing Red Tail Lamp. \n3.61.11. All the above instructions including cancellation of trains are applicable from 20 th \nDecember to 31 st January every year. However, if the fog sets in early before \n20th December and continues beyond 31 st January the above instructions \nshould be followed accordingly at an early date or beyond 31 st January \nrespectively as the case may be \n3.62. Placing of detonators in case of obstruction.— \n (1) Whenever in consequence of an obstruction of a line, it is necessary \nfor a railway servant to stop approaching trains, he shall proceed, \nplainly showing his Stop hand signal, to a point 400 metres from the \nobstruction and place on the line one", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 102, + "text": "79 \n \n detonator and then proceed to a point 800 metres from the \nobstruction and place on the line three detonators, about 10 metres \napart, at such place: \n Provided that on the broad gauge, the first detonator shall \nbe placed at 600 metres and three detonators at 1200 metres from the \nobstruction about 10 metres apart from each other. \n (2) If the said railway servant is recalled before the obstruction is \nremoved, he shall leave down three detonators and on his w ay back, \npick up the intermediate detonator. \n \n3.63. Replacement of detonators on the line.— \nEvery railway servant placing detonators on the line shall see that they are, \nwhen necessary, replaced immediately after a train has passed over them. \n \n3.64. Knowledge and possession of detonators.— \n (1) (a) All Station Masters, Guards, Loco Pilots, Gang mates, \nGatemen and all other railway servants on whom this duty is laid \nby the Railway Administration, shall keep a stock of detonators. \n (b) The Railway Administration shall be responsible for the supply, \nrenewal, periodical testing and safe custody of such detonators, \nand for ensuring that their use is properly understood. \n(2) Every railway servant concerne d with the use of detonators shall \nhave a correct knowledge of their use and keep them ready for \nimmediate use. \n(3) Every railway servant shall see that the railway servants in his \ncharge concerned with the use of detonators have a correct \nknowledge of their use. \nS. R. 3.64.1 Stock of detonators \n1.1. A case containing 10 detonators shall form part of the equipment, when on duty, of \nevery Guard, of every Loco Pilot on the footplate, of every Gangmate, of every Gateman, of \nevery Bridge Guard, of every Cuttin g Guard, of every Patrolman and of every push trolly, \nmotor trolly and lorry and 8 detonators for every Keyman. \n1.2. The DRM shall prescribe the number of detonators which shall be kept in stock at \nstation and the minimum number below which the stock shall not be allowed to fall. \n1.3. The DRM shall prescribe the number of detonators which shall be kept in stock in each \nPWI’s office and Running Sheds respectively and also the minimum number below which the \nstock shall not be allowed to fall. \n1.4. Station M asters, Chief Crew Controllers (CCC) and PWIs are responsible for ensuring \nthat the stock of detonators is never allowed to fall below the minimum. \n2. Supply of Detonators. \n2.1. Station Masters will supply detonators to Guards headquartered at their st ations and to \nGatemen working under their control. \n2.2. PWIs shall supply detonators to Gangmates, Keymen, Gatemen (not covered in 2.1 \nabove), Bridge Guards, Cutting Guards and Patrolmen. \n2.3. CCC will supply detonators to Loco Pilots. \n \n2.4. The users of push trolly, cycle / moped trolly, motor trolly, lorries shall arrange for the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 103, + "text": "80 \n \nsupply of detonators either direct from the DRM or through the Station Masters, PWIs or \nCCCs of their headquarter station, as may be convenient. \n3. Storage of detonators. \n3.1. Detonators shall be carefully handled as they are liable to explode if roughly handled. \n3.2. Detonators shall be kept in tin cases specially supplied and they shall be stored in dry \nplaces and not left in contact with the brick walls, damp wood, c hloride of lime or other \ndisinfectants nor exposed to dampness or steam or other vapors. \n3.3. The month and year of manufacture is shown on the label outside each case and is also \nstamped on each detonator. Detonators shall be used in the order of the date s stamped on \nthem, those of the oldest date being always used first. To facilitate ready withdrawal in this \nsequence they should be stored also accordingly. \n 4. Use of detonators. \n4.1. For use, a detonator shall be placed on the centre of the head of the rail with the label or \nbrand of the detonator upwards, and shall be securely fastened to the rail by bending the \nclasps attached with the detonators, round the upper flange of the rail. \n4.2. Station Masters, CCCs and PWIs are responsible for ensuring that the detonators in \npossession of the railway servants under them are tested as prescribed under the rules and \nthat the staff know how and when to use them. For Gatemen within station limits, this \nresponsibility will lie with the Station Master or Traffic I nspector of the section. Such staff as \nare expected to use the detonators should be tested once in three months by the Inspecting \nOfficials and Senior Subordinates in regard to their knowledge of use of detonators. \n4.3. Each Station Master, CCC and PWI wi ll maintain a register of receipts, use and testing \nof detonators in respect of railway staff to whom the detonators were issued by him. \n5. Testing of Detonators. \n5.1. At stations, Loco Sheds, etc., where stocks of detonating signals are kept for issue to \nGuards, Loco Pilots, Fog signalmen or other railway servants, Station Masters, the CCC or \nother railway persons in charge of such stock shall test at least one detonator from each tin \ncase issued to the staff. The deficiency in each of these cases should be made up by a \ndetonator or detonators from another tin case from which one detonator has been tested. \n5.2. Traffic Inspectors, Station Masters, CCCs and PWIs are responsible to ensure that the \ndetonators in possession of railway servants within their ju risdiction are tested once in 12 \nmonths. \n((AASS NNoo..99,, ddaatteedd 1177..0077..1111 –– iitteemm NNoo..66)) SSRR 33..6644..55..33 iiss mmooddiiffiieedd \nS. R. 3.64. 5.3. The normal life of detonators manufactured during 2010 and thereafter is 5 \nyears reckoned from the year of manufacture. The life of the detonators can be extended \nfurther for a maximum of 3 more years, provided that detonators which are more than 5 \nyears old are effective . For this purpose, 2 detonators of each batch/lot should be tested at \nthe end of 5 years and if the result of these tes ts are satisfactory, life of the detonators of \nthat batch should be extended by one more year, on expiry of which similar tests should be \nconducted annually to extend the life of the detonators of that particular batch/lot upto a \nmaximum of 8 years from th e year of manufacture. In case the results are not satisfactory, \nthey should be destroyed. (The normal life of detonators manufactured prior to the year 2010 \nto be reckoned as 7 years and can be extended thereafter by conducting the tests for their \neffectiveness). \n5.4. Detonators bearing any sign of rust on the surface or appearing unsatisfactory in any \nway or those failing to explode during tests or in actual working shall be promptly returned to \nthe issuing officer for replacement. \n5.5. While testing detonators from a tin case, the one which is the oldest as regards the date \nof manufacture should be used. \n5.6. Detonators shall be tested under an empty wagon moving at 8 to 11 KMPH. The empty \nwagon shall be propelled by a locomotive. Tests shall not be ca rried out by an official lower \nin rank than a Traffic Inspector, PWI, Loco Inspector and CCC. Station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 104, + "text": "81 \n \n(Replacement page (1) to G&SR 2008) \nMasters at Guard’s headquarters station are, however, authorized to test detonators in their \ncharge or issued by the m. Care shall be taken to ensure that the test is not conducted in a \ncrowded locality or near a level crossing where splinters from detonators may cause injury. \n5.7. Excepting the crew of the locomotive employed in the test, no person shall be allowed to \nremain within a radius of 45 metres of the detonator which is being tested. The engine crew \nshall also keep themselves well within the cab while passing over the detonator. The official \nin-charge of the testing operation shall before commencement of the op eration, be \nresponsible for posting sufficient men to ensure that no person encroaches upon the 45 \nmetres safety radius until the test is completed. \n5.8. The staff shall, while observing the safety radius of 45 metres laid down in Para 5.7 \nabove, place th emselves as far as possible in rear of the locomotive or train or wagon \npassing over the detonators as it has been found in practice that splinters from detonators, \nseldom fly in a direction towards the rear of the wheel which explodes them. \n5.9. A record of the number of detonators tested as also the results of test shall be \nmaintained in a special register kept for the purpose at the place of testing. \n5.10. After the test is completed, results of the tests shall be communicated to the issuing \nofficer of the detonators, by the official conducting the test. \n5.11 The staff in possession of the detonators shall not make any improper use of them. \n6. Disposal of shelf life completed detonators. \nAfter completion of shelf life, detonators shall be destroyed by one of the following methods: \n1) By soaking them in light mineral oil for 48 hrs and then throwing them one by one into fire \nwith due precautions. \n2) By burning them in incinerator. \n3) By detonating them under wagon during shunting operations. \n4) By throwing them in deep sea. \nThe destruction of time-barred detonators should be done in the presence of Traffic \nInspector / Station Master / PWI who should ensure that every care is taken to see that \nsplinters of detonators do not cause any injury to life and property. They should not be \nburied or thrown in places from where they could be recovered. \n \n \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..11)) MMooddiiffiieedd \n \nG. Signals to warn incoming train of danger ahead \n3.65. Description of Warning signals. — The signals to be use d to warn \nincoming train of an obstruction shall be a red flashing hand signal lamp at \nnight or a red flag during day. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..11)) MMooddiiffiieedd \nS. R. 3.65. a red flashing hand signal lamp at night or a red flag during day shall be \nexhibited to warn incoming train of an obstruction \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..22)) MMooddiiffiieedd \n3.66. Use of warning signals.— \nWhen it becomes necessary to protect an obstruction in a block section, a \nsignal may be used, as prescribed by special instructio ns under rule 3.65, \nwhile the railway servant proceeds to place detonators.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 105, + "text": "82 \n \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..22)) AA..SS.. NNoo.. 22 ddaatteedd 2277..0077..0099--IItteemm nnoo..11 ddeelleetteedd.. \nS.R.3.66.1. The staff provided with cell operated flashing Hand signal lamps should carry \none set of spare cells. \nS.R.3.66.1.1. Recharging facility shall be provided at suitable places at stations/cabins/gate \nlodges for charging rechargeable flashing Hand signal lamps. \n \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..33)) MMooddiiffiieedd \n \n3.67. Knowledge and possession of warning signals.— \n(1) (a) All concerned railway servants on whom this duty is laid by the Railway \nAdministration shall keep a stock of such signal as may be prescribed by \nspecial instructions under rule 3.65; \n (b) The Railway Administration shall be responsible for the supply, renewal, \nand safe custody of such signals as may be prescribed by special instructions \nunder rule 3.65, and for ensuring that their use is properly understood. \n \n(c) The Railway Administration shall supply every Guard, Loco Pilot Patrolman \nand gateman working on the double or multiple line, ghat, suburban or \nAutomatic Block territories with such signal as may be prescribed by special \ninstructions under rule 3.65; \n \n (2) Every railway servant concerned with the use of such signal as prescribed \nby special instructions under rule 3.65 shall have a correct knowledge of their \nuse and keep them ready for immediate use; \n \n(3) Every railway servant shall see that the railway servants in his charge \nconcerned with the use of warning signals as prescribed by special \ninstructions under rule 3.65 have a correct knowledge of their use;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 106, + "text": "83 \n \n \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..33)) SSRRss33..6677..11..11 ttoo 33..6677..77 DDeelleetteedd", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 107, + "text": "84 \n \n H. Defective fixed Signals and Points \n \n3.68. Duties of Station Master generally when a signal is defective.— \n (1) As soon as a Station Master becomes aware that any signal has \nbecome defective or has ceased to work properly, he shall--- \n (a) immediately arrange to place the signal at ‘on’ if it is not already in \nthat position; \n(b) depute competent railway servants with such hand signals and \ndetonators as may be required to give signals at the foot of the \ndefective signal until he is satisfied that such signal has been put \ninto proper working order; \n(c) take action in accordance with Rules 3.69 and 3.70 as may be \nrequired for movement of trains past the defective signals; and \n(d) report the occurrence to the railway servant responsible for the \nupkeep of the signals, and if the section is controlled, the Controller \nalso. \n(2) When the Station Master receives information of any defect in a signal \nnot pertaining to his station from the Loco Pilot or the Guard or any \nother railway servant, he shall immediately inform the Station Master \nconcerned of the fact and keep the Controller advised, where the \nsection is controlled. \n(3) In case of signals becoming defective at stations situated on \nCentralised Traffic Control territor ies, the Centralised Traffic Control \nOperator on becoming aware of such defects, shall take action in \naccordance with special instructions. \n \nS. R. 3.68.1. Defective signals shall be lighted as usual. However, if the arm of the signal \ncannot be kept in the ‘on’ position, the light of the signal shall be kept extinguished. \n2. As soon as the Station Master becomes aware that any signalling gear/block instrument at \nhis station governing the movement of trains has become defective, irrespective of whether \na Sig nal Maintainer is available round the clock or not, he shall immediately report such \ndefect with complete particulars either in writing, personally or through control phone to the \nESM and the Signal Inspector. A copy of the failure shall also be endorsed t o the Signal \nInspector in-charge, Traffic Inspector, DSTE, DSO, SCOR and other authorities as may be \nspecified. He shall also make an entry in the S & T failure register. Only the written report \nfrom the Station Master shall be treated as the authority for the person attending to the \ndefect to undertake this work.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 108, + "text": "85 \n \n \n3. Before, however, the work of attending to the reported defect is undertaken, the Signal \nInspector or the ESM must issue a Disconnection Notice, where necessary and obtain the \nacknowledgement of the Station Master and take such other precautions as may be \nnecessary in terms of G.R. 3.51 and 15.08 and the SRs thereunder, to ensure that while the \nreported defect is being attended to, no movement can take place over the affected portio n \nwithout taking the precautions made in SR. 3.51.1, 2 and 3. \n4. After the defect has been put right, Signal Maintainer issues Reconnection Notice, \nwhereupon the Station Master should satisfy himself, if necessary by a demonstration. \nThereafter, the Stati on Master and the person attending to the fault shall jointly issue a \nrectification message. \n5. If at an interlocked station, a signal which detects points is defective, all the points \ndetected by such a signal shall be treated as non -interlocked. The St ation Master on duty \nshall be responsible for satisfying himself by personal inspection that such points are \ncorrectly set, clamped and padlocked before authorising movement of any train over them. \nHe should not delegate this responsibility to any other member of the staff. \n6. A blank signal under complete power off situation is to be treated as defective signal and \ninstructions contained in G.R. 3.68, 3.69 and 3.70 should also be made applicable to the \nblank signal. \nNote: See SR 3.49.1 and 2. \n7. As soon as the Station Master becomes aware that the Stop signal (Reception/ \nDeparture) got stuck up in ‘off’ position, he shall immediately do everything to put it back to \n‘on’ position. When he fails to put it back to ‘on’ position, he shall report to SI / ESM, St ation \nMaster of rear station and Section Controller and an entry shall be made in the S&T failure \nregister. \n8. The Station Master shall take action as per the rules laid down in SR 3.69 and SR 3.70 as \nthe case may be. \n \n3.69. Duties of Station Master when an approach Stop signal is defective.— \n (1) In the event of an Outer or a Home or a Routing signal becoming \ndefective, the Station Master shall advise the station in rear and the \nnominated station in rear, save in a case where a signal post telephone \nor a Calling-on signal is provided on the defective signal, in order that \nthe Loco Pilots of approaching trains may be warned of the defective \nsignal and issued a written authority to pass such signal on receipt of \nProceed hand signal at the foot of the defective signal. \n (2) The Station Master in rear as referred to in sub -rule (1), on receiving \nthe advice of the defective signal, shall immediately acknowledge it \nand advise the Station Master of the station where the signal has \nbecome defective, of the number of the first train which will be notified \nof the defective signal and again on receipt of the advice that the \ndefective signal has been put into proper working order, shall advise \nthe number of the train so notified last. \n (3) The Station Master of the station where, the signal has become \ndefective shall, before authorising a train to pass the defective signal, \nensure that the conditions for taking ‘off’ that signal have been \nfulfilled. He shall then authorise the Loco Pilot to pas s the defective \nsignal at ‘on’ in one of the following manners—", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 109, + "text": "86 \n \n (a) When the Loco Pilot of an approaching train has been advised of \nthe defective signal at station in rear -- by deputing a competent \nrailway servant in uniform under clause (b ) of sub -rule (1) of Rule \n3.68, to exhibit Proceed hand signal at the foot of the defective \nsignal to the approaching train. In such cases, the Station Master \nshall not give Line Clear to the station in rear unless the conditions \nfor taking ‘off’ the signa l which has become defective, have been \ncomplied with; or \n (b)When the Loco Pilot of an approaching train has not been advised of \nthe defective signal at a station in rear -- by having a written \nauthority, authorising the Loco Pilot to pass th e defective signal at \n‘on’, delivered at the foot of the defective signal through a \ncompetent railway servant; or \n (c) by taking ‘off’ the Calling-on signal where provided; or \n (d) by authorising the Loco Pilot to pass th e defective signal at ‘on’ \nover the signal post telephone where provided, in accordance with \nspecial instructions. \n (4) When the Home signal becomes defective, the Outer shall also be \ndeemed to be out of order and the procedure prescribed in sub -rules \n(1), (2) and (3) shall be followed. \nS. R 3.69.1. The procedure laid down in the Station Working Rules for reception of trains \nshould, rigidly, be complied with even during failure of signals, if interlocking permits. \n2.1. The station in rear or the nominated station in rear shall on being advised of a defective \nsignal, notify the Loco Pilots by issuing T/369(1). The description of the signal such as first \nloop Home, second loop Home, main Home etc., should be clearly indicated. \n2.2. If T/369(1) is not issued by the station in rear, the train shall be brought to a stop in rear \nof the defective signal. A written authority T/369 (3b) should, then, be delivered to the Loco \nPilot to pass the defective signal at ‘on’ in accordance with G.R.3.69 ( 3b). The Loco Pilot \nshould proceed at a speed not exceeding 15 KMPH, only after observing the PHS exhibited \nat the foot of the defective signal by a competent railway servant in uniform. \n3. In the two aspect signalling territory, the Loco Pilot of a train , when notified of a defective \nHome signal by the station in rear, or the nominated station in rear may pass the Outer \nsignal taken ‘off’ in conjunction with one of the Home signals in working order, at a restricted \nspeed of 15 KMPH. \n4. When the Outer sig nal is defective, the railway servant deputed at the foot of the Outer \nsignal shall not deliver the written authority for passing the signal at ‘on’ or exhibit the PHS to \nthe Loco Pilot, unless the relevant Home signal has been taken ‘off’ correctly. If th e correct \nHome signal is not taken ‘off’, he should exhibit a Stop hand signal to the approaching train \nand stop the train at the Outer signal. \n5. Resetting button for axle counters: \n5.1. Once the axle counter has failed and is showing fault condition and when the train is \nbeing received on loop line, the axle counter shall be reset only after ensuring that the \nmonitored portion is vacant. \n5.2. The reset device should be operated by a key which should be kept locked in a \nseparate box in Station Master’s office.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 110, + "text": "87 \n \n5.3. Whenever it becomes necessary to operate the reset device, it should be done by the \nStation Master on duty along with one operating / S&T staff. \n6. As soon as Station Master becomes aware that the reception Stop signal got stuck up in \n‘off’ position, he shall immediately do everything to put it back to ‘on’ position. When he fails \nto put it back to ‘on’ position, he shall report to SI / ESM, Station Master of rear station and \nSection Controller and an entry shall be made in the S&T failure register. \n7. The light of the signal shall be extinguished, if necessary by pasting paper on the glass of \nthe signal or putting a cross. \n8. Station Master shall depute a competent railway servant in uniform to show Stop hand \nsignal at the foot of the signal that stuck up in ‘off’ position. \n Note: The Stop signal stuck up in ‘off’ position shall be treated as to be at ‘on’ position \nbecause of: \n (a) The light of the signal is extinguished, or \n (b) Paper is pasted / cross is put on glass of the signal, and \n (c) Stop (red) hand signal shall be exhibited at the foot of the signal. \n9. Before granting Line Clear, conditions for granting Line Clear and conditions for taking ‘off’ \nsignal that stuck up in ‘off’ position should be fulfilled. \n10. For receiving the train, relevant points must be set, clamped and padlocked. \n11. The Station Master of rear station shall give PLCT (T/C.1425 (up) or T/D. 1425 (dn) and \nT/369(1) for passing Stop signal of the station in advance, which stuck up in ‘off’ position. \n12. The Loco Pilot shall stop at the signal and pass it duly observing the Proceed hand \nsignal shown at the foot of the signal. \n13. The competent railway servant shall continue to show Stop hand si gnal at the foot of the \nsignal till the signal is brought back to ‘on’ position \n \n \n3.70. Duties of Station Master when a departure Stop signal is defective.— \n (1) In the event of a Starter becoming defective, the Station Master may \nauthorise the Loc o Pilot to pass such signal by a written authority \nwhich shall be handed over to the Loco Pilot at the station where the \ndefective signal is located and in addition thereto, a competent \nrailway servant shall show hand signals to the departing train in \naccordance with the instructions of the Station Master or by taking \n‘off’ the Calling-on signal, if provided under sub -rule (2) of Rule 3.13, \nafter the train has been brought to a stand at the defective signal. \n (2) In the event of an Advanced Starter becoming defective, hand signals \nmay be dispensed with and the Station Master may authorise the \nLoco Pilot to pass such signal by a written authority, which shall be \nhanded over to the Loco Pilot at the station, where the defective \nsignal is located: \nProvided that in exceptional circumstances where, under approved \nspecial instruction, an Advanced Starter protects any points, hand \nsignals shall not be dispensed with. \n (3) For the purpose of handing over the written authority mentioned \nin sub -rules (1) and (2), the train shall be stopped at the station \nwhere the defective signal is located. The written authority to \npass a defective departure Stop signal shall not be handed over", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 111, + "text": "88 \n \n to the Loco Pilot unless all the conditions for taking ‘off’ such signal \nhave been fulfilled. \n (4) Where under approved special instructions a Calling -on signal has \nbeen provided below a departure Stop signal, other than the last Stop \nsignal, the Calling -on signal shall not be taken ‘off’, unless the \nconditions for taking ‘off’ the departure Stop signal above it have \nbeen fulfilled. \nS.R.3.70.1. If the last Stop signal is also the Outer for the station in advance, the written \nauthority T/369 (3b) shall be issued by the Station Master only after personally satisfying \nhimself that Line Clear has been obtained from the station in advance. The Station Master \nshall obtain permission of the Station Master at the other end, supported by a Private \nNumber, to the effect that the train m ay be allowed to proceed to his station although the \nsignal is not taken ‘off’. \n2. When leaving a station, if a train is brought to a stand after passing, partly or completely, \nthe Starter or Advanced Starter at ‘on’, the Guard shall inform the Station Mas ter. The \nStation Master shall after satisfying himself that everything is safe for the train to leave, issue \na memo (countersigned by the Guard) to the Loco Pilot authorizing him to restart observing \nthe departure signal ahead and take ‘off’ the signal which has not been passed; if there is no \ndeparture signal ahead, the Station Master shall issue a memo (countersigned by the Guard) \nto the Loco Pilot authorizing him to restart. The Station Master shall also issue to the Loco \nPilot form T/369(3b) for the Sta rter arranging PHS at the signal or form T/369(3b) for the \nAdvanced Starter, as the case may be, which has been passed partly. The Guard shall then \nrestart the train. \nNote:- See S.R. 3.68.5. \n3. As soon as the Station Master becomes aware that the departure Stop signal got stuck up \nin ‘off’ position, he shall immediately do everything to put it back to ‘on’ position. When he \nfails to put it back to ‘on’ position, he shall report to SI / ESM, Station Master of advance \nstation and Section Controller and an entry shall be made in the S&T failure register. \n4. The light of the signal shall be extinguished, if necessary by pasting paper on glass of the \nsignal or putting a cross. \n5. Station Master shall depute a competent railway servant in uniform to show Stop h and \nsignal at the foot of the signal that stuck up in ‘off’ position. \n6. As far as possible, train shall be received other than the line for which departure signal got \nstuck up in ‘off’ position. \n7. For despatching a train from the line where departure si gnal got stuck up in ‘off’ position, \nrelevant points must be correctly set, clamped and padlocked. \n8. Conditions for taking ‘off’ departure signal shall be fulfilled. In case of LSS getting stuck up \nin ‘off’ position, LC shall be obtained. \n9. The Station Master shall issue PLCT and T/369(3b) as necessary. \n10. A competent railway servant shall show Proceed hand signal if the signal is detecting \npoints. \n11. The competent railway servant shall continue to show ‘Stop hand signal’ at the foot of \nthe signal that stuck up in ‘off’ position, till the signal could be put back to ‘on’ position. \n \n3.71. Warner or Distant signals defective in the ‘off’ position.— \n (1) (a) If a Warner signal on a post by itself or a Distant signal is out of \norder and ca nnot be kept in the ‘on’ position, a Stop hand signal \nshall be shown at the foot of the signal. At night, the light or lights \nof the signal shall be extinguished and the train after", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 112, + "text": "89 \n \nbeing first brought to a stand, may then be hand-signalled past the \nsignal. Advice of the defective signal shall be given to the Loco \nPilots of trains at the station in rear warning them to stop at such \nsignal. \n(b) If a Warner signal placed below a Stop signal becomes defective \nand cannot be kep t in the ‘on’ position, the Stop signal above it \nshall be treated as defective and by night the light of the Warner \nsignal shall be extinguished. \n (2) If the Warner or Distant signal of an Intermediate Block Post is \ndefective and cannot be kept in the ‘ on’ position, the Intermediate \nBlock Stop signal shall also be kept at ‘on’ and treated as defective \nand action taken as per Rule 3.75. \n \n3.72. Warner not to be used when Stop signal is defective.— \nWhenever a Stop signal is defective or ceases to w ork properly at a station \nprovided with Warners, the Warner applying to the line to which the defective \nStop signal applies shall be kept at ‘on’ until the defective Stop signal is \nrectified. \n \n3.73. Passing of a gate Stop signal at ‘on’.— \n (1) When a Loco Pilot finds a gate Stop signal at ‘on’, he shall sound the \nprescribed code of whistle and bring his train to a stop in rear of the \nsignal. \n (2) (a) If the gate Stop signal is provided with a ‘G’ marker, the Loco Pilot \nshall wait at the signal for one minute by day and two minutes by \nnight, and if the signal is not taken ‘off’ within this period, he may \ndraw his train ahead cautiously upto the level crossing and \n (b) if the Gateman is available and exhibiti ng hand signals, proceed \nfurther past the gate cautiously or \n (c) if the Gateman is not available or is available but not exhibiting \nhand signals, he shall stop short of the level crossing, where he \nshall then be hand signaled past the gate by the Gateman, if there \nis one or in the absence of a Gateman, by one of the members of \nthe engine crew of the train after ascertaining that the gates are \nclosed against the road traffic. \n (3) If the Loco Pilot finds, after stopping at the signal, that there is no ‘G’ \nmarker, he shall proceed further only in accordance with the \nprocedure laid down under special instructions. \nS.R.3.73.1. If the Gateman is absent, the train shall be hand -signaled past the gate by one \nof the crew members of the train after ensuring that the gates are closed and locked against \nroad traffic. Thereafter, the gate shall be re-opened for road traffic. \n2. When the Gateman is not found at the gate, the Loco Pilot of the first train will stop out of \ncourse at the next station and report the absence of the Gateman to the Station Master. \n3. When a level crossing is located between the Home signal and the Distant signal at a \nstation equipped with manually operated multiple aspect signals, the gate-cum-Distant signal \nshall be located at a distance of not less than 180 metres in rear of the gate. This signal shall \nbe provided with a ‘G’ marker. A gate Distant signal shall also be located at an adequate \ndistance in rear of the gate-cum-Distant signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 113, + "text": "90 \n \n \n 3.74. Absence of a fixed signal or a signal without a light.— \n (1) (a) If there is no fixed signal at a place where a fixed signal is \nordinarily shown, or \n (b) if the light of a signal is not burning when it should, or \n (c) if a white light is shown in place of a colour light, or \n (d) if the aspect of a signal is misleading or imperfectly shown, or \n (e) if more than one aspect is displayed, the Loco Pilot shall a ct as if \nthe signal was showing its most restrictive aspect: \nProvided that during night, if in the case of a semaphore Stop \nsignal for approaching trains only, the Loco Pilot finds the \nsignal light extinguished, he shall bring his train to a stop at \nsuch signal. If he finds that the day aspect of such signal is \nclearly visible and is satisfied that the signal is in the ‘off’ \nposition, he shall proceed past it up to the station cautiously at \na restricted speed obeying all intermediate Stop signals, if any, \nrelating to him and report the matter to the Station Master for \nnecessary action. \n (2) At stations equipped with a colour light signal provided with a ‘P’ \nmarker, the Loco Pilot shall bring his train to a stand if it does not \nshow any light or sho ws an imperfect aspect and having satisfied \nhimself that the signal is provided with a ‘P’ marker, shall proceed \npreparing to stop at the next Stop signal and shall be guided further \nby its aspect. \nS.R.3.74 When a Loco Pilot comes across a signal which is flickering / bobbing, he should \nconsider that signal to be showing the most restrictive aspect and bring his train to a stop \nshort of it. If the signal assumes a steady aspect and remains steady for 60 seconds, he \nshould take further action according to t he steady aspect shown. If, however, the signal \ncontinues to flicker/bob and does not assume a steady aspect for 60 seconds, he should \ntreat the signal as defective and take further action accordingly. If the signal shows more \nthan one aspect simultaneousl y, it should also be treated as defective in case of a manual \nStop signal. However, in case of an automatic signal showing more than one aspect \nsimultaneously, the most restrictive aspect should be obeyed. \n 3.75. Passing of Intermediate Block Stop signal at ‘on’.— \n (1) When a Loco Pilot finds an Intermediate Block Stop signal at ‘on’, he \nshall stop his train in rear of the signal and contact the Station \nMaster of the block station in rear on the telephone, if provided on \nthe signal post. \n (2) The Station Master shall authorise the Loco Pilot to pass the \nIntermediate Block Stop signal, if defective, as prescribed by special \ninstructions. \n (3) If the telephone is not provided or is out of order, the Loco Pil ot after \nwaiting for 5 minutes at the signal shall pass it at ‘on’ and proceed \ncautiously and be prepared to stop short of any obstruction, at a speed \nnot exceeding 15 kilometres an hour if he has a good view of the line \nahead, otherwise at a speed not exc eeding 8 kilometres an hour and \nreport the failure to the Station Master at the block station ahead.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 114, + "text": "91 \n \n (4) The Station Master of the block station working the Intermediate \nBlock Stop signal on becoming aware that such a signal is defect ive \nshall, before despatching a train, treat the entire section up to the \nblock station immediately ahead of the Intermediate Block Post as \none block section and issue a written authority to the Loco Pilot to \npass the defective Intermediate Block Stop sign al at ‘on’, without \nstopping at the signal, in accordance with the procedure prescribed \nby special instructions. \nS.R.3.75.1. The Loco Pilot of a train shall not pass an Intermediate Block Stop signal that refers \nto him when it is at ‘on’ or defective unless- \n1.1. he is authorised to do so by a written authority (T/369(3b) by the Station Master of the \nstation in rear at the time of leaving that station, or \n1.2. he is authorised by the Station Master of the block station in rear on the telephone provided \non the signal post. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..44)) MMooddiiffiieedd \n2 When a Station Master of a block station immediately in rear of an IB post is aware that the IB \nsignal is defective, he shall, before dispatching a train, obtain line clear from the bloc k station in \nadvance and then issue to the loco pilot, the PLCT-T/C.1425 (UP) OR T/D.1425(DN) as authority \nto proceed and a written authority T/369(3b) to pass IBS at ‘on’. \nIn case the IBS, which is interlocked with L.C. Gate, becomes defective, SM shall t reat the L.C. \nGate as non-interlocked and ensure that the L.C. Gate is closed by exchanging private numbers \nwith gateman before granting line clear or dispatching a train. \n3. The Station Master of the block station in advance shall not grant Line Clear unt il the block \nsection in rear is clear of an approaching train. \n((AASS NNoo..77,, ddaatteedd 0066..0044..1111 –– iitteemm NNoo..77)) MMooddiiffiieedd \n4. When a Loco Pilot finds an IBS at ‘ON’, he shall stop his train in rear of it and contact the \nStation Master of the station in rear on the telephone provided on the signal post. The Station \nMaster shall authorize the Loco Pilot to pass the IB signal at ‘on’ by giving the Loco Pilot a \nPrivate Number, after ensuring that Line Clear has been obtained for the train from the station in \nadvance. The Private Number given to the Loco Pilot shall be the same Private Number that has \nbeen obtained from the station in advance for line clear. The Loco Pilot shall record this Private \nNumber in the Loco Pilot’s memo book. \nIf the telephone is out of order, the Loco Pilot shall, after waiting for 5 (five) minutes at the signal, \npass it in the ‘on’ position and proceed cautiously at a speed not exceeding 15 KMPH when the \nview ahead is clear and at a speed not exceeding 8 KMPH when the view ahead is not clear. He \nshall proceed at 15 KMPH or 8 KMPH, as the case may be, up to the FSS of the station in \nadvance even if that signal and the intervening signals, if any, display ‘off’ aspect and the loco \npilot shall act upon the aspect of the FSS of the station in advance only after he has reached the \nFSS. The Loco Pilot must report the failure to the Station Master at the block station in advance. \n \n5. If the block instruments provided at the stations on either side of an IB post, or the LSS of the \nstation in rear of the IB post, or the track circuiting or the axle counters beyond the LSS fails, the \nIBS shall be deemed to be defective and the procedure laid down in para 2 shall be adhered to. \n6. The detailed procedure to be followed in the event of failure of ‘axle counters’ and the IB signal \nshall be incorporated in the Station Working Rules of the station concerned. \n6.1. Backing a train, after clearing an IBS, is normally prohibited. \n6.2. If backing is to be done in an emergency, the Loco Pilot or Guard must talk to th e controlling \nStation Master through the telephone and get his specific approval. The Loco Pilot and Guard \nmust also confirm the step of backing between themselves.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 115, + "text": "92 \n \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..55)) MMooddiiffiieedd \n6.3. The controlling Station Master mus t not permit backing if a subsequent train has been \npermitted to enter upto the IBS i.e. into axle counter section from his end. \n6.4. While backing, the Guard must travel in the brake -van (last vehicle of the train) keeping \na sharp look out and ready to display a danger signal to the Loco Pilot if the backing is to be \nstopped. \n6.5. The speed shall not exceed 25 KMPH under clear sighting conditions and 8 KMPH \nwhen visibility is poor. \n6.6. If the IB post telephone is out of order, the Guard should walk back to the block station \nin rear to get the Station Master’s approval for the backing. \n7. The Loco Pilot/Motorman of MEMU /EMU is permitted to leave the engine to speak to \nStation Master of the rear station through IB signal post telephone when IB signal is at ‘on’ \nafter taking the following precautions: \n7.1. Apply auto brakes from leading motor coach and physically ensure that train brakes are \napplied. \n7.2 Advise Guard on Walkie -talkie to place wooden wedges under the wheels according to \nthe direction of falling gradient to avoid rolling down and get confirmation from the Guard. \n7.3 Extract brake isolation valve (BIV) key, reverser (MPJ) key and BL key. \n7.4. The Guard should not leave cab and he should be allowed to apply brakes if required. \nWhen Loco Pilot/Motorman returns to cab after speaking to the Station Master of rear station \nthrough IB signal post telephone, he shall insert BL key, BIV key and MPJ key and inform \nGuard on walkie -talkie to remove wooden wedges and after getting confirmation about \nremoval of wooden wedges, will release auto brakes. \n \n3.76. Intimation to officials when defects remedied.— \nAs soon as a defective signal has been put into good working order, the \nStation Master shall intimate the fact to the officials who were advised of its \nbeing defective. \n \n3.77. Defective or damaged points etc.— \n (1) Whenever points, crossings or guard rails are defective or damaged, \nthe railway servant in charge of operation of points shall protect them \nand immediately arra nge to report the circumstances to the Station \nMaster. \n (2) The Station Master, on becoming aware of such defective or damaged \npoints etc., shall - \n (a) immediately arrange to have the defect rectified by the railwa y \nservant responsible for their maintenance, \n (b) arrange to ensure the safe passage of trains, and \n (c) keep the signal or signals concerned at ‘on’ until the defect is \nrectified. \nS.R.3.77.1. The railway servant noticing an y damage to points shall immediately attract the \nattention of the Station Master by waving a Stop hand signal and also show Stop hand signal \ntowards any approaching train. He shall not leave the points unless necessary precautions \nhave been taken by the Station Master for any movement over such points.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 116, + "text": "93 \n \n2. Whenever a train trails through wrongly set points, the Loco Pilot shall, immediately bring \nhis train to a stand, consult the Guard and the Station Master and then proceed onward only \nif he is satisfied that the train can pass safely over the points without any accident. Under no \ncircumstances should a train be backed over the trailed through points. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..44)) MMooddiiffiieedd \n \n3.78. Duties of engine crew in respect of signals.— \n (1) (a) The Loco Pilot shall pay immediate attention to and obey every \nsignal whether the cause of the signal being shown is known to him \nor not. \n (b) The Loco Pilot shall not, however, trust entirely to signals, but \nalways be vigilant and cautious. \n (2) (a) The loco pilot shall whistle intermittently when his engine explodes \ndetonator(s) and take every possible caution including reduction \nof speed as necessary so as to have the train well under control \nand be able to stop short of any obstruction on the line; \n (b) In thick, foggy or tempestuous weather impairing visibility and his \nengine explodes 2 detonators within a distance of 10 meters \napart, the Loco Pilot will control his train immediately and will \nfollow the aspect of the fixed signal ahead within a distance of 270 \nmeters. \n (c) When Loco Pilot explodes 3 detonators within a distance of 40 \nmeters, he should control his train and move cautiously to stop \nshort of any obstruction and be guided by the si gnal that he may \nreceive and/or if no hand signal or other hand signals are at once \nvisible to him he will follow the procedure as given in para (d) and \n(e); \n (d) After proceeding 1.5 kilometers from the place where his engine \nexploded detona tor(s), if his engine does not explode any more \ndetonator(s), he may then resume authorised speed, and \n (e) report the incident to the next station or cabin. \n \n (3) If in consequence of fog or storm or for any other reason, the view of \nthe signal is obstructed, the Loco Pilot shall take every possible \nprecaution, so as to have the train well under control. \n (4) When the Loco Pilot notices a signal warning of an obstruction except \ndetonator(s), he shall stop immediately and act on advice of the person \nexhibiting warning signal or on the basis of the obstruction noticed by \nhim. \n (5) In case no further details of exhibition of warning signals are noticed, \nafter stopping for one minute by day and two minutes by night to \nascertain the loca tion and/or cause of the warning, he shall proceed \ncautiously upto the next block station, keeping a sharp look out.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 117, + "text": "94 \n \n (6) A Loco Pilot shall acquaint himself with the system of working, \nlocation of signals and other local conditions affecting the running of \ntrains on a section or sections of the railway over which he is to work \nand if he is not so acquainted with any portion of the railway over \nwhich he is to work, obtain the services of a qualified railway servant \nwho is conversant with it to assist him. \nSR.3.78.1. Signal Warning board in rear of FSS of station and gate Stop signal is provided at \na minimum distance of 1400 metres, normally on the left side of the line to which it refers. \nHowever, the board is not required to be provided in rear of the Stop signal where second \nDistant signal is provided. The object of providing this Warning Board is to give the Loco \nPilot adequate pre -warning that he is approaching a Stop signal. The Warning board shall \nhave a circle painted in yellow in between two horizontal yellow bands against black \nbackground as per the diagram given below: \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \nThe Loco Pilot shall clearly understand that if no signal indication is available from \nthe Warning Board he should control the speed of the train as if the Stop signal ahead is at \n‘on’ so that he can stop short of the Stop signal, should it be at ‘on’ position. On getting the \nindication of the Stop signal either by itself or through the Distant or Warner signal, he shall \nact in accordance with the indication of the signals. \n2.1. Every Loco Pilot should be given three trips including one night trip from 20.00 hours to \n06.00 hours road learning for familiarizing himself with the section(s) on which he is rostered \nfor duty. \n2.2. If a Loco Pilot has not operated on a section for over 3 months, he should be given road \nlearning trips as per the schedule given below. \n Duration of absence Number of trips \n 3 to 6 months 1 \n 6 months to 2 years 2 \n Over 2 years 3 (as for new entrants) \nAny additional trip/s considered necessary should be provided with the approval of the \ncontrolling branch officers of the Division. \n2.3. The scale of trips provided at para 2.1 above would apply to all systems of working. \n2.4. On Hill and Ghat sections, the Loco Pilot shall operate minimum of 6 (six) trips including \ntwo night trips from 20.00 hours to 06.00 hours for learning road purposes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 118, + "text": "95 \n \n2.5. Additional trips for road learning may be prescribed for special conditions of working like \nAutomatic block territory, important junctions/stations etc., by DRM if considered necessary. \n \n \n3.79. Duties of Loco Pilot in respect of Calling-on signal.— \nThe Loco Pilot of a train shall be guided always by the indication of the Stop \nsignal below which the Calling -on signal is fixed. If this Stop signal is at ‘on’, \nhe shall bring his train to a stop. If he finds that the Calling -on signal is taken \n‘off’, he shall, after bringing his train to a stop, draw ahead with caution and be \nprepared to stop short of any obstruction. \n((AASS NNoo..1111,, ddaatteedd2233..0011..1133 –– iitteemm NNoo..33)) SSRR 33..7799 iiss ddeelleetteedd \n \n3.80. Duties of Loco Pilot when an approach Stop signal is ‘on’ or defective.— \n (1) The Loco Pilot of a train shall not pass an Outer, a Ho me or a \nRouting signal that refers to him, when it is ‘on’ or defective, unless- \n (a) he has, at a previous station, received notice in writing \nspecifying that the signal is out of order and unless he also \nreceives a Proceed hand signal f rom a railway servant in \nuniform at the foot of such signal; or \n (b) after coming to a stand, he is either given a written authority by \nthe Station Master to proceed past such signal or is authorised \nby a Calling-on signal in the ‘off’ position or is authorised by the \nStation Master over the signal post telephone in accordance \nwith special instructions. \n (2) The Loco Pilot of a train while passing an Outer, a Home or a \nRouting signal, when it is ‘on’ or defective, sha ll ensure that the \nspeed of his train does not exceed 15 kilometres an hour. \n \n3.81 Duties of Loco Pilot when a departure Stop signal is ‘on’ or defective.— \n (1) The Loco Pilot of a train shall not pass a departure Stop signal that \nrefers to him, when it is ‘on’ or defective, unless his train has been \nbrought to a stop at the station where the defective signal is situated \nand he is authorised to do so — \n (a) by a written permission from the Station Master , in addition, in \nthe case of a Starter or Advanced Starter protecting points, he \nshall not pass such signals, when ‘on’ or defective, unless he also \nreceives a Proceed hand signal from a duly authorised member of \nthe station staff posted at the signal, or \n (b) by taking ‘off’ the Calling -on signal, if provided under approved \nspecial instructions, vide sub-rule (2) of Rule 3.13.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 119, + "text": "96 \n \n(2) In the case of a last Stop signal, he shall not pass such signal, when ‘on’ or \ndefective, unless he is also in possession of a proper authority to proceed \nunder the system of working. \n \n3.82. Permission before entering on or crossing a running line.— \nNo Loco Pilot shall take his engine on or across any running line until he has \nobtained the permission of the Station Master and has satisfied himself that all \nthe correct signals have been shown. \nS.R.3.82. The permission of the Station Master shall be conveyed by taking ‘off’ of the \nrelevant fixed signals or in the absence of fixed sign als by hand signals exhibited by the \nauthorised staff. \n \n((AASS NNoo..1122,, ddaatteedd 2222..0077..22001144 –– iitteemm NNoo..11)) MMooddiiffiieedd \n3.83. Assistance of the engine crew regarding signals.— \n (1) The Loco Pilot and Assistant Loco Pilot, as the case may be, shall \nidentify each signal affecting the movement of the train as soon as it \nbecomes visible. They shall call out the aspects of the signals to each \nother. \n (2) The Assistant Loco Pilot shall, when not otherwise engaged, assist the \nLoco Pilot in exchanging signals as required. \n (3) The provisions of sub -rules (1) and (2) shall, in no way, absolve the \nLoco Pilot of his responsibility in respect of observance of and \ncompliance with the signals. \n \n3.84. Duties of Loco Pilots as to signals when two or more engines are \nattached to a train.— \nWhen two or more engines are attached to a train, the Loco Pilot of the leading \nengine shall be responsible for the observance of and compliance with the \nsignals and the Loco Pilot or Loco Pilots of other engine or engines shall \nwatch for and take signals from the Loco Pilot of the leading engine, except in \ncases where special instructions are issued to the contrary. \n \nS.R.3.84.1. Whenever trains are double -headed, the Loco Pilot of the leading engine shall \ninvariably sound his whistle and the rear engine Loco Pilot after acknowledging, start his \nengine and then the leading engine Loco Pilot start his engine. \n2. The Loco Pilot of the leading engine shall be in charge of the train, and will observe that \nthe correct signals are t aken ‘off’ for his train and receive the authority to proceed, starting \npermit and Caution Orders when issued. The second Loco Pilot should, however, satisfy \nhimself that everything is in order and correct signals are given. The leading Loco Pilot \nshould satisfy himself that the other Loco Pilot had noted the Caution Orders. \n3.1. When a second leading engine is employed to pull a train (and not a banking engine \npushing it), the Loco Pilot of the leading engine shall be held responsible for the working of \nthe automatic vacuum/air brake. The Loco Pilot of the second engine shall, however, in case \nof emergency assist in stopping or reducing the speed of the train by applying the automatic \nvacuum/air brake or hand brake as may be required, but he shall not main tain or re -create \nvacuum. \n3.2. When additional engine (s) are employed to push a train, the Loco Pilots of these \nengines shall not interfere with the working of the vacuum/air brake which shall be under", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 120, + "text": "97 \n \nthe control of the leading engine Loco Pi lot as laid down in clause 3.1 above, except in \ncases of a run back, when the Loco Pilot of the rearmost assisting engine automatically \nbecomes the leading Loco Pilot. \n3.3. The Loco Pilots of all additional engines shall, at all times, keep the handle of the \nvacuum ejector in the running position and the small ejectors shall be closed. \nNote:- In the case of goods trains, the small ejector may be opened if required to \nmaintain the prescribed vacuum when this cannot be maintained by the train engine alone \nbut in the circumstances the large ejector shall be put in ‘off’ position. \n \n3.85. Reporting of defects in signals.— \n (1) Should a Loco Pilot or a Guard observe that a signal is rendered \nimperfectly visible by branches of trees or by a ny other cause, or that \na signal light is partially obscured or not burning brightly enough to \ngive a clear aspect, he shall report the matter to the Station Master at \nthe next station at which the train stops. \n (2) When such a report is made by a L oco Pilot or a Guard, the Station \nMaster shall take immediate steps to advise the Station Master \nconcerned who shall get it rectified. \nSR.3.85. A register to record observations of Loco Pilot during his run must be maintained in \nall lobbies and this infor mation should be conveyed to Traction / Power Controller under \nexchange of private numbers. The Power / Traction Controller should in turn convey these \nobservations to their respective counterparts of the concerned departments under clear \nacknowledgement. The observations of the Loco Pilot as conveyed by the Power / Traction \nController to the respective counterparts of the concerned department should be invariably \nrecorded in the register maintained for this purpose. Follow -up action taken should be \nrecorded within 24 hours which should be monitored by the Divisional officers as well as \nDivisional Safety Officer. The information regarding action taken on the reported defect \nshould be conveyed back to the lobby for information of the Loco Pilot so that he has \nconfidence that action has been taken on his observation. Disciplinary action should be \ninitiated against the concerned supervisors in case the same defect surfaces within the next \n72 hours.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 121, + "text": "98 \n \nCHAPTER IV \n \nWORKING OF TRAINS GENERALLY \n \nA. Timing and Running of Trains \n4.01. Standard time.— \nThe working of trains between stations shall be regulated by the standard time \nprescribed by the Government of India, which shall be transmitted daily to all \nthe principal stations of the Railway at 16.00 hours in the manner prescribed. \nS.R.4.01.1.The control office should advise the standard time by a general call to all stations \non controlled sections at 16.00 hours daily. \n2. All Station Masters should correct the time at 16.00 hours and make an entry in the TSR. \n3 At all class ‘D’ stations where there is no telephone connection either with the adjacent \nstations or Control, the clerks-in-charge shall check their station clocks daily with the time of \nGuard of the first stopping train for the day. \n \n4.02. Adherence to advertised time.— \nNo passenger train or mixed train shall be despatched from a station before \nthe advertised time. \n \n4.03. Setting watch.— \nBefore a train starts from a terminal or crew -changing station, the Guard shall \nset his watch by the station clock or the clock at the authorised place of \nreporting for duty and communicate the time to the Loco Pilot who shall set \nhis watch accordingly. \nS.R.4.03. In token of complying with G.R. 4.03, Guard shall enter the time in ‘Combined Train \nReport’ (CTR). \n \n4.04. Time of attendance for train crew.— \nEvery Guard, Loco Pilot and Assistant Loco Pilot shall be in attendance for \nduty at such place and at such time as may be prescribed by special \ninstructions. \nS.R.4.04. Loco Pilots, Assistant Loco Pilo ts, Guards and Assistant Guards should report for \nduty at such times before the scheduled departure of the trains as the DRM may prescribe \nfrom time to time. \n \n4.05. Proper running line.— \nThe Loco Pilot shall take his train along the proper running line. \n \n4.06. Direction of running.— \n (1) On a double line, every train shall run on the left hand line unless \notherwise prescribed by special instructions. \n (2) If there are two or more parallel lines, the direction in which trains are \nto run on each line shall be prescribed by special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 122, + "text": "99 \n \n4.07. Supply of Working Time Table and Schedule of Standard Dimensions.— \n (1) A copy of the Working Time Table for the time being in force shall be \nsupplied to each station, Guard, Loco Pil ot, Inspector of Way or \nWorks, and any other railway servant requiring the use of the \nWorking Time Table during the course of his duties. \n (2) A copy of the Working Time Table shall, on issue, be supplied to the \nCommissioner of Railway Safety. \n (3) A copy of the Schedule of Standard Dimensions for the time being \nin force shall be supplied to each Inspector of Way or Works and \nTrain Examiner. \n \nB. Speed of Trains \n \n4.08. Limits of speed generally.— \n (1)(a) Every train shall be ru n on each section of the railway within the \nlimits of speed sanctioned for that section by approved special \ninstructions. \n (b) The sectional speed sanctioned and permanent speed restrictions \nshall be shown in the Working Time Table. \n (c) The Loco Pilot shall observe the sanctioned sectional speed except \nwhen either one speedometer in case of electric loco or two \nspeedometers in case of other locomotives are defective. In such \ncases of defective speedometers, both the maximum permissibl e \nspeed and booked speed of coaching train shall be reduced by 10 % \nfrom the speed otherwise permissible. \n \n (2) The Loco Pilot shall.— \n (a) regulate and control the running of the train according to the \nWorking Time Table, so as to avoid either excessive speed or loss \nof time, and \n (b) not make up between any two stations more time than is allowed in \nthis behalf in the Working Time Table, and shall also observe all \nspeed restrictions. \n (3) When it is necessary to indic ate to the Loco Pilot where trains are to \nrun at a restricted speed or where trains have to come to a stop due to \nthe line being under repairs or due to any other obstruction, action \nshall be taken as specified in Rule 15.09. \nSR.4.08.1.1. All Passenger ca rrying trains should run at Maximum Permissible Speed even \nunder normal circumstances, i.e., even when the trains are not running late, subject to \nobservance of permanent / temporary speed restrictions in force. \n1.2 All Railway Officers and Inspectors who are concerned with running of trains \nand maintenance of the track, as well as Guards, shall from time to time check the speed of \ntrains to ensure that Loco Pilots do not exceed the maximum permissible speed limits \nprescribed for the track or class of locomotive or any lower speed that may be laid down \neither in the rules or in the permanent or temporary speed restrictions. If it is found that \n.the authorized speed has been exceeded, they should inform the Loco Pilot at the next stop \nand submit a report immediately to the DOM and DME/DEE.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 123, + "text": "100 \n \n((AASS NNoo..66,, ddaatteedd 2255..1111..1100 –– iitteemm NNoo..22)) –– SS..RR.. 44..0088..22 ddeelleetteedd.. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..77)) aaddddeedd \nS.R. 4.08.2.1: In case both the speedometers of Diesel Loco or one speedometer of \nElectrical Loco are f ound defective at crew changing points, the train should not be worked \ntill the speedometers are attended to or Loco to be changed, in case it is not feasible to \nattend the defective speedometers at that crew changing point. \nS.R. 4.08.2.2: In case both the speedometers of Diesel Loco or one speedometer of \nElectrical Loco are found defective during the run, the train should be run with 10% reduction \nin maximum permissible speed of the train. In this case as soon as the defective \nspeedometers are noticed, mes sage should be given by the LP to the nearest power \ncontroller for arranging attention to the defective speedometer or change of Loco at the next \ncrew changing point or earlier, as the case may be. \n4.09. Caution Order.-- \n (1) Whenever, in conseque nce of the line being under repair or for any \nother reason, special precautions are necessary, a Caution Order \ndetailing the kilometers between which such precautions are \nnecessary, the reasons for taking such precautions, and the speed at \nwhich a train sh all travel, shall be handed to the Loco Pilot at the \nstopping station immediately short of the place where such \nprecautions are necessary, or at such other stations and in such \nmanner, as prescribed under special instructions. \n (2) Sub-rule (1) does not apply in the case of long continued repairs when \nfixed signals are provided at an adequate distance short of such place \nand have been notified to the running staff concerned. \n (3) The Caution Order referred to in sub -rule (1) shall be on white p aper in \nblue or black font or typed or made out on computers with the words \n“caution order’ written on top of the form in bold letters of appropriate \nfont size to draw attention distinctly and signed in full. \n ( See appendix-I) \n \n4.10. Limits of speed over facing points.— \n (1) The speed of trains over non -interlocked facing points shall not \nexceed 15 kilometres an hour in any circumstances, and the speed \nover turn-outs and cross-overs shall not exceed 15 kilometres an hour \nunless otherwise prescribed by approved special instructions, which \nmay permit a higher speed. \n (2) Subject to the provisions of sub -rule (1), a train may run over \ninterlocked facing points at such speed as may be permitted by the \nstandard of interlocking.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 124, + "text": "101 \n \n \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..66)) MMooddiiffiieedd \nS.R.4.10.1 The speed over the turnouts having 1:8:5 straight switches should be restricted to \n10 kmph for passenger carrying trains and 15 kmph for goods trains. However, on 1:8:5 turn-\nouts with curved sw itches of 52/60kg rails on PSC sleepers, the maximum speed \npermissible over such turn -outs should be 15 kmph both for passenger carrying trains and \ngoods trains. Requisite speed restriction boards, depending upon the type of turn -outs, \nshould be provided at suitable locations for the guidance of Loco pilots. \n \n4.10.2. In case of 1:8:5 symmetrical split with curved switches 52/60 kg including TWS (thick \nweb switch) on PSC sleepers, a maximum speed of 30 kmph is permitted under Approved \nspecial instructions. \n \n4.11. Limits of speed while running through stations.–– \n (1) No train shall run through an interlocked station at a speed exceeding \n50 Kilometres an hour, or such less speed as may be prescribed by \napproved special instructions unless the line on w hich the train is to \nrun has been isolated from all other lines by the setting of points or \nother approved means, and interlocking is such as to maintain this \ncondition during the passage of the train. \n (2) In every case in which trains are permi tted to run through on a non -\nisolated line, all shunting shall be stopped and no vehicle unattached \nto an engine or not properly secured in accordance with Rule 5.23 \nmay be kept standing on a connected line which is not isolated from \nthe through line. \n \n4.12. Engine pushing.— \n(1) No engine or self -propelled vehicle shall push any train outside \nstation limits except in accordance with special instructions and at a \nspeed not exceeding 25 kilometres an hour: \nProvided that this sub-rule shall not apply to a train the leading vehicle of \nwhich is equipped with driving apparatus and which may be operated \nunder approved special instructions: \nProvided further that this sub -rule shall not apply to an engine, assisting \nin rear of a train, which may be permitted under approved special \ninstructions to run without being coupled to the train: \nProvided also that no train which is not equipped with continuous \nvacuum/air brake shall be pushed outside station limits except in case of \nemergency: \nProvided further that a ‘Patrol’ or ‘Search-light’ special with one or more \nvehicles in front of the engine may be permitted to run at a maximum \nspeed of 40 kilometres an hour. \n(2) For movement of trains outside station limits with engine pushing \nduring night or in thick, foggy or tempestuous weather impairing visibility \nor where otherwise prescribed by special instructions, the leading vehicle \nof such trains shall be equipped with the prescribed head light and \nmarker lights except in case of emergency.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 125, + "text": "102 \n \n \n \n(3) When trains are worked as described in sub -rules (1) and (2), the \nengine pushing the load when it is the rearmost or the rearmost \nvehicle if any, shall carry a tail board or a tail lamp. \nS.R. 4.12.1.1 No engine may push a passenger carrying train outside station limits except \nunder the following circumstances: \ni) When a train meets with an accident or in emergency, working of relief trains, \ntransshipping of passengers etc., \nii) If it is not possible for the train to proceed further due to floods, breaches, landslides etc. \niii) To pi ck up an injured passenger or a person knocked down by the train, if considered \nnecessary. \n1.2 No engine may push a train other than passenger carrying train outside station limits \nexcept under the following circumstances: \ni) In connection with the working of ‘material train’ in accordance with the G.R. 4.62 and \nSubsidiary Rules there under. \nii) Inability of engine to haul the load. \niii) Line obstructed and trains required working to and from the point of obstruction. \niv) When a train meets with an accident or in emergency working of relief trains, \nv) If it is not possible for the train to proceed further due to floods, breaches, landslides etc. \n2 Once a train enters a block section, normally it should not be pushed back. However, in \nthe circumstances menti oned above, the Guard in consultation with the Loco Pilot can \ndecide to push back the train after the following precautions are taken: \n2.1.The Guard/Loco Pilot shall contact Station Masters/SCOR/TPC telephonically and obtain \npermission to push back. Such permission shall be given only by Station Master of station in \nrear, supported by a Private Number. This is not applicable for SR 4.12.1.1 (iii). \n2.2.1 If Guard / Loco Pilot cannot contact Station Masters/SCOR/TPC telephonically, the \nGuard/Assistant Loco Pi lot shall walk to the nearest station. Station Master of the station \nshall then issue a Caution Order permitting pushing back. Station Master of station in \nadvance shall issue Caution Order only after obtaining permission, supported by a Private \nNumber, fr om Station Master of station in rear. This permission shall be given only after \nensuring the level crossing gates, if any, are closed against the road traffic. This is not \napplicable for Rule No.4.12.1.1 (iii). \n2.2.2 The Guard shall ascertain that the level crossing gates are locked and the hand signals \nare displayed by the Gateman before proceeding further. The Guard shall be responsible for \ntaking all precautions to warn passengers that the train is pushed back to the station and to \nprevent accidents to the passengers in the carriages. \n2.3 The Guard of the pushing train shall travel in the leading vehicle if it is fitted with a \nvacuum/air brake valve or hand brake. If the leading vehicle is not so fitted, the Guard shall \ntravel in the nearest vehicle ther eto which is so fitted. The speed of the train, when the \nGuard is travelling in the leading vehicle, shall not exceed 25 KMPH and, in any other \nvehicle, 8 KMPH. \n2.4 The Guard of a pushing train shall keep a sharp lookout while passing through \nunmanned level crossings, tunnels, bridges, and cuttings and continuously exhibit PHS to \nthe Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 126, + "text": "103 \n \n2.4.1 The absence of PHS may be due to an obstruction and the Loco Pilot shall stop the \ntrain at once. \n2.4.2. The Guard shall also continuously whistle to w arn the Gangmen, patrolmen/ security \npatrolmen, OHE staff, telecom staff and any other staff on the way to make them aware \nabout the pushing back of train and to stand clear of the track. \n2.4.3. The Loco Pilot shall continuously whistle and keep a sharp lo okout, especially in the \ndirection, in which the train is running and be prepared to stop the train short of any \nobstruction. \n3. While pushing back the goods train running without Guard, such of the duties of the Guard \nas can be performed shall devolve on the Assistant Loco Pilot. \n4. While pushing back the goods train without brake van, the Guard shall walk by the side of \nthe track in rear of the last vehicle of the train exhibiting PHS continuously to the Loco Pilot. \nThe Loco Pilot shall observe walking speed on this occasion. \n \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..88)) MMooddiiffiieedd aanndd aaddddeedd \n5. When a train is pushed back; it can be received by taking ‘off’ reception signals on single \nline. On double line, the train can be received by issuing pilot -in memo after s etting, \nclamping and padlocking of relevant points. \n \n4.13. Limits of speed with engine tender foremost.— \n(1) (a) A passenger train or a mixed train shall not be drawn outside \nstation limits by a steam engine running tender foremost, except- \n (i) under a written order issued by the authorised officer; or \n (ii) in a case of unavoidable necessity, to be established by the Loco \nPilot. \n (b) When any such train is so drawn, the speed shall not exceed 25 \nkilometres an hour, or su ch higher speed, not exceeding 40 kilometres an \nhour, as may be authorised by approved special instructions. \n(2) In cases of unavoidable necessity, goods trains may run with steam \nengines tender foremost at a speed not exceeding 25 kilometres an hour or \nsuch higher speed, which shall, in no circumstances, exceed 40 kilometres \nan hour, as may be laid down by special instructions. \n(3) When trains have to be worked with steam engines tender foremost as a \nregular measure under sub -clause (i) of clause (a) of s ub-rule (1) and sub -\nrule (2), the head light and marker lights as prescribed in Rule 4.14 shall be \nprovided on the tender. \n \nC. Equipment of Trains and Train Crew \n \n4.14. Head light, marker lights and speedometer.— \n (1) A train shall not be worked a t night or in thick, foggy or tempestuous \nweather impairing visibility or in long tunnels, unless the engine \ncarries an electric headlight of an approved design and in addition, \ntwo oil or electric white marker lights. \n (2) An engine employed exc lusively on shunting at stations and yards \nshall, at night or during thick, foggy or tempestuous weather \nimpairing visibility, display such head lights as are prescribed by the \nRailway Administration, and exhibit two red marker lights in front and \nin rear.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 127, + "text": "104 \n \n(3) The electric head light on the engine shall be fitted with a switch to \ndim the light and shall be dimmed - \n(a) when the train remains stationary at a station; \n(b) when the train is approaching another train which is running in \nopposite direction on double or multiple track of same or different \ngauges; and \n(c) on such other occasions as may be prescribed by special \ninstructions. \n (4) In case the electric head light fails or a train has to be worked with \nthe engine running tender foremost i n an emergency, the engine \nshall display the two oil or electric white marker lights referred to in \nsub-rule (1) pointing in the direction of movement and the train shall \nrun at a speed prescribed by special instructions. \n (5) In case of de fective electric head light of locomotive running in a \nsection provided with reflective type of engineering fixed signal \nduring night or thick, foggy weather impairing visibility, on BG and \nMG, the Loco Pilot shall work the train cautiously at a speed not \nexceeding the severest temporary speed restriction imposed in the \nblock section or 40 KMPH, whichever is less . \n (6) Coaching locos should not be turned out from home shed if the \nspeedometers/recorders are in defective condition. In case of \nspeedometer/recorder becoming defective during the run, the train \nshould run at a speed prescribed by special instructions. \nS.R.4.14.1. If the electric head light becomes defective en -route during the hours of \ndarkness and/or thick and foggy weather, the Loco P ilot shall ensure that the two buffer \nbeam marker lights are burning and work the train cautiously at a speed not exceeding 40 \nKMPH and sound the engine’s whistle frequently. The Loco Pilot shall also inform the \nStation Master of the next block station i n advance of the incident so that the latter may \ninform the SCOR if any. \n2.1. Before leaving the loco shed, the Loco Pilot of a train shall ensure that he has the head \nlight on his engine effective. \n2.2. The electric head light Fitter on duty at the Loco shed will be responsible for certifying in \nthe register maintained for the purpose that the electric head light equipment is in proper \nworking order and the electric head light is provided with a bulb of not less than 250 watts \npower. \n2.3. The Loco Pilot shall also test the electric head light and satisfy himself that it produces \nsufficient illumination to enable him to see ahead clearly for a distance of 250 metres or \nmore. \n2.4. When there is no electric head light Fitter on duty, the Loco Pilot’s test as prescribed \nabove, shall determine whether the electric head light is effective. \n3. If the engine has neither a head light nor marker lights and the train is running through, \nthe Station Master shall send the stop and examine train signal to the station in advance \nadvising the Station Master on the block or control telephone. The Station Master of the \nother station on receipt of this information will stop the train and find out the reason for the \nhead light and marker lights not burning and instruct the L oco Pilot to switch on the electric \nhead light and marker lights. If the train is scheduled to stop at the station, the same \nprocedure shall be followed by the Station Master before starting the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 128, + "text": "105 \n \n4. The electric head light on the engine shall also be dimmed in the following cases –– \n4.1. when it is necessary to avoid running into the dazzled cattle, and \n4.2. to pick up the light indication of a Distant/Warner, Outer/Home or Gate signal. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..88)) 44..1144..55 AAddddeedd \n5. In case of speedometer/Recorder becoming defective during the run, instructions laid \ndown in S.R. 4.08.2.2 to be followed \n \n4.15. Tail and side lights.— \n (1) At night or in thick, foggy or tempestuous weather impairing visibility, \nno train shall be worked outside station limits unless it has- \n (a) in the case of an engine with vehicles attached, save in a case to \nwhich sub-rule (2) applies, at least one red tail light and two side \nlights showing red towards the rear and white towards the engine: \nprovided that, provision of side lights on goods trains and electric \nmultiple unit trains may be dispensed with. \n (b) in the case of a single engine without vehicles attached at least \none red tail light; and \n (c) in the case of two or more engines coupled together without \nvehicles attached, at least one red tail light affixed to the rear \nengine. \n (2) A colliery pilot i.e., a train used for collecting or distributing vehicles \nin colliery sidings, when wor king in a block section or in the colliery \nsidings taking off from a block section, need carry a red tail light only \nas it enters or leaves the block station, at either end of such block \nsection, provided that special instructions are issued to ensure tha t \nno other train is permitted to proceed into the block section until the \nGuard of the colliery pilot has certified that he has left no vehicle \nobstructing the block section in which he has been working. \n (3) When trains may run in the same dire ction on parallel lines, the side \nlights mentioned in clause (a) of sub -rule (1) may be arranged in \naccordance with special instructions. \n (4) When a train has been shunted for a following train to pass, the tail \nand side lights mentioned in clau se (a) of sub -rule (1) shall be dealt \nwith in accordance with special instructions. \n (5) Within station limits or in a siding, an engine employed in shunting \nshall have tail lights in accordance with special instructions. \nS.R.4.15.1. At night, when a train is waiting at a station to give precedence to another train in \nthe same direction, the Guard of the train shall, before the following train is admitted into the \nstation, change the side light adjacent to the line on which the following train is to be \nadmitted to show white towards the rear of the train and red towards the engine, the other \nside light being left in its normal position i.e., showing red towards the rear and white \ntowards the engine. After the following train has been admitted into the station, the Guard \nshall immediately put back the side light to its normal position. \n2. When vehicles are attached behind the rear brake -van of a train in accordance with S.R. \n4.24—", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 129, + "text": "106 \n \n2.1. The Guard shall ensure at night or in thick, foggy or tempest uous weather that the tail \nlight of the brake -van is extinguished and instead the tail light, if any is lighted on the rear \nmost vehicle. \n2.2. If the rearmost vehicle is provided with the side lights or brackets therefor, the side lights \nshall be lighted on this vehicle, the side lights of the brake-van being extinguished. \n2.3. If there is no provision for side lights on the rearmost vehicle, the side lights, if any, on \nthe nearest vehicle thereto shall be lighted, the side lights of the brake -van being \nextinguished. \n2.4. If there is no provision for side lights on any of the vehicles attached in rear of the rear \nbrake-van, the side lights of the brake-van shall be used. \n3. When an Inspection or Officer’s carriage is attached in rear of a train in accord ance with \nS.R. 4.24, the carriage so attached shall be provided with side and tail lights and the \nGuard shall ensure, that the side and tail lights of the brake -van are extinguished and those \non the last carriage are lighted. \n4. The provision of side lights on goods trains and EMUs may be dispensed with. \n4.16. Tail board or tail lamp.–– \n (1) In order to indicate to the staff that a train is complete, the last vehicle \nshall, except as provided for in sub -rule (2), be distinguished by \naffixing to the rear of it- \n (a) by day, a tail board of approved design or a red painted tail lamp of \napproved design which may be unlit, or \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..55)) MMooddiiffiieedd \n (b) by night, as well as in thick, foggy or tempest uous weather \nimpairing visibility during day, a red tail lamp of approved design \ndisplaying flashing red light to indicate last vehicle check device, \nor \n (c) such other device as may be authorised by special instructions. \n (2) A colliery pilot, i.e., a train used for collecting or distributing vehicles \nin colliery sidings when working in a block section or in the colliery \nsidings taking off from a block section, need carry a tail board or tail \nlamp or such other device as may be au thorised by special \ninstructions, only as it enters or leaves the block station at either end \nof such block section, provided that special instructions are issued \nto ensure that no other train is permitted to proceed into the block \nsection until the Guard of the colliery pilot certifies that he has left no \nvehicle obstructing the block section in which he has been working. \n (3) In emergencies only, and under special instructions in each case, a \nred flag may be used in lieu of a tail board or an unlit tail lamp. \nS.R.4.16.1. The last vehicle of a train shall be indicated by placing a tail board by day and a \ntail lamp by night or in thick, foggy or tempestuous weather impairing visibility. \n2. When an assisting engine is attached in rear of a train, the tail board or tail lamp shall be \nremoved from the last vehicle and fixed behind the assisting engine. \n3. The built in red light of SLR/Inspection carriage should be switched off when another \nvehicle is attached in rear of such SLR/Inspection carriage. It will be the duty of the Guard to \nensure that tail lamp/tail board is affixed only in the rear of the last vehicle. \n4. A light engine moving in a block section shall have marker lights on, showing red \nindication in the rear, during day or night. If two or more engines are moving coupled", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 130, + "text": "107 \n \ntogether, the rear most engine should have marker lights on, showing red indication in the \nrear, during day or night. \n5.1. In case of EMU/MEMU/MMTS/DHMU/DMU trains, a red ‘X’ mark on white background \non metal flap is pro vided on either end of formation. The last vehicle of the train is indicated \nduring day by the exhibition of this red ‘X’ mark. To exhibit this red ‘X’ mark, the metal flap \nhas to be kept in open position when the vehicle is worked as last vehicle and it s hould be \nkept in closed position when the vehicle is not worked as last vehicle. \n2. In the same way, the flashing red light of the built -in tail lamp is the last vehicle indication \nduring night. Guard to switch it ‘on’ when the train starts and switch it ‘off’ when the train \nterminates. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..99)) MMooddiiffiieedd \n3. In case of obstruction on track, guard must exhibit a red flashing hand signal lamp at night \nor a red flag by day. \n4.17 Responsibility of Station Master regarding tail boar d or tail lamp of \npassing trains.–– \n (1) The Station Master shall see that the last vehicle of every train \npassing through his station is provided with a tail board or tail lamp \nor such other device in accordance with the provisions of Rule. 4.16.\n \n (2) If a train passes the station without such indication to show that it is \ncomplete, the Station Master shall- \n (a) immediately advise the station in advance to stop the train to see that the \ndefect is remedied and to advise whether or not the train is complete, \n (b) meanwhile withhold the closing of the block section to ensure that \nno train is allowed to enter the block section from the station in \nrear, and \n (c) unless the station in advance has advi sed that the train is complete, \nneither consider the block section in rear as clear nor close it. \n (3) Where in a section, a block proving axle counter or continuous track \ncircuiting between block stations and complete track circuiting of \nstation section excluding non -running lines of the receiving station is \ninstalled and is functioning and there is a clear indication of clearance \nof block section as well as complete arrival of the train as per indication \ngiven, if a train passes a station without conforming to the provisions of \nsub-clause (1) above, the Station Master shall still advise the station in \nadvance to stop the train to see that the defect is remedied and he need \nnot withhold closing of block section in rear as prescribed in clause (b) \nand (c) of sub-rule (2) in such cases. \nS.R.4.17.1. For detailed procedure see Block Working Manual. \n((AASS NNoo..44,, ddaatteedd 1111..0011..22001100 –– iitteemm NNoo..1133)) MMooddiiffiieedd \n \n2. On single line/double line/twin single line/multiple line sections when a Station Master \nobserves that a train has passed without tail lamp/tail board, should send train passed without \ntail board/tail lamp (bell code) signal to station in advance and ‘train divided signal’ to station in \nrear and shall not close the block section. He shall also take t he following precautions to avoid \nany possible collision in mid-section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 131, + "text": "108 \n \n2.1. Stop all trains from entering the said block section on adjacent line/lines by putting back all \ndispatch signals to ‘on’ and/or by showing Stop hand signal and alert the crew by placing \ndetonators. \n2.2. Issue a Caution Order to the Loco Pilot and Guard advising the circumstances and to \nproceed cautiously and be prepared to stop short of any obstruction. \n2.3. Advise the Station Master of the station in rear to issue a similar Ca ution Order to the train \nwhich may enter block section on adjacent line/lines from the other end. \n2.4. In case if a train has already entered block section on adjacent line/lines, the Station Master \nshall– \n2.4.1. advise the Gateman in section to stop the t rain and inform Loco Pilot and Guard of the \ncircumstances and/or \n2.4.2. keep IBS, if any at ‘on’ and advise Loco Pilot of the circumstances when he contacts on IB \nphone and \n2.4.3. inform TPC in case of electrified section to switch off OHE power supply an d advise Loco \nPilot of the circumstances when he contacts on emergency phone. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1133)) MMooddiiffiieedd \nNote: However, at those stations where block proving axle counters or continuous track \ncircuiting between block stations and comp lete station section, excluding non -running lines of \nthe receiving station, is provided and is functioning and there is a clear indication of clearance of \nblock section as well as complete arrival of train, the divided train bell codes signal i.e. 6 pause \n3 need not be given to the station in rear and SM shall not withhold closing of block section in \nrear, and the precautions mentioned above under 2.1 to 2.4.3 need not be observed \n4.18 Means of communication.–– \n(1) No passenger train or mixed train shall b e despatched from any station, \nunless every passenger carriage is provided with means by which \ncommunication can be made with the Guard or the Loco Pilot. \n (2) Sub-rule (1) shall not apply to - \n (a) passenger or mixed trains in case of complete or partial failure of vacuum; and \n(b)such particular trains as may be exempted under approved special instructions. \n (3) If a Railway Administration is satisfied that mischievous use of the means of \ncommunication referred to in sub -rule (1) is pre valent, it may, notwithstanding \nanything contained in that sub-rule, direct the disconnection, for the time being, of \nthe means of communication provided in all or any of the passenger carriages in \nany such train. \n (4) A goods vehicle in which passengers are carried is not a “passenger carriage” \nwithin the meaning of this rule. \nS.R.4.18.1. Whenever the automatic vacuum brake is applied, the Loco Pilot shall bring the train \nto a stand clear of tunnels, bridges, viaducts, cuttings, catch siding points o r other unsuitable \nplace of a similar nature. \n2. The Guard shall promptly act according to the circumstance of case. If the chain had been \npulled for mischief or for insufficient cause, the Guard shall question the occupants of the \ncarriage and try to f ind out the name and address of the person who used it. He shall also take \nthe names and addresses of the other persons in the compartment and report the matter at the \nnext important station where the train is booked to stop. The Guard shall record the fac t in the \nCTR and also send a special report to the DRM with full details of the use of communication, the \nname of the passenger, tickets held by him etc. \n4.19. Guard’s and Loco Pilot’s equipment.–– \n (1) Each Guard and Loco Pilot shall have with h im, while on duty with his \ntrain, the following equipment- \n (a) a copy of these rules or such portions thereof as have been \nsupplied to him under Rule 2.01,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 132, + "text": "109 \n \n(b) a copy of the Working Time Table, and all correction slips and appendices, if any , \nin force on that section of the railway over which the train is to run, \n(c) a hand signal lamp, \n(d) a whistle (for Guards only), \n(e) a red flag and a green flag, \n(f) a stock of detonators sufficient to comply with the relevant rules as may be \nprescribed by special instructions, \n(g) a first aid box (for Guards of passenger carrying trains only), and \n(h) such other articles as may be prescribed by the Railway Administration in this \nbehalf. \n(2) If any Guard or Loco Pilot is not in possession of any articl e mentioned or referred \nto in sub -rule (1), he shall report the fact to his superior who shall make good the \ndeficiency. \n(3) Each Guard and Loco Pilot shall have with him while on duty with his train, two \npairs of such spectacles as he is required to wear under medical advice. \nNote.–– Each Guard and Loco Pilot should also be in possession of a watch in \naddition to the equipment prescribed in sub-rule (1). \nS.R.4.19.1.1.The Guard while working a passenger carrying train shall be in possession of \nthe following personal equipment. \n (1) Hand signal lamp (10.1) Working Time Table \n (2) Hand signal flags (Green - 1; Red - 2) (10.2) Guard’s Certificate Book \n (3) Tail lamp/Flashing tail lamp (10.3) Rough Journal Book \n (4) Tail Boar (10.4) Hand book on G&SR for Loco Pilots \n (5) First aid box and Guards \n (6) Detonators - 10 (11) Whistle \n (7) Washers – 3 (12) Spectacles, if required \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..77)) SS..NNoo.. 88 ffuusseeee ddeelleetteedd aanndd rreennuummbbeerreedd \n (8) Padlocks - 4 (50mm - 2 and 35mm-2) (13) CBC operating Handle key \n (9) Chain for securing the box (14) Private number book(s) \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1111)) aaddddeedd \n (10) Reference books & Stationery (15) universal key for opening and \nclosing Guard’s compartment of SLR \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..1155)) SSeerriiaall NNoo 1155 aaddddeedd \n1.2. Equipment of Guards working freight trains: The equipment would be the same as per those \nworking pass enger carrying trains except that they need not carry first aid box and Guard’s \ncertificate book but should carry a book of T/609 forms, vacuum gauge and detachable pressure \ngauge with adapter. \n2. Items of personal equipment and stores for Loco Pilots: \n(1) Hand signal lamp (5.1) Working Time table \n(2) Hand signal flags (5.2) Hand book on G&SR for Loco Pilots and \n (Green-1; Red -2) Guards \n(3) Detonators – 10 (6) One electric head light bulb and one cab \n light bulb \n(4) Washers – 5 (7) Spectacles, if required. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1199)) \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..77)) SS,,NNoo..88 ffuusseeee ddeelleetteedd \n(5) Rough journal book, reference books and stationary \n (8) CBC operating handle key \n((AASS NNoo..33,, ddaatteedd 1166..1100..0099 –– iitteemm NNoo..22)) \n2.1. Assistant Loco Pilot shall be in possession of t he following personal equipment, while \nworking a train:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 133, + "text": "110 \n \n(1) Tri-colour Hand Signal Lamp – 1 No. (3) Working Time Table \n(2) Hand Signal Flags--Green-1 No.; Red - 2 Nos. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1199)) ((44)) ddeelleetteedd \n3. Brakesman shall be in possession of the following personal equipment. - \n(1) Hand book on G&SR for Loco (6) A carriage key \n Pilots and Guards \n(2) Working Time Table (7) Sufficient number of padlocks \n(3) Ten detonators in a tin case (8) Guard’s memo book \n(4) Two red flags and a green flag (9) Two pairs of spectacles with the name \n(5) Hand signal lamp engraved thereon, if required. \n4. Brake -van equipment in Coaching Trains originating in South Central Railway \nshould be provided as given below:- \n4.1.0. Loading of Brake-van Equipment \n4.1.1. The BV Equipment would be loaded at the platform of the primary maintenance station \nin both SLRs (i.e. Front and Rear SLR), or in some trains three SLRs (i.e., Front, Centre and \nRear SLRs) inside a cupboard / cabinet which shall be locked with One -Time Lock (OTL) \nand sealed jointly by the SE/JE-C&W and Dy.SS. \n4.1.1.1. In case of EMU/MEMU, the brake van equipment shall be loaded in Low Tension \nCompartment in the Motor Coach. In case of DEMU/DHMU, the space available in Driving \nTrailer Cab shall be utilized for loading the brake van equipment. \n4.1.2. All two / three SLRs sh all be checked in the return direction at the platform jointly by \nthe SE/JE-C&W and Dy.SS of destination station. \n4.1.3. The following in-charges mentioned against item shall arrange for initial loading of BV \nEquipment in working condition in the dedicated cabinet provided in the SLR. Dy.SS should \nco-ordinate loading in two / three SLRs on the platform. \na) Portable Control Telephone \n 2/4 wire type as required \n 1set SE/JE-Tele \nb) Portable Train lighting equip- \n ment \n 1 set SE/JE-TL \nc) Fire extinguisher \n (DCP type) \n 2 Nos. SE/JE-C&W \nd) Wooden Wedges/Skids 2 Nos. SE/JE-C&W \ne) Stretcher in good condition 1 No. Dy.SS \n4.1.4. After full complement of BV equipment is loaded, SE/JE -C&W shall provide OTL and \ncover it with rexine pouch, tie with necessary tape / cord and seal the same. \n4.1.5. The SE/JE-C&W of train-originating station shall also keep one spare OTL in unlocked \ncondition in the cabinet for use by the Guard en-route, whenever required. \n4.1.6. After initial loading and sealing is done, SLRs, shall be continuously monitored on \neach and every trip both outgoing and incoming rakes by SE/JE -C&W at the Platform and \nmaintain record of the BV Equipment available in the SLRs. \n4.2. Painting of details inside SLRs and securing: \n4.2.1. On the cabinet containing the BV Equipment are loaded, painting/sticker shall be \nprovided, indicating SLR No., details of BV Equipment with serial number and due date of \ntesting. \n4.2.2. Instructions to Guards on usage of OTL shoul d also be painted or pasted in the form \nof sticker. \n4.2.3. Cabinet containing BV Equipment shall be provided with clamping / locking \narrangement to facilitate locking with the use of the OTL. \n4.2.4. Wire mesh/weld mesh shall also to be provided to see the availability of BV \nEquipment, to facilitate at the time of handing over / taking over the BV Equipment without \nhaving to open the cabinet door. Necessary lighting arrangements inside the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 134, + "text": "111 \n \ncabinet with control switch outside the cabinet shall be provided. New ICF SLRs are turned \nout with toughened glass windows for the cabinet. \n4.3. Procurement of BV Equipment: \n4.3.1. The SEs/JEs of concerned Departments and Dy.SS at the primary maintenance \nstation of the rake shall be in possession of the re quired number of BV Equipment + 10% \nextra for initial provision in all SLRs of all the rakes primarily maintained at that station. \n4.4. Handing over & Taking over charge of BV Equipment: \n4.4.1. Dy.SS/TNC of the originating station shall record the intactne ss and the availability of \nthe BV Equipment/seal in the register specially maintained for this purpose. They shall \nobtain acknowledgement of the Guard in the register apart from Vehicle Guidance (VG). \n4.4.2. Both the incoming and outgoing Guards shall mak e entries in the VG and the Rough \nJournal Book, and acknowledge about the intactness of seal and OTL. \n4.5. Replacement of OTL & BV Equipment: \n4.5.1. In case of seal missing or OTL broken or BV Equipment missing, the Guard of the \ntrain shall give a message to the Station Master of the station with a copy to the Station \nMaster of the train originating station indicating the train number, SLR number, missing BV \nEquipment serial numbers, along with date, location etc. \n4.5.2. The Station Master of the originatin g station in turn shall advise the concerned \nSEs/JEs for recouping the item/s. \n4.5.3. Concerning SE/JE should replace/recoup BV Equipment after testing. \n4.6. Due date for replacement / testing of BV Equipment: \n4.6.1. Fire -Extinguishers: Replacement shall b e done once in a year. Due date shall be \nstenciled on each fire -extinguisher for easy identification and replacement as and when \nrequired. \n4.6.2. Portable Telephone: The 2/4 wire telephone will be tested once in six months by \nSE/JE-Tele. The sticker indicating the due date should be pasted (eg., Due – Nov.06). \n4.6.2.1. The practice of issuing PT sets to Guards at the time of signing ON and collecting \nback while signing OFF will continue. \n4.6.3. Portable Train Lightning Equipment: Each box be serially numb ered on the cover and \ninside the EL Box for easy identification. Contents of the EL Box shall be tested once in six \nmonths by the SE / JE-TL and the next due date should be written on the sticker. \n4.7. No SLR in the formation shall be detached en-route on Traffic account. \n4.8. Duties of Guard: \n4.8.1. The Guard of the train shall ensure before departure of the train that the BV \nEquipment is correctly available, OTL is in locked condition and the seal is put on. When the \nseal is broken, but OTL is intact, th e Guard shall advise the Station Master of the originating \nStation for providing rexine cover and seal. \n4.8.2. The cabinet seal containing the BV Equipment shall be broken by the Guard of the \ntrain for use during accidents/emergencies. \n4.8.3. After usage o f the equipment, the Guard shall give a message to the SE/JE – C&W \nand the Dy.SS of the originating station indicating date, time and place of usage so as to \nfacilitate re-coupement of equipment if required. \n4.8.4. He shall also check for its intactness en-route. \n4.8.5. Whenever, cabinet/cupboard is opened in emergency, he shall intimate the same to \nthe Dy.SS under a written message. He shall pass a remark on the VG and Rough Journal \nBook as to where the equipment was taken out; he shall lock the equipment with the spare \nOTL. \n4.8.6. He shall also give a message to the Dy.SS of the originating station for providing the \nrexine pouch and seal. \n4.8.7. He shall obtain the acknowledgement of the Dy.SS of SE/JE -C&W in the VG/ Rough \nJournal Book at the destination station about the intactness of OTL and seal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 135, + "text": "112 \n \n((AASS NNoo..1111,, ddaatteedd 2233..0011..1133 –– iitteemm NNoo..99)) SSRR 44..1199..55 iiss aaddddeedd \n \n \n5: Brake van equipment, Loco Pilot / Motorman’s and Guard’s equipment in MEMU/ \nEMU / DEMU / DHMU trains: \n \n5.1: Brake van equipment \nThe following brake van equipment in working condition shall be loaded in low tension \ncompartment in each motor coach of MEMU / EMU by the MEMU /EMU shed and in the \nspace available in each Driving Power car of DEMU / DHMU by DSL sheds responsible for \nprimary maintenance. In- charges of the sheds are responsible for ensuring the loading of \nthe stipulated equipment in working condition. \nStretcher – one \nFire extinguishers – two \nWedges – two \n \n5.2: Loco Pilot’s equipment \nLoco Pilot / Motorman shall be in possession of the following equipment while working \nMEMU / EMU / DEMU / DHMU trains: \nRed flags – two \nGreen flag – one \nHS lamp (tri-colour) – one \nDetonators – Ten \nHand book of G&SR for LPs and Guards \n \n5.3: Guard’s equipment \nGuard shall be in possession of the following equipment while working MEMU / EMU / \nDEMU /DHMU trains: \nRed flags – two \nGreen flag – one \nHS lamp (tri-colour) – one \nDetonators – Ten \nHand book of G&SR for LPs and Guards \nPortable first aid box – one \n \n4.20. Manning of engine in motion.— \n (1) Except when otherwise provided by special instructions, no engine \nshall be allowed to be in motion on any running line unless the Loco \nPilot as also the Assistant Loco Pilot are upon it. \n (2) Subject to the provision of sub -rule (3), in no circumstances shall a \nperson other than the Loco Pilot or a railway servant duly qualified in \nall respects, drive an engine on any running line. \n (3) If a Loco Pilot becomes incapacitated while the engine is in motion, the \nAssistant Loco Pilot, if duly qualified, may work the train to the next \nstation cautiously and where the Assistant Loco Pilot is not duly \nqualified, he shall bring the train to a stop and send a message to the \nStation Master of the nearest station to make arrangements for a Loco \nPilot to take over the train, and for so doing he may take the assistance \nof the Guard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 136, + "text": "112(i) \n \nS.R.4.20.1. Shunters may be allowed to perform shunting inside station limits, but, except \nunder special instructions issued by the DRM, they shall not be allowed to work any train \noutside station limits. \n2. No person must be allowed to work as Loco Pilot unless he is duly qualified in initial/refresher \ntraining (both transportation and technical) and holds valid certificate of competency for \ntransportation, issued by the Principal/ZRTI/ MLY and holds valid certificate of competency for \ntechnical, issued by DME/P or Sr.DME for Diesel or Sr.DEE/TRSO for Electrical, of the concerned \ndivision.The booking official is responsible for complying with this rule. \n \n4.21. Driving an electric train.— \n(1) In the case of electric trains, the Loco Pilot shall be in the leading driving \ncompartment when the train is in motion or when the train is standing on \nany running line except as otherwise prescribed in these rules. \n(2) (a) In the case of a single or multiple unit train, if the driving apparatus in \nthe leading driving compartment becomes defective, the train shall be \ndriven cautiously from the nearest driving compartment which is \nserviceable; in this ev ent, the Guard shall travel in the leading driving \ncompartment and shall convey the necessary signals to the Loco Pilot, \nthe Guard shall also sound the horn or whistle as necessary and apply \nthe brake in case of emergency and shall be responsible for stop ping \nthe train correctly at signals, stations and obstructions. \n (b) In the case of an electric engine, if the leading driving compartment \nbecomes defective, the train shall be driven from the trailing driving \ncompartment by the Assistant Loco Pilot if he is duly qualified to drive; \nand the Loco Pilot shall remain in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 137, + "text": "112(ii) \n \n \n \n \n \n \n \n \nBLANK", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 138, + "text": "113 \nthe leading driving compartment, and shall be responsible for the correct \noperation of the train. \n((AASS NNoo..1155,,,, ddaatteedd 0044..0022..1155 –– iitteemm NNoo..11)) AAdddd SSRR 44..2211..11 aanndd rreennuummbbeerr SSRR44..2211 aass SSRR44..2211..22 \nSR.4.21. 1 All the instruction given under GR.4.21 (1) & (2) which is applicable to electric \nengine shall also be applicable for working of trains by diesel engine having twin cab. \nSR.4.21.2 Assistant Loco Pilots m ay be allowed to drive the engines/trains on certain \nsections as specified by the DME/DEE (RS) under direct supe rvision of a Loco Pilot so that \nin case of emergency the Assistant Loco Pilot can be authorized to drive the train at a \nrestricted speed not exceeding 40 KMPH up to the nearest point where he can be relieved. \n \n4.22. Riding on engine or tender.–– \n (1) No person other than the engine crew shall be authorized to ride on \nthe engine or tender of a steam locomotive, except in accordance with \nspecial instructions. \n (2) Except as may be permitted by special instructions, no person other \nthan the en gine crew shall be authorised to enter any driving \ncompartment of a single or multiple unit train or a train propelled by \nelectric, diesel or petrol engine. \n (3) No unauthorised person shall manipulate any apparatus contained \ntherein. \n \nS.R.4.22. The following persons may travel on the engine provided they are authorised by \n‘engine pass’ or orders – \n1. Loco Pilot on learning road \n2. Guard when no brake-van is provided \n3. Traffic staff carrying out shunting operations \n4. Inspecting officials on duty \n5. Staff specially authorised by DRM or by special instructions. \nNote: In any case, there shall not be more than five officials/staff including engine crew at \nany time on the engine except in emergencies as and when specially required. \n \n4.23. Brake-vans.–– \n (1) No train shall be allowed to enter a block section, unless one or more \nbrake-vans or hand braked vehicles are attached to it, except in \nemergency or as provided for under special instructions. \n (2) This rule does not apply to railcars, light engine or light engines \ncoupled together. \n \nS.R.4.23.1. No person, except officers of the railway or persons holding brake-van passes or \npersons specially permitted shall be allowed to travel in the b rake-vans. Railway Police \nOfficials may, in cases of emergency, be permitted to travel in the brake-van of goods trains. \nThe number of persons permitted to travel in the brake-van of goods trains, in addition to the \nGuard, should not exceed 5 (five). Howev er, in emergent cases exception may be made for \nsecurity staff, police, repair gangs of S&T, medical staff etc. with the prior approval of Sr. \nDOM of the concerned division. \n2. During emergencies when it becomes absolutely necessary to run a train without a brake-\nvan, the following precautions should be observed rigidly: \n2.1. The decision to run a train without brake -van will not be taken without specific orders of \nSr. DOM/DOM.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 139, + "text": "114 \n \n2.2. Running of trains without brake -van is strictly prohibited during total f ailure of \ncommunications. \n \n2.3. Separate registers shall be maintained in the Control office for this purpose with details \nof the train viz., dates, train number, from and to station. \n2.4. It shall be ensured that the train is provided with continuous and effective vacuum/air \npressure from the engine to the rear most vehicle. \n2.5. In Automatic Block Section, no train must be allowed to follow until the preceding train \nwhich has been allowed to run without brake -van has arrived complete at the next repor ting \nstation in advance. \n2.6. Guard of the train shall travel in the engine. \n2.7. Last vehicle indicator viz., tail board/tail lamp must be invariably fixed on the last vehicle. \n2.8. Station Master/ASM/CASM/Switchman/Cabinman will ensure that the train is complete \nby the last vehicle board/lamp. \n2.9. When the train is worked under this system, the station as well as the cabin staff should \nbe particularly alert. When there is a suspicion that the train has not arrived complete, they \nshould draw the attentio n of the Loco Pilot and Guard by waving a green flag by day or a \nwhite light by night up and down vertically as high and low as possible. \n2.10. When a train running without brake -van encounters trouble enroute, the following \nsteps which are normal for train operation are required to be taken by the Guard of a train. \n2.10.1 The Guard along with Assistant Loco Pilot should check complete train for any hose \npipe disconnection or leakage etc. The help of C&W staff or Pointsman should be taken \nwhen the vacuum/air pressure trouble occurs within the station limits. \n2.10.2 The Guard should arrange to connect the hosepipe, plug the leakage etc., with the \nhelp of Assistant Loco Pilot and start his train after ensuring that the vacuum/air pressure \ntrouble has been f ully attended to and the requisite amount of vacuum/air pressure is \nmaintained in the locomotive. \n2.10.3. The Loco Pilot should regulate the speed of the train depending on the ‘feel test’ \nconducted by him in the first block section. \n \n4.24. Position of brake-van on train.–– \nUnless it be otherwise directed by special instructions, one brake -van shall be \nattached to the rear of the train, provided that reserved carriages or other \nvehicles may, under special instructions, be placed in rear of such brake-van. \n \nS.R.4.24.1. In the case of Express trains, a maximum of 2 coaches may be attached in rear \nof the rear brake-van (SLR). The vacuum brakes of such additional coaches must be in good \nworking order. When necessary, an Officer’s carriage can also be attached in addition to the \n2 coaches in rear of the rear brake-van. \nThese instructions will also apply to passenger trains except that a 4-wheeler carriage is \nalso permitted to be attached. \nAs a special case, on short distance passenger/mixed trains, working within zonal \nrailway, to reduce the unnecessary shunting, SLR can be positioned in the middle of the \ncomposition. A maximum of 3 coaches (including an Officer’s carriage) only is allowed in \nrear of rear SLR on both BG and MG. As far as possible, Officer’s carriage should be kept as \nthe rearmost coach of the train. \n2. In the case of goods trains, a maximum of 2 bogies or their equivalents may be attached \nin rear of the rear brake-van. When an Officer’s carriage is to be attached, it will also be \ncounted within the 2 bogies limit, as prescribed. \n3. In the case of Mixed and Goods trains, not worked with vacuum throughout, only an \nInspection or Officer’s carriage (bogie or otherwise) fitted with hand brake in good", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 140, + "text": "115 \n \nworking order, which can be operated by its occupant during the run, may be attached in \nrear of the rear brake -van, provided that this shall not be permitted except under the written \nauthority of the occupant, who shall be held personally responsible for safe working and for \nprotecting his carriage in case the train parts between his carriage and the rear most brake -\nvan. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1100)) MMooddiiffiieedd \n4. Damaged vehicle or damaged engine working of.–– \nThe Station Master may attach a damaged vehicle or damaged engine behind the rear \nbrake-van of goods train during day light and in clear weather on receipt of written advice in \nduplicate from the TXR or t he SSE/LOCO respectively, as the case may be. On sections \nwhere no goods trains are booked to run, the damaged vehicle or damaged engine may be \nattached behind the rear brake -van of a mixed train on the same conditions. A copy of the \noriginal advice should be handed over to the Guard of the train for submission along with the \nCTR. After sunset or if the weather is thick, foggy or tempestuous impairing visibility, the \ndamaged vehicle or damaged engine shall be detached from the train at a station en route \nand attached again to mixed or goods train during day light hours when the weather is clear. \nIn case the damaged vehicle or damaged engine is detached at a station en route, the \nGuard of the train shall make over the original advice for attaching the said ve hicle or \ndamaged engine to the Station Master concerned for the latter to hand it over to the Guard \nof the train by which the damaged vehicle or damaged engine is subsequently despatched. \nOnly one such vehicle or damaged engine shall be attached behind the rear brake-van of \nmixed or goods train. A competent railway servant deputed by the Mechanical department \nshall accompany the train. \nNote:- When a damaged vehicle or damaged engine is attached, the provisions of \nS.R.4.24.2 shall not be applicable. \n \n4.25. Guards.–– \n (1) Except under special instructions or in an emergency, every running \ntrain shall be provided with one or more Guards. \n (2) The Guard of a running train shall travel in his brake-van, except- \n (a) in an emergency, or \n (b) under special instructions. \n (3) When a train is worked without a Guard, such of his duties as can be \nperformed by the Loco Pilot shall devolve on him as may be \nspecified by special instructions. \nS.R.4.25.1.1. No person must be allowed to work as Guard in charge of any train unless he \nis qualified in initial/refresher training at ZRTI/MLY and holds valid certificate of competency \n(in form No.T.28) issued by the Principal/ZRTI/MLY. The booking offi cial is responsible for \ncomplying with this rule. \n1.2. Guards in charge of trains shall ordinarily ride in the rear brake -van. Every Assistant \nGuard when running on a passenger train will normally travel in the front brake -van and will \nbe under the orders of the Guard of the train. \n2. Combined Train Report (CTR) \n2.1. The CTR on the prescribed form must be filled by the Guard. This form shall be used for \nevery train (except suburban and material trains for which separate forms are provided). In \nexplaining detentions to trains, the cause of each detention must be clearly explained. All \nirregularities in connection with the working of trains such as absence of signals or improper \nexhibition of signals, lax working of staff, complaints made by Loco Pilots o r the travelling \npublic or accidents must be reported in the CTR. Remarks on the following heads must also \nbe passed at the foot of the CTR––", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 141, + "text": "116 \n \nTime checked with the SCOR, number of inches of vacuum maintained in the brake -van, \nweather conditions, whether c autious driving observed, condition of the rolling stock and \nfittings, defects in lighting on the train, correctness of the brake -van, side and tail lamps and \nother brake-van equipment. In the case of passenger and special trains, the number of the \nfirst aid box and portable field telephone must be recorded. \n2.2. The Guard of a train must, at the end of each trip, before he leaves the station, make \nover his CTR to the Station Master for submission to the DRM. Before doing so, he must see \nthat Caution Orders , Line Clear tickets, etc., if any, are obtained from the Loco Pilot and \nattached to the CTR. \n2.3. Station Masters must maintain a register on the prescribed form (to be kept in carbon \nprocess) in which particulars of trains run and CTR received should be recorded. One foil will \nbe retained by the Station Master and the other will be sent to the DRM’s office with the CTR \ndaily. In the case of passenger and mixed trains, a copy of the CTR should also be \nforwarded to the COM. \n2.4. Dating of Guard’s CTR and Vehicle Guidance: \nThe advertised departure according to the time table or train ordering message is to be \ntaken as being the date on which a train runs, i.e., if a train is timed to leave a terminal \nstation, for example at 23.20 hours on the 1st, but does no t start till, 00.10 hours on the 2 nd, \nit should be shown as a train running on the 1st. \n3. Vehicle guidance. \n3.1. Vehicle guidance for all Goods, Passenger, Mail and other trains must be entered by the \nstaff at the starting station and handed over to the Guard in charge of the train. The VG at \neach terminal/starting station must be prepared directly from the Train Clerk’s hand book in \nwhich the Train Clerk must record the numbers of each individual vehicle of the train by \nphysical verification. The numbers are not to be copied out from one VG to another. Entries \nof vehicles attached to a train at intermediate stations must be made by the station staff at \nthose stations. The Guard must obtain the signature of the station staff in the VG for any \nvehicle detached from his train. \n3.2. The VG must be carefully and legibly prepared in ink at the starting station. \n3.3. VG for Passenger trains must be sent through to the destination station on this railway. \n3.4. VGs for through Goods trains must be prepared in dupl icate, one copy must be made \nover to the Station Master of the last terminal station of the Division for submission to the \nDRM. The original copy is to go to the destination station. These through VGs are to be \ntransferred from Guard to Guard. Guards handi ng over through VG will obtain \nacknowledgement in their ‘memo book’ of having done so; otherwise they will be held \nresponsible if the VGs go astray. \n3.5. Before starting, the Guard will be responsible for checking the load on the train with the \nentries on the VG of wagon numbers, booking and destination stations, type of vehicle (open \nor covered), four -wheeler, bogies or special types, tare weights, weights of contents and \ngross weights, etc. \n3.6. On arrival at destination, the Guard of an in -coming train will make over the VG to the \nStation Master or the YM or other Yard staff specially deputed for the purpose, who will sign \nfor the same in the Guard’s memo book. \n3.7. The Station Master or the YM will despatch daily VGs for Mail, Express, Passenger, \nTroop a nd other Special trains to the COM and for Mixed and Goods trains to the DRM \nalong with a summary on a prescribed form, in separate covers marked Vehicle Guidance, in \norder that they may be readily sorted out from the rest of the dak. \n3.8. The Station Mast er or the YM will be responsible that VGs are duly received from \nGuards are sent to the COM or DRM as prescribed in the foregoing para.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 142, + "text": "117 \n \n3.9. When a bogie carriage i.e., (Coaching stock) is attached to a goods train, it should be \ncounted as equivalent to 2 ½ four-wheeler units for the purpose of calculating the vehicle load of \nthe train. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..11..22)) MMooddiiffiieedd \n3.10.- The guards of all trains shall be supplied with Walkie-Talkie sets in good working condition \nand private number sheet(s) by the in -charge Station Masters. The guard of the train shall \ncomplete arrival of his train within fouling marks and give his PN to SM on duty as per \nS.R.14.10.2 or S.R.14.10.3, as the case may be. For this purpose, the list of stations, the number \nof reception lines at these stations which require the exchange of private numbers by the guard \nto ensure complete arrival of train within the fouling mark at the respective stations, together with \nthe provision of BPACs, shall be circulated to all concerned under acknowledgement and through \nSOB. \n4. Running of goods trains without Guard: \n Running trains without Guard should be avoided as far as possible. However, in exceptional \ncircumstances, only goods trains may be run without Guard with the specifi c orders of Sr.DOM \nand a record of such orders shall be maintained in respective control office in a separate register. \nIn case trains are run without Guard, such of the duties of the Guard as can be performed by the \nLoco Pilot, shall devolve on the Loco P ilot and Assistant Loco Pilot. The following precautions \nshould be taken in all such cases.–– \n4.1. It should be ensured that the train is provided with continuous vacuum/air pressure from the \nengine to the rearmost vehicle, which may be a brake -van. If no Guard is provided either at an \nintermediate point or the crew changing station, the Loco Pilot on being informed by the Station \nMaster, shall examine the brake power of the train and ensure that the rear-most four pistons are \nin proper working order. Befor e signing the BPC, the Loco Pilot shall ensure that the required \namount of vacuum/air pressure is provided in the brake -van. Vacuum gauge/air pressure gauge \nshall be provided by the originating station. \n4.2. Last vehicle indicator must be made available to the Loco Pilot and it shall invariably be fixed \nto the tail end of the rear-most vehicle by the Loco Pilot. The tail lamp is essential in running such \na train in the night time. \n4.3. Caution Order shall be issued to the Loco Pilot by Station Master with n ecessary \nendorsement stating that the train is to run without Guard and SCOR shall also be advised of the \nfact under exchange of Privates Numbers, who will inform the stations en route. The Station \nMaster on getting the train number, will inform the end ca bins, where provided and Gatemen of \nall the LC gates enroute provided with telephonic communication accordingly under exchange of \nPrivate Numbers. \n4.4. The Station Master of the block station controlling the IBS, on becoming aware that the train \nis running without Guard, shall not dispatch a train in rear of this train up to IBS unless the goods \ntrain without Guard reaches the station ahead. \n4.5. When such a train stops at a station, the Station Master/Switchman/Cabinman shall ensure \nthat the train has arrived complete and is standing clear of the fouling mark. \n4.6. During tempestuous weather, total interruption of communications and single line working on \ndouble line section, running of trains without Guards is strictly prohibited. \n4.7. Extra detonators should be carried by the Loco Pilot who shall be responsible for protection \nof the train. \n4.8. When such a train is stopped between stations on account of accident, failure, obstruction or \nother exceptional cause and the Loco Pilot finds that this train canno t proceed further, he shall \nimmediately protect the train as per G.R. 6.03. While going for protection, care shall be taken that \nloco is not deserted if it is on rails. \n4.9. In Automatic Block territory, no train shall be allowed to follow until the preceding train which \nhas been allowed to run without Guard, has arrived complete at the next reporting station in \nadvance.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 143, + "text": "118 \n \n4.10. When a train running without Guard encounters vacuum/air pressure trouble en route, the \nfollowing steps are required to be taken by the Loco Pilot /Assistant Loco Pilot.–– \n4.10.1. The Assistant Loco Pilot should check complete train for any leakage, hose pipe \ndisconnections etc., and attend to it. The help of C & W staff or Pointsmen shall be taken when \nthe vacuum/air pressure trouble occurs within station limits. \n4.10.2. The Assistant Loco Pilot should also ensure that all the cut -off angle cocks of air braked \nwagons are in open condition except the rear angle cock of rear most vehicle and the front angle \ncock of the train engine. \n4.10.3. The Assistant Loco Pilot should ensure the vacuum/air pressure continuity by operating \nthe brake-van valve/cut-off angle cock of the last vehicle. \n4.10.4. The Loco Pilot should regulate the speed of the train depending on the ‘feel test’ \nconducted by him in the first block section. \nNote:1. Running of passenger carrying trains without Guard should not be permitted. \n 2. Running of goods train without Guard should not be permitted if the last vehicle is not \nbrake-van. \n3.Whenever coaches/saloons not carrying any passengers, up to a maximum of two (2) \nare required to be moved from one station to other, it is sufficient if the last vehicle of the \ntrain is provided with tail board/tail lamp and no Guard is required to work. Such \nmovement shall be permitted o nly between Hyderabad – Secunderabad – Kachiguda \nand between Vijayawada – Guntur. While working in Automatic Block section territories, \npara 4.9 shall be adhered to. \n5. 1. Every Guard should be given three trips including one night trip from 20.00 hrs to 06.00 hrs \nfor road learning (three to and fro) for familiarizing himself with the sections on which he is \nrostered for duty. \n5.2. On hill and ghat sections, the Guard shall operate minimum of six trips including two night \ntrips from 20.00 hrs to 06.00 hrs for road learning (six to and fro) for familiarizing himself with hill \nand ghat sections. \n \n4.26. Couplings.–– \nNo vehicle that is not fitted with a coupling or couplin gs of approved pattern \nshall be attached to any train. \n \nD. Vehicles and Cranes \n4.27. Cranes.–– \n (1) No travelling crane shall be attached to a train until it has been \ncertified by a duly authorised person that it is in proper running \norder, and with a dummy truck for the jib, if necessary. \n (2) When a crane is to work on any line provided with electric traction or \nany line adjacent to it, the procedure and precautions as laid down \nunder special instructions shall also be followed. \n4.28. Loading of vehicles.–– \n (1) No wagon or truck shall be so loaded as to exceed the maximum \ngross load on the axle fixed under sub-section (1) of section 72 of the \nAct, or such varied carrying capacity if any, as may have been \nprescribed by the Railw ay Administration under sub -section (4) of \nthe said section. \n (2) Except under approved special instructions, no vehicle shall be so \nloaded as to exceed the maximum moving dimensions prescribed \nfrom time to time by the Railway Board. \n (3) When a load in a truck projects to an unsafe extent beyond the end of \na truck, an additional truck shall be attached to act as a dummy.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 144, + "text": "119 \n \n (4) The Guard shall, unless this duty is by special instructions imposed on \nsome other railway servant, carefully examine th e load of any open \ntruck which may be attached to the train, and if any such load has \nshifted or requires adjustment, shall have the load made secure or \nthe truck removed from the train. \nNote: Section 72, referred in para (1) of GR 4.28 is section of the Railways Act, 1989. \nS.R.4.28. Trucks loaded with girders, machinery, long timber etc. shall be inspected by the \nGuard at stopping stations and if the fastenings have slackened or the loads shifted, they shall \nbe re-secured before the train is allowed to proceed or else the trucks detached. \n \n4.29. Damaged or defective vehicles.–– \n (1) No vehicle which has been derailed shall run between stations, until it \nhas been examined and passed by a competent Train Examiner: \nProvided that in case of a derailm ent between stations, the Loco Pilot \nmay, if the vehicle has been re -railed and if he considers it safe to do \nso, take such vehicle to the next station at a slow speed. \n (2) If a Guard or Station Master has reason to apprehend danger from \nthe condition of any vehicle on a train before it can be inspected by a \nTrain Examiner, the Loco Pilot shall be consulted, and if he so \nrequires, the vehicle shall be detached from the train. \nS. R. 4.29.1. If an axle box of a vehicle is found running hot at a s tation, where the C&W \nstaff are not provided, the vehicle shall be detached from the train. \n2. In case an axle box is found running hot between stations, the train shall be brought to a \nstand immediately and the axle box examined by the Loco Pilot after op ening the axle box \nface plate. The Loco Pilot should attend to the axle box and exercise his discretion with \nregard to the restricted speed at which it is safe for the vehicle to run. On arrival at the next \nstation the vehicle shall be detached from the train. \n3. The Station Master receiving advice of a hot axle vehicle on a train shall receive it on the \nMain Line. If he is unable to do so, he shall bring the train to a stop outside the FSS before \nadmitting it on any other line. After the arrival of the tra in at the station, the hot axle vehicle \nshall be examined by the C&W staff, where provided or by the Loco Pilot of the train. The \nwagon shall be detached if considered unsafe to run. \n4. When the Station Master receives advice of a vehicle on a train whose running gear is in \nany way considered dangerous, he shall bring the train to a stop outside the FSS and the \ntrain shall be thoroughly examined before being admitted into the station yard. \n5. In the event of any vehicle derailing or meeting with an accident , no repairs, except those \nabsolutely necessary, shall be carried out. No such vehicle shall be worked away from the \nstation at which the accident took place or to which it has been brought for stabling from the \naccident spot except with the permission of the DRM, as it is important, in the event of any \nenquiry, to have the vehicle as near the scene of the accident and in the same condition as \npossible. The vehicle, before being moved with the permission of the DRM, shall be \nexamined and certified by the TXR as ‘fit to run’. \n6. When a vehicle has been detached from a train due to defect or damage, the nearest TXR \nshall be advised. This vehicle shall be stabled and secured separately. Unnecessary \nshunting with or against such vehicle shall be avoided. The ve hicle shall not be accepted \nagain for traffic use or worked away from the station until certified fit by the TXR.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 145, + "text": "120 \n \nE. Precautions before Starting Train \n4.30. Loco Pilot and Guard to examine notices before starting.–– \nEvery Loco Pilot and Guard before starting with a train shall examine the \nnotices issued for their guidance, and ascertain therefrom whether there is \nanything requiring their special attention on that section of the Railway over \nwhich they have to work. \nS.R.4.30. All Loco Pilots and Guards shall acknowledge the relevant orders issued for their \nguidance and special attention on the section over which they are working. The Loco Pilots shall \nin addition assimilate information displayed on the illumination boards in the Loco sheds. \n \n4.31. Examination of trains before starting.–– \nWhen a train is examined by a Train Examiner at a station, the Station Master \nshall not give permission to start the train until he has received a report from \nsuch examiner to the effect that the train is fit to proceed and has the \nprescribed brake power. \nS.R.4.31.1. At all train starting stations as well as at all train examining stations enroute, the \nTXR on duty shall, after examining a train, issue to the Station Master a ‘fit to proceed’ \ncertificate in the prescribed form in accordance with the instructions issued by the DRM. \n2. When a vehicle has been detached from a train due to defect or damage, the TXR \nconcerned shall at once be advised. Such vehicle shall not be accepted again for use until \nthe TXR issues ‘fit memo’ in a prescribed form. \n3. Loco Pilots and Guards shall ensure before starting their trains that the minimum \nprescribed level of vacuum (given in the following table) is available on the locomotives and \nbrake-vans respectively. In other words, Loco Pilots shall ensure that the prescribed level of \nvacuum has been obtained in the locomotives and Guards shall ensure that the prescribed \nlevel of vacuum has been obtained in their brake-vans. \n \nType of \nService \nEngine Brake-van Average \nM/E 53 47 50 \nPassenger 50 44 47 \nGoods 46 38 42 \n \nWhenever a coaching train runs initially on passenger and subsequently on express \nservices, vacuum levels on such rakes will be maintained as those prescribed on M/E trains. \n4. The Fit to proceed (Brake power certificate - RS 6) must be possessed by the Loco Pilot \nof the train till the train completes its journey. \n((AASS NNoo..99,, ddaatteedd 1177..0077..1111 –– iitteemm NNoo..88)) SSRR 44..3311..55 iiss MMooddiiffiieedd \n4.31.5 At the stations after loading/unloading, or tippling(where there is no TXR), or while \nclearing stabled stock from a station or in case of invalid BPC, the GLP check shall be \nconducted as per the check list given below. Other instructions as contained in JPO on \nfreight train examination issued from time to time shall be followed. \nWhen a train is ordered without guard and GLP check is necessary the Loco Pilot \nis completely responsible for conducting GLP check. However, one Pointsman from \nthe station shall be deputed to assist the Loco Pilot in conducting GLP check. \nNote.–– The time prescribed for Guard and Loco Pilot (GLP) check of train consisting of 60 \nunits is 30 minutes \nWhen the train is ordered without guard, if GLP check is necessary and Loco Pilot \nis alone conducting GLP check, 60 minutes time is allowed for a rake consisting of 60 \nunits. (Unit may be a 4 wheeler or 8 wheeler).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 146, + "text": "121 \n \nA. GLP (Guard & Loco Pilot) check list: \n1. Rake integrity is not disturbed by ten or more than 10 FWUs. Only intensively examined \nwagons given fitness by train examining staff may be attached. \n2. All CBCs and air hoses are properly coupled and locked. \n3. All the angle cocks are in open condition. \n4. The last Angle cock is in closed condition. \n5. Empty/Load device handle is in proper position. \n6. There are no loose fittings/hanging parts like push -pull rod, brake beam, safety brackets, \nbrake blocks and operating handle etc., which may endanger safe running of the train. \n7. There are no broken or displaced springs. \n8. There are no displaced elastomeric pads. \n9. Hand brakes are released. \n10. Doors of wagons closed and secured. \n11. Ensure visually that there is no excessive body bulging, which is dangerous. \n12. Any symptoms of Hot axle like de -colorization of bearing, heavy grease oozing, \nbreakage of axle box cover plate, end plate etc. \n13. Any other abnormality noticed which may endanger the safety and action taken. \n14. Continuity of brake pipe pressure is confirmed before starting the train. \n15. Efficacy of Brake power. \n16. Brake Power percentage. \n \nB. Guard and Loco Pilot shall prepare a memo jointly on a plain sheet in triplicate indicating \nthe brake power and deficiency, if any, and shall append their signatures and both of them \nshall retain a copy of the same. Guard should obtain the endorsement of SM/YM on two \ncopies of joint memo and hand over th e third for the record of SM/YM. SM/YM will inform \nthe section controller after making the endorsement on the joint memo and obtain \nclearances for the train to move. \n \nC. Pro-forma for joint check by the Loco Pilot and Guard \n1. Date Station: \n2. Train No. and Loco No. \n3. From….To………….. \n4. BPC No., date & station of issue \n5. Loaded at or tippled at \n6. Time of Locomotive attached \n7. Total Load. \n8. Brake power percentage. \n9. Continuity test conducted. \n \nSignature of Loco Pilot Signature of Guard \n \n(Name of Loco Pilot) (Name of Guard) \n \n ((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1155)) MMooddiiffiieedd \n4.31.6. Whenever train engine is changed, brake continuity test from engine to last vehicle \nshould be conducted and it should be ensured that the requisite amount of vacuum/air \npressure is obtained in loco and brake -van. The same shall be recorded by the Loco Pilot \nand Guard in their rough journal book / reference book and confirm to each other through \nwalkie-talkie.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 147, + "text": "122 \n \n4.32. Examination of train by Loco Pilot.–– \nThe Loco Pilot shall, before the commencement of the journey and after \nperforming any shunting en route, ensure – \n (a) that his engine is in proper working order, \n (b) that the coupling between the engine and the train is properly secured, \nand \n (c) that the head light and marker lights as prescribed in sub -rule (1) of \nRule 4.14 are in good order, and these are kept burning brightly, when required. \nS.R.4.32. Loco Pilots shall personally ensure that the coupling and the hose pipe connection \nbetween the engine and the train are properly connected up. \n \n4.33. Examination of single and multiple units by Loco Pilot.–– \nWhen coupling single or multiple units or coaches of any such units together, \nthe Loco Pilot shall be responsible for observing that all electrical couplings are \nproperly made. After all couplings have been made, the Loco Pilot while taking \nover the complete train shall satisfy himself that the control and power \napparatus and brakes of the complete train are in proper and prescribed \nworking order. \n4.34. Duties of Guard when taking over charge of a train.–– \nThe Guard when taking over charge of a train shall s atisfy himself, before the \ntrain is despatched – \n (a) that the train is properly coupled, \n (b) that the train is provided with the prescribed brake power, \n (c) that the train carries tail board or tail lamp and side lamps and that \nsuch lamps are lighted and kept burning brightly, when required, \n (d) that the appliance, if any, for communication between the Guard and \nthe Loco Pilot, is in proper working order, and \n(e) generally that, as far as he can ascertain, the train is in a state of \nefficiency for travelling. \nS.R.4.34.1. In the case of a passenger carrying train worked throughout with the vacuum \nbrake, the Guard shall not give th e signal to start at the train starting station or at a station at \nwhich vehicles have been attached or detached, until he has satisfied himself that prescribed \nvacuum as shown in SR. 4.31.3 is available on vacuum gauge in the rear brake -van. If \nprescribed vacuum cannot be maintained, the train shall not be started until the fault is \nrectified and if the fault cannot be rectified, the defective engine or vehicle shall be detached. \n2. The Guards shall ensure that the marshalling on trains is in accordance wi th the \ninstructions in force. \n3. Guards of all goods trains (including material trains) before starting shall examine the side \nand end doors of all stock that open outwards and ensure that all such doors are properly \nsecured or locked in the closed positio n so that they cannot swing out. In case of wagons \nwhose doors cannot be secured and locked in the closed position, they shall be secured in the \nopen position and hooks put on so that they will not swing out. \n4. When taking over charge of a train and befor e signing the BPC, the Guard of a train shall \nensure that the TXR has signed in the BPC form that: \n(i) The doors of all carriages and wagons are in proper working order and can be \nclosed and fastened.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 148, + "text": "123 \n \n(ii) Vestibule connections are properly secured and the doors , when necessary, are \nlocked and bolted. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..1166)) aaddddeedd \n5. For coaching trains, at originating station, the TXR staff shall close the doors of Guard's \ncompartment (if it is not leased) and luggage portions (if it is not leased or not loaded with \nparcels) of front / middle SLR and lock with Universal lock. TXR to make an endorsement on \nBPC to this effect \n \n4.35. Starting of trains.–– \n (1) A Loco Pilot shall not start his train from a station without the authority to \nproceed. Before starting the train, he shall satisfy himself that all correct fixed \nsignals and, where necessary, hand signals are given and the line before him is \nclear of visible obstructions and the Guard has given the signal to start. \n (2) The Guard shall not give the signal for starting the train unless he has \nreceived the permission of the Station Master to start, in the manner prescribed \nby special instructions. \n((AASS NNoo..1144,, ddaatteedd 0055..1122..22001144 –– iitteemm NNoo..22)) MMooddiiffiieedd \n“(3) The Guard shall not give the signal for starting unless he has satisfied himself \nthat, except in accordance with special instructions, no person is travelling in any \ncompartment or vehicle or roof of the vehicle not intended for the use of \npassengers.Guard, Loco Pilot or Assistant Loco Pilot shall take help, if necessary \nfrom Government Railway Police, Railway Protection Force and Station Staff to \nremove the unauthorized persons from the com partment or vehicle or roof of the \nvehicle.” \n (4) The Station Master shall see, before he gives the Guard permission to start a \ntrain, that all is right for the train to proceed. \n (5) The permission of the Station Master referred to in sub-rule (2) may be dispensed \nwith in case of suburban trains on such sections of a railway as may be specified by \nspecial instructions. \n (6) When permission of the Station Master to start has been dispensed with under sub-rule \n(5) or at a station where no Station Master is posted, the Guard shall see, before giving the \nstarting signal, that all is right for the train to proceed. \nS.R.4.35.1. The Station Master shall give permission to start a train only when the following \nconditions are fulfilled–– \n1.1. Line Clear has been obtained from the station in advance. \n1.2. Correct Starter signal has been taken ‘off’ or where required ‘starting permit’ has been \nsent to the Loco Pilot. \n1.3. The LSS has been taken ‘off’ on the double line/single line tokenless areas and \nauthority to proceed has been sent to the Loco Pilot on single line token sections. \n2.1. When a train carrying passengers is due to leave and all work in connection with it is \ncompleted, the Station Master shall give permission to the Guard to start the train in the \nfollowing manner – \n2.1.1. At important junction stations provided with public address system as stipulated in the \nStation Working Rules. \n2.1.2. At all other stations by ringing the station bell as follows –– \n2 beats for starting a Down train, \n3 beats for an Up train and \n4 beats for a Branch line train. \n2.2. At terminal, junction, engine changing and refreshment room stations, there shall be a \nwarning bell 5 minutes before the starting time. At stations provided with refreshment rooms, \nthe passengers shall be warned by means of a warning bell before the starting bell is given.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 149, + "text": "124 \n \n3. On receipt of Station Master’s permission to start the train and when all the work in \nconnection with the train is completed, the Guard shall sound his whistle and display a green \nflag by day and a green light by night to the Loco Pilot to start his tra in. If there is a \nBrakesman on the train, the Guard shall give the starting signal to the Loco Pilot only after \ngetting a green hand signal from the Brakesman. \n4. At all stations except those provided with public address system, sharp continuous beats \nshall be given on the station bell to announce the approach of a stopping train. \n \n4.36. Guard to be in charge of train.–– \nAfter the engine has been attached to a train, and during the journey, the \nGuard or (if there be more than one Guard) the Head Guard shall be in charge \nof the train in all matters affecting stopping or movement of the train for traffic \npurposes. In the case of any self -propelled vehicle, such as a motor coach \nwithout a trailer and unaccompanied by a Guard, the duties of the Guard shall \ndevolve on the Loco Pilot. \nS.R.4.36. Guard shall report to the Station Master of the next station, any stoppage or other \nirregularities in train working record the details in the CTR and send a special report to the DRM. \n \n4.37. Subordination of Guards in station limits.–– \nWhen a train is within station limits, the Guard shall be under the orders of the \nStation Master. \n4.38. Assistant Loco Pilots to obey Loco Pilots.–– \nThe Assistant Loco Pilots shall obey the lawful orders of their Loco Pilots in all \nparticulars. \n \n4.39. Loco Pilot to obey certain orders.–– \nAfter an engine has been attached to a train and during the journey, the Loco \nPilot shall obey- \n (a) the orders of the Guard, in all matters affecting the starting, stopping \nor movement of the train for traffic purposes, and \n (b) all orders given to him by the Station Master or any railway servant \nacting under special instructions, so far as the safe and proper \nworking of his engine will admit. \n \nF. Duties of Staff Working Trains during Journey \n4.40. Loco Pilot and Assistant Loco Pilot to keep a good look-out.���– \nEvery Loco Pilot shall keep a good look -out while the train is in motion, and \nevery Assistant Loco Pilot shall also do so when he is not necessarily \notherwise engaged. \nS.R.4.40.1. The Loco Pilot and Assistant Loco Pilot shall identify each signal, call out the \naspects of the signal to each other. They shall also call out similarly when the train \napproaches the engineering indicator boards which serve the purpose of reminder to the \nLoco Pilot that he is approaching engineering speed restriction spot. \n2. When in doubt regarding any infringement to the safe running of train, the Loco Pilot shall \nstop short of the infringement and proceed only after satisfying himself that it is safe for h im \nto proceed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 150, + "text": "125 \n \n4.41. Loco Pilot and Assistant Loco Pilot to look back.–– \nThe Loco Pilot and the Assistant Loco Pilot shall look back frequently during \nthe journey to see whether the train is following in a safe and proper manner. \nS.R.4.41.1. At night, the Loco Pilot and the Assistant Loco Pilot shall frequently look back on \nthe run and verify that the side lights are burning in terms of G.R. 4.15. If the side lights are \nnot visible, the Loco Pilot shall call the attention of the Guard by giving two sho rt sharp \nwhistles. If the train is complete and if only the side lights are not burning or not provided, the \nGuard shall acknowledge by showing a green hand signal. \n2. The Loco Pilots/Assistant Loco Pilots have to pay special attention after passing \npermanent way gangs on line or a manned level crossing gate to see whether any danger \nsignal is being exhibited by them, warning the Loco Pilot /Assistant Loco Pilot of a danger of \nan accident. \n \n4.42 Exchange of signals between Loco Pilot, Guard and station staff.–– \n (1) The Loco Pilot and the Guard of a train shall exchange signals with \neach other, at such times and in such manner as may be prescribed by \nspecial instructions. \n (2) The Loco Pilot and the Guard of a train shall, while running throu gh a \nstation, look out for and, except under special instructions, \nacknowledge the ‘all-right’ signals which the Station Master and such \nother staff at the station as may be specified by special instructions \nshall give if the train is proceeding in a safe and proper manner. If the \ntrain is not proceeding in a safe and proper manner, the Station \nMaster or the other staff shall exhibit a Stop hand signal on receipt of \nwhich the Guard and the Loco Pilot shall take immediate steps to \nstop the train. \nS.R.4.42.1. Exchange of ‘all-right’ signals. \n1.1. The ‘all -right’ signal is given by holding out the green flag horizontally by day and by \nwaving the green light horizontally by night. This signal shall normally be exchanged on the \nplatform side unless the track is on a curve and signals cannot be seen from that side. When \na train starts after stopping outside the station limits, the signals shall be exchanged on the \nleft hand side, unless the track is on a right hand curve, in which case signals shall be \nexchanged from the other side. \n1.2. The Loco Pilot may depute the Assistant Loco Pilot to exchange ‘all-right’ signals on his behalf. \n2. Exchange of ‘all-right’ signals between the Guard and the Loco Pilot. \nTo ensure that the Guard is in his brake-van and that the train can proceed, ‘all-right’ signals \nshall be exchanged between the Guard and the Loco Pilot as detailed below .–– \n2.1. When a train starts after stopping at a station. \n2.2 When a train starts after stopping between stations. \n2.3. When a train runs through a station. \n2.4. While passing through ghat section. \n2.5. When approaching important girder bridges. \n2.6. When the last vehicle of the train has cleared the restricted length i.e.Caution order spot. \n((AASS NNoo..99,, ddaatteedd 1177..0077..1111 –– iitteemm NNoo..22)) SSRR 44..4422..22..77 aaddddeedd \n2.7: After clearance of the loop line cross-over points, when a train passes through loop lines \nat a station. \nIn the case of clauses 2.1. and 2.3. above, the ‘all-right’ signals shall be exchanged until the \nengine has passed the Advanced Starter, except in case of longer loads where the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 151, + "text": "126 \n \nGuard’s hand signals cannot be seen for some reason or other, the Loco Pilot must exercise \nutmost vigilance and be guided by the signals exhibited by the Station Master and the Cabin \nstaff and thereby satisfy himself that it is safe to proceed. If the Loco Pilot does not get the \nsignal from the Guard or the Station Master and the Cabin staff, he shall stop t he train and \nascertain the cause. \n3. When a train starts after stopping at a station. \n3.1. Where there is a Brakesman on the train he shall, as soon as his work is completed, \nshow a green hand signal to the Guard and the Guard will give the starting signal to the Loco \nPilot only after getting this signal from the Brakesman. Under no circumstances should the \nLoco Pilot start his train on the Brakesman’s signal and should do so only on receiving a \ngreen signal from the Guard. The only signal that the Loco P ilot will obey from the \nBrakesman is a Stop hand signal. \n3.2. When a train starts after stopping at a station, the Guard shall look back and satisfy \nhimself that no Stop hand signal is given by any of the station staff as a warning that there is \nanything wrong with the train and that the train is complete. He shall then exchange the ‘all -\nright’ signal with the Loco Pilot of the train. The Loco Pilot shall acknowledge it by giving a \nlong whistle in addition to exchanging the signals with the Guard of the train. \n4. When a train starts after stopping between stations. \nThe Guard shall give the usual starting signal and the Loco Pilot shall acknowledge it by \ngiving one long and one short whistle and start the train. After the train has started the Guard \nand the L oco Pilot shall exchange the ‘‘all -right’’ signals as indicated in para 1. If the Loco \nPilot does not get the signal from the Guard, he shall give two short whistles and if there is \nno response, he shall stop the train to ascertain the cause. \n5. When a train runs through a station. \n5.1. When a train runs through a station, the Station Master shall exhibit ‘all -right’ signals to \nthe train himself standing on the platform side, if all is right for the train to continue the \njourney. Similarly the Cabin Assistant Station Master or SWM or Cabinman shall exhibit ‘all-\nright’ signal from the cabin except as provided for in sub clause 5.4 below. A competent \nrailway servant in proper uniform shall be deputed for showing ‘all -right’ signal from off side. \nWhile running through a station the Loco Pilot and the Guard shall be on the look -out for \nsuch signals. In case the Loco Pilot and the Guard do not receive such a signal, they shall \nexercise extra caution to ensure that all is right for the train to run through. Fai lure on the \npart of the station staff to display the signal shall be reported in the CTR. \n5.2. If anything unusual is noticed during the passage of the train such as, goods falling off, \nvehicle on fire, hot axle box or other mishap likely to foul or obstr uct the railway line, the \nStation Master or Cabin Assistant Station Master or Switchman or Cabinman shall show a \nStop hand signal to stop the train. In case it is not possible to stop the train by the exhibition \nof a Stop hand signal and/or information rec eived from Loco Pilot and/or Guard, who have \nnoticed the unusual in the passing train either at station or mid section, as in the case of SR \n4.42.8, he shall at once \n(i) advise the Gateman in section to stop the train and inform Loco Pilot and Guard \nof the circumstances and/or \n(ii) keep IBS, if any at ‘on’ and advise Loco Pilot of the circumstances when he \ncontacts on IB phone and/or \n(iii) inform TPC in case of electrified section to switch off OHE power supply and \nadvise Loco Pilot of the circumstances when he contacts on emergency phone \nand/or \n(iv) advise the station in advance to stop and examine the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 152, + "text": "127 \n \nTill such time the affected trai n arrives complete at the station in advance, the Station \nMaster/Cabin Assistant Station Master/ Switchman on either end of the block section shall \nnot allow any train or trains running on adjacent line or lines to enter the section. Thereafter \nthe trains may be permitted to enter the section after advising the Loco Pilots of the \ncircumstances and warning them through a Caution Order to keep a sharp look -out. Issuing \nof Caution Order shall be discontinued only when it has been ascertained that the block \nsection is free from obstruction. \n5.3. On the double line section when two trains are running through the station at the same \ntime, the Station Master on duty will exchange ‘all -right’ signal with the Guard and the Loco \nPilot of one train and a competent rail way servant in proper uniform shall be deputed for \nexchanging ‘all-right’ signal with the Guard and the Loco Pilot of the other train. \n5.4. Cabin Assistant Station Masters or Switchmen or Cabinmen in charge of cabins at \nstations, where shunting is performe d by shunting engine shall not exhibit any signal to \npassing trains when nothing irregular is noticed. But if they notice anything wrong with the \ntrain, they shall immediately display the Stop hand signal to the passing train. \n6. While passing through Ghat sections. \nOn the run immediately after the train has passed over the summit of a Ghat, the Guard and \nthe Loco Pilot shall exchange ‘‘all -right’’ signal. If the Loco Pilot does not receive the signal \nfrom the Guard, he shall call for it by giving two short sharp whistles and even then if the \nGuard’s signal is not received, he shall stop the train and ascertain the cause. \n7. 1. When trains are given a run through at any station, the Loco Pilot, the Guard and the \nStation Master shall exchange the ‘all -right’ signals. If the Loco Pilot fails to exchange the \n‘all-right’ signal, the Station Master shall inform the station in advance to stop the train and \non arrival, ascertain the reason thereof before allowing the train to proceed further. \n7.2. The Loco Pilot of a train shall give a long whistle while running through a station in \naddition to exchanging the ‘all -right’ signals. If the Loco Pilot fails to do so, the Station \nMaster shall advise the station in advance to stop the train out of course and check up \nwhether the Loco Pilot is fully alert and vigilant. \n7.3. In case of longer loads if the Loco Pilot and the Guard of the train cannot see each \nother’s ‘all-right’ signals clearly for some reason or the other, while running through a station, \nthey shall observe the signals exhibited by the Station Master and other station staff and \nensure that the train is proceeding in a safe and proper manner. \n7.4 Loco Pilots/Motormen of DEMUs, DHMUs, EMUs and MEMUs are exempted from \nexchanging ‘All right’ signals. \n8. Loco Pilots and Guards of all trains will be responsible to watch any train passing on the \nadjacent line/s and exchange ‘all -right’ signals with the Loco Pilot /Guard of such trains. \nThey should exhibit Stop hand signal, should any condition be noticed on that trai n which \nmay endanger safety in order to attract the attention of its Loco Pilot and/or Guard. In case \nthe train is not stopped after the exhibition of a stop hand signal, Loco Pilot and/or Guard at \nstation / midsection shall at once advise the Station Mast er of the station/Station Masters of \nthat section about the unsafe condition of the train. \n9. Guards of trains provided with “Air conditioned” SLR/LR shall show the ‘all -right’ signal to \nstation staff by switching on the flickering tail light and to the Lo co Pilot by speaking on \ntelephone. In order to help the Loco Pilot to keep the train under proper control while passing \nover a speed restricted length, the Guard shall speak on telephone after the last vehicle has \ncleared the restricted length.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 153, + "text": "128 \n \n \n4.43. Guard to keep a good look-out.–– \nDuring the journey including halts at stations, every Guard shall keep a good \nlook-out and satisfy himself from time to time that the tail board and brake -van \nlamps are in position and that all brake-van lamps, where required, are burning \nbrightly, that the train is complete in every respect and is proceeding in a safe \nand proper manner. \nNote –– The term “brake-van lamp” includes “tail lamp”. \nS.R.4.43. When passing a manned level crossing, the Guard shall look back to see if any \nsignal is given by the Gateman to indicate that anything is wrong with the train. \n \n4.44. Train held up at first Stop signal.–– \n (1) When a train has, without an apparent cause, been kept standing at the \nfirst Stop signal for five minutes, the Loco Pilot shall sound the \nprescribed code of whistle to warn the Guard, and the Brakesman shall \nproceed to the cabin or station to warn the Station Master. If there is \nno Brakesman, the Loco Pilot shall depute the Assistant Loco Pilot to \nproceed to the C abin or station to warn the Station Master. The \nBrakesman or Assistant Loco Pilot proceeding to the cabin or station \nshall show a Stop hand signal towards the station. The Guard shall, as \nsoon as the train is stopped at the first Stop signal, check up that the \ntail board or tail lamp is correctly exhibited and shall maintain a \nvigilant attitude in rear of the train. After fifteen minutes or such less \ntime as may be prescribed by special instructions, the Guard shall, \nirrespective of whether the cause is app arent or not, proceed to \nprotect the rear of the train in accordance with instructions laid down \nin Rule 6.03. If in the meantime the signal is taken ‘off’, or the Loco \nPilot receives the necessary authority to pass the signal in the ‘on’ \nposition, he shal l sound the prescribed code of whistle to recall the \nGuard and exchange hand signal with him before starting the train. \n (2) In the case of a train not accompanied by a Guard, these duties shall \ndevolve on the Loco Pilot. \n \n4.45 Attracting attention of Loco Pilot.–– \n (1) If any Guard sees reason to apprehend danger or considers it \nnecessary for any reason to stop the train, he shall use his best \nendeavors to attract the attention of the Loco Pilot. \n (2) In the absence of other means of communications with the engine, a \nGuard desiring to attract the Loco Pilot’s attention shall apply his hand \nbrake sharply and as suddenly release it, and wherever possible, he \nshall reverse the side lamps to show red towards the engine. \n (3) When the attention of the Loco Pilot has been attracted, the necessary \nhand signals shall be shown.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 154, + "text": "129 \n \n (4) If the train is fitted with continuous brake, the Guard may, in case of \nemergency, apply such brake gradually to stop the train. \nS.R.4.45. The Guard shall not apply the automatic vacuum brake, except when absolutely \nnecessary and when applying it, he shall pull the lever slowly and gradually so as to reduce \nthe vacuum by 13 to 18 centimetres only. Whenever the automatic vacuum brake is applied, \nthe Guard shall send a special report along with the CTR. \n \n4.46. Assistance from Guard’s hand brake.–– \nWhen the Loco Pilot requires the assistance of Guard’s hand brake, he shall \nsound the prescribed code of whistle, if necessary repeatedly, or, if a brake \nwhistle is provided, sound such whistle, and shall also use other means of \ncommunication, if provided, between the Loco Pilot and the Guard. \n \n4.47. Application of Guard’s hand brake.–– \n (1) When the Loco Pilot sounds the prescribed code of whistle or the \nbrake whistle, the Guards shall immediately apply their hand brakes. \n (2) When a train is travelling down a steep incline, the Guards shall, if \nnecessary to steady the train, assist the Loco Pilot with their hand \nbrakes. \nS.R.4.47. Hand brak es, when necessary, shall be carefully applied to prevent the wheels \nskidding. \n \n4.48. Permission of Guard to detach engine from train.–– \nWhen a train has been brought to a stand outside station limits or anywhere \non a grade, the Loco Pilot shall not detach his engine from the train without \nthe permission of the Guard who, before giving such permission, shall satisfy \nhimself that the van -brakes have been put on securely and take such other \nmeasures as may be necessary or prescribed by special instructions: \nProvided that detaching of engines from trains in such cases may be \nprohibited altogether under special instructions wherever considered \nnecessary in the interest of safety. \nS.R.4.48.1. The engine of a train carrying passengers shall not be detached outside station \nlimits except in an emergency. If it is required to be detached in an emergency the following \nprecautions shall be taken.–– \n1.1. Hand brakes of all brake -vans and goods and coaching vehicles on train shall be \nsecurely applied. \n1.2. The Sprags/wedges shall be securely jammed under the farthermost wheels of the rake \nin the direction of the falling gradient \n1.3. Vacuum shall be created to the maximum extent possible by blowing up with the large \nejector and an attempt shall be made to lightly pull or p ush the load with the engine in the \ndirection of the falling gradient. Only after it has been ensured that the load is securely \nrestrained against movement, the vacuum will be dropped and the engine detached. The \ninterval from the time the engine is detach ed and to the time it is again attached to the train \nshall not exceed 45 minutes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 155, + "text": "130 \n \n2. If it is required to detach the engine of a goods train outside the station limits on a \ngradient not steeper than 1 in 600, the Guard shall apply the hand brake of the brake-van \nand also the hand brake of at least 18 vehicles on the train. If the gradient is steeper than 1 \nin 600 the Guard shall apply the hand brake of the brake-van and also the hand brakes of all \nvehicles on the train. \n3. Loco Pilot should apply the train brake (A9) to ensure that brakes are holding effectively \non the wheels of the coaches/wagons before allowing detaching the locomotive in any case. \n4.49. Starting and stopping of train.–– \nThe Loco Pilot shall start and stop his train carefully and without a jerk. \nS.R. 4.49.1 The Loco Pilot shall enter station yard with his train under complete control and \navoid overshooting stop boards or starter signals or the place where the train is required to \ncome to a stand. When working a passenger train the L oco Pilot shall ensure that the \npassenger bogies do not overshoot the platform. \n2.1 Whenever a train is stopped on a gradient for any reason like accident, loco failure, OHE \nsupply failures etc., it is essential and important to apply the train (A9) and loco (SA9) brakes \nso as to hold the train safely on the gradient. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..99)) AAddddeedd \n2.2 The Guard of the train has to verify application of train brakes by observing the drop in \nthe BP pressure gauge provided in the SLR/BV. In case the brakes have not been applied, \nthe Guard will communicate with the Loco Pilot and find out the reason for non application of \ntrain brakes. In case assistance is requested by Loco Pilot, the Guard will apply the train \nbrakes by operation of Guard’s emergency brake valve provided in the SLR/BV. \n \n4.50. Sounding of engine whistle.–– \n (1) Except under special instructions, the Loco Pilot shall always sound \nthe whistle of the engine according to the prescribed code of \nwhistle–– \n (a) before putting an engine in motion ; \n (b) when entering a tunnel ; and \n (c) at such other times and places as may be prescribed by special \ninstructions. \n (2) Engine whistle code shall be prescribed under special instructions. \nS.R.4.50.1. The following are the code of engine whistles, which shall be sounded by the \nLoco Pilots. \nWhistle Code \nS. \nNo. \nCode of \nengine \nwhistle \n Indication \n1 0 \n \n \n(a)before starting: \n(i)Indication to Loco Pilot of assisting/banking engine that the Loco Pilot of \nleading engine is ready to start. \n(ii)Acknowledgement by the Loco Pilot of assisting/banking engine to leading \nengine. \n(iii) Engine ready to leave loco yard or after completing loco work. \n(iv)Engine ready to go to Loco Yard. \n(b)On run: \n(i)Assistance of the other engine not required. \n(ii)Acknowledgement of Loco Pilot of assisting/banking engine that assistance \nstopped.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 156, + "text": "131 \n \n2 0 0 (a) Call for Guard’s signal. \n(b) Signals not exchanged by Guard. \n(c) Signals not exchanged by station staff. \n3 –– 0 (a) Guard to release brakes. \n(b) Before starting engine or a train from station/mid-section. \n(c) Main line clear after backing into siding. \n4 0 0 0 (a) Guard to apply brakes. \n(b) Train is out of control, Guard to assist. \n5 0 0 0 0 (a) Train cannot proceed on account of accident, failure, obstruction or \nother exceptional cause. \n(b) Protect train in rear. \n6 –– –– 0 0 Call for Guard to come to engine. \n7 0 –– 0 (a) Token not received. \n(b) Token missed. \n(c) With wrong ‘authority to proceed’. \n(d) Passing Stop signal at ‘on’ with proper authority \n8 ––– (a) Before starting vacuum/air pressure recreated on ghat section, \nremove sprags. \n(b) Passing an Automatic Stop signal at ‘on’ \n(c) Passing an IB signal at ‘on’ when the telephone provided on the \nsignal post is out of order and the Loco Pilot is, thus unable to contact \nthe station in rear. \n(d) On run— \nAcknowledgement of Guard’s signal \n9 \n- - - - - - \n–––––––– \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1111)) MMooddiiffiieedd \n(a) Approaching level crossing \n(b) Approaching tunnel or area of restricted visibility or curves or \ncontinuous cuttings or site of accident; or when in consequence of \nfog, storm or any other reason the view of the signal is obstructed. \n(c) Recall railway servant protecting train in rear. \n(d) Material train ready to leave. \n(e) Running through a station. \n(f) Approaching a Stop signal at ‘on’. \n(g) Detained at a Stop signal. \nAASS NNoo..1122,, ddaatteedd 2222..0077..22001144 –– iitteemm NNoo..33)) MMooddiiffiieedd \n(h) approaching level crossing from repeater whistle board wherever \nprovided at a distance of 250 mtrs short of Level Crossing \n10 –– 0 –– 0 (a) Train parting. \n(b) Train arriving incomplete.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 157, + "text": "132 \n \n11 0 0 –– (a) Alarm chain pulled. \n(b) Insufficient vacuum/air pressure in engine. \n(c) Inter-communication apparatus used. \n12 –– –– Raise pantograph. To be acknowledged by the other engine. \n13 –– 0 –– Lower pantograph. To be acknowledged by the other engine. \n14 –– 0 0 (a) Signal arm taken ‘off’ but light extinguished. \n(b) Signal arm improperly/insufficiently taken ‘off’. \n(c) Defective signal. \n15 –– –– –– Fouling marks not cleared. \n16 \n00000000\n0000 \n \n(frequently) \n(a) Apprehension of danger. \n(b) Danger signal to the Loco Pilot of an approaching train whose path is \nfouled or obstructed for any reason. \n (c) While working on a single line section during total interruption of \ncommunications or when single line working is introduced on a double \nline section. \n (d) Moving in wrong direction on a double line or against the signalled \ndirection in the Automatic block signalling territory \nSR 4.50.2 The signals above are illustrated by ‘0’ for a short whistle and ‘––‘ for a long whistle. \nAASS NNoo..1122,, ddaatteedd 2222..0077..22001144 –– iitteemm NNoo..44)) MMooddiiffiieedd \n SR 4.50.3 Whistle Boards are provided at a distance of 600 metres on the approaches to all \nunmanned level crossings and on the approaches to such manned level crossing gates \noutside station limits where a clear view of the line f rom the level crossing gate is not \navailable. It should be reduced to 350 metres in case of unmanned level crossings on single \nline section where visibility is clear. Loco Pilots of trains, on noticing whistle boards shall \nsound their engine whistle intermittently long from the time they approach a whistle board till \nthey pass the relevant level crossing / LC Gate. At unmanned level crossings wherever \nrepeater whistle boards have been provided at a distance of 250 mtrs short of level \ncrossings, Loco Pilot shall continuously give engine whistle from the repeater whistle board. \nSR 4.50.4 In the event of failure of whistle/horn of engine while working a train, the Loco \nPilot should work the train cautiously to clear the block section and ask for repair or relief. \n4.51. Bell signals between Loco Pilot and Guard.–– \nWhen bell communication is provided between the Loco Pilot and the Guard of \nthe train, bell signal code, as may be prescribed by special instructions, shall \nbe used. \nS.R.4.51. Bell signals between Loco Pilot and Guard: \nThe following code of bell signals is prescribed for use between the Guards and the \nMotormen (Loco Pilots) of EMU/DMU trains: \nS.No. Code of bell \nsignal \nIndication Acknowledgement \n1 0 Stop train 0 \n2 00 Start train 00 \n3 00 pause 00 (a)Passing Automatic signal at ‘on’ \n(b) Passing IBS at ‘on’ when the \ntelephone provided on the signal post \nis out of order. \n00 pause 00 \n4 000 Guard required by Loco Pilot 000", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 158, + "text": "133 \n \n5 0000 Protect train in rear 0000 \n6 0 pause 0 Zone of speed restriction is over --- \nresume normal speed \n0 pause 0 \n \nNote: Bell signals above are illustrated by ‘0’ for a ring. \n \n4.52. Throwing out water, fire or cinders.–– \nA Loco Pilot or Assistant Loco Pilot shall not throw out water, fire or cinders, \nwhen passing through a station yard or tunnel, or when on a bridge. \n \n4.53. Hose or water crane.–– \nAfter taking water from a tank or water column, the Loco Pilot shall see that the \nhose or arm is left clear of the line and, when it is provided with fastenings, \nproperly secured. \n \n4.54. Passengers.–– \nEvery Guard shall give his best assistance to passengers entraining and \ndetraining. \n \nG. Duties of Staff on Arrival \n \n4.55. Shutting off power.–– \nIn stopping a train, the Loco Pilot shall determine w here to shut off power by \npaying particular attention to the gradient, the state of the weather, the condition \nof the rails, the brake power and the length and weight of the train. \n \n4.56. Guard to see that train is stopped clear of fouling marks.–– \nWhen a train comes to a stand at a station, the Guard shall see that, wherever \npossible, the last vehicle of his train has cleared the fouling marks of all points \nand crossings. If not, he shall inform the Station Master at once and exhibit Stop \nhand signal to prevent any movement on the fouled line. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1133)) MMooddiiffiieedd \nS.R.4.56.1. The guard of the train shall ensure complete arrival of his train within the fouling \nmark and give his PN to SM on duty as per S.R.14.10.2 or S.R.14.10.3, as the case may be. \nS.R.4.56.2 When it is possible to observe the signals, the Guard of a stopping train shall see \nthat all the signals taken ‘off’ for the reception of his train have been put back to ‘on’. If any \nsignal has not been put back to ‘on’, he shall inform the Station Master at once and wave a \nStop hand signal. \n \n4.57. Detaching engine.–– \nWhenever a train has been brought to a stand, and it is necessary for the \nengine, with or without vehicles, to be detached from the rest of the train, the \nGuard shall, before the train is uncoupled, satisfy himself that the van -brakes \nhave been put on securely and take such other measures as may be prescribed \nby special instructions. \nS.R.4.57.1. At all stations where the gradient inside station li mits is not steeper than 1 in 600, \nthe Guard shall apply the hand brake of his brake -van before detaching the engine. If the \nbrake-van is also required to be detached for any reason, the hand brakes of at least 6 \nvehicles shall be applied. At stations wher e the gradient is steeper than 1 in 600, but not \nsteeper than 1 in 260, the Guard shall apply the hand brake of his brake -van and also the \nhand brakes of atleast 6 vehicles on the train before detaching the engine. If the brake -van of \nthe train is also req uired to be detached for any reason, the hand brakes of 12 vehicles shall", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 159, + "text": "134 \n \nbe applied. At all stations where the gradient is steeper than 1 in 260, the hand brakes of \natleast 12 vehicles along with the hand brake of the brake -van shall be applied before \ndetaching the engine. If the brake -van is also required to be detached for any reason, the \nhand brakes of 18 vehicles shall be applied. \n2. The SM is also responsible to ensure that the hand brakes of the vehicles are applied \nbefore the engine or brake-van is detached from the train. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..1177)) AAddddeedd \n3. For any reason, if the Guard has to leave SLR/BV, he should apply hand brakes of SLR/BV \nbefore leaving. After completion of work before giving signal for the train to start, the Guar d \nshall ensure that the hand brakes are released. \n \n4.58. Loco Pilot to see that train is stopped clear of fouling marks.–– \nWhen a train comes to a stand at a station, the Loco Pilot shall see that, \nwherever possible, his engine is clear of the fouling mark s of all points and \ncrossings. If not, he shall take steps to inform the Station Master at once and \nexhibit Stop hand signal to prevent any movement on the fouled line. \nS.R.4.58.1. When the engine has not cleared the fouling marks, the Loco Pilot shall cal l the \nattention of the Station Master by giving three long whistles and at the same time wave a \nStop hand signal in both directions. He shall also send his Assistant Loco Pilot to advise the \nStation Master of the position. \n2. At stations, the Loco Pilot of the train, unless otherwise indicated, shall bring his engine to \na stop as close as possible to the Starter/fouling mark/Stop board to ensure clearing of the \nfouling mark at the rear end. \n \n4.59. Moving of train carrying passengers after it has been stop ped at a \nstation.–– \nWhen a train carrying passengers has been brought to a stand at a station, \nwhether alongside, beyond or short of the platform, the Loco Pilot shall not \nmove it, except under orders of the Guard or to avert an accident. \n \n4.60. Guard not to leave train till handed over.–– \nNo Guard shall leave his train until it has been properly handed over in \naccordance with special instructions. \nS.R.4.60. On arrival of the train at the end of the journey or at the Guard changing station, \nthe Guard and Brakesman shall hand over the brake -van equipment and train papers, \nparcels, luggage, etc., as required and sign the Guard’s ‘on’ and ‘off’ duty register. \n \n4.61. Loco Pilot not to leave engine when on duty.–– \nNo Loco Pilot shall leave his working locomoti ve or his self -propelled vehicle \nwhen on duty, whether at a station or on a running line, except in case of \nabsolute necessity and after a competent railway servant has been placed in \ncharge of the locomotive or self -propelled vehicle. In the case of a sel f-\npropelled vehicle manned by a Loco Pilot only, a Loco Pilot may leave it when \nnecessary, provided he has locked the cabs and has put the vehicle in low \ngear with the ignition switch in the off position and has screwed down and \nlocked the hand brake. \nS.R.4.61. The competent railway servant referred to in Rule 4.61 is the Assistant Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 160, + "text": "135 \n \n \nH. Working of Material Trains \n \n4.62. Working of a material train in a block section.–– \nA material train shall be worked only with the permission of the Station \nMasters on each side and in accordance with special instructions. \nS.R.4.62.1.1. When a material train is required to be run for Engineering purposes, the DRM \nshall make necessary arrangements in good time advising all concerned, the nature of the \nwork to be done, the duration of work, and the station at which it is to be stabled daily during \nthe period of work. A material train shall usually work only between sunrise and sunset \nexcept in an emergency with the permission of the DRM. A material train shall n ot be \npermitted to work during thick, foggy or tempestuous weather impairing visibility. \n1.2. In case of emergency arising from breaches, floods, landslips or other causes, the \nrunning of a material train may, on the application of the Engineering branch, be at once \nordered by the Station Master or other senior Official. \n2. The running and stabling of material trains on controlled sections shall be arranged by \nSCOR. Subject to the provisions of S.R. 4.62.4, the speed of a material train shall not \nexceed the speed laid down for goods trains with a similar load. \n3. The Guard and the Loco Pilot of a material train shall protect the train in accordance with \nG.R. 6.03, when working between stations. \n4.1. When the engine is pushing a material train and the brake-van is leading- \n4.1.1. The speed shall not exceed 25 KMPH on a straight line, and 8 KMPH over a turn out ; \n4.1.2. The Guard shall travel in the leading brake -van and continuously exhibit PHS to the \nLoco Pilot. The absence of PHS may be due to an obstructi on and the Loco Pilot shall stop \nthe train at once; \n4.1.3. The train crew shall keep a good look -out especially in the direction in which the train \nis moving and shall be prepared to stop short of any obstruction ; and \n4.1.4. At non-interlocked stations when approaching turnouts, the Guard shall stop the train \nat the outermost points, satisfy himself that the points are correctly set, locked and manned \nand then show hand signals to the Loco Pilot to back. \n4.2. When the engine is pushing a material train and the brake-van is not leading.–– \n4.2.1. The speed shall not exceed 8 KMPH; \n4.2.2. The Guard shall travel in the leading vehicle and the provisions of clauses 4.1.2, 4.1.3 \nand 4.1.4 shall be complied with. \n4.3. When a material train is approaching a station with the engine pushing the train, on the \nsingle line, in regular working, the Station Master shall take ‘off’ signals as usual. \n5. Except in an emergency, such as an accident or breach of the railway line, working of \nmaterial trains carrying labo urers shall not be permitted between sunset and sunrise. If due \nto certain circumstances, it is necessary to work material trains during night, permission to \ndo so shall be obtained from the DRM, who shall give the permission subject to the following \nconditions .–– \n5.1. The work spot shall be sufficiently lighted; \n5.2. Second class accommodation for the labourers shall be provided on the train; and \n5.3. The Guard of the train shall ensure that no labourer is travelling in the material wagons. \n6.1. A material train shall not be divided outside station limits, except in an emergency, and \nin such cases only on the authority and personal supervision of PWI, who shall be entirely \nresponsible for ensuring, before the train is divided, that necessary precautions", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 161, + "text": "136 \n \nare taken to ensure safety. Before the train is divided, the Guard shall apply the hand -brake \nin the brake -van and the hand -brakes of a sufficient number of vehicles and secure, by \nmeans of safety chains or sprags/wedges, a sufficie nt number of wheels in each portion of \nthe train and shall also ensure personally that all the labourers have been detrained. \nVehicles shall not be detached from a material train standing on a grade of 1 in 100 or \nsteeper. The Loco Pilot may detach the eng ine from a material train with the Guard’s \npermission who shall, before giving the permission, ensure that the hand -brakes on each \nvehicle are properly applied and the wheels secured with safety chains and sprags/wedges \nto prevent any movement. \nNote –– See Rule 4.48. \n6.2. A material train may be divided outside station limits in connection with the shunting of \nvehicles into or out of a siding on the block section, provided there are no instructions to the \ncontrary in Station Working Rules of the station controlling the siding. \n7. No material which has been unloaded shall be left above rail level, infringing the standard \nmoving dimensions prescribed in the schedule of dimensions. \n8. A material train may enter or work in the Loco yard only with the permission of the CCC. \n9. At least one brake -van shall be attached in the rear of the material train. When running \nthrough between stations, the engine shall be marshalled at one end of the train and the \nbrake-van at the other end. Material trains shall be so marsh alled that there is adequate \nbrake power. \n10. The Station Master shall issue a memo (in duplicate) in the following form, in addition to \nthe authority to proceed, to the Loco Pilot of every material train which is required to work \noutside station limits .–– \nFrom Date: \nStation Master/………………Station Time: \nTo \nLoco Pilot of material train number..................................... \n \nYou are required to proceed to the .......................station at the other end or you \nmust return to ..................... station (as the case may be). \nYou shall clear the block section by .................................. hours, for the passage \nof other trains . \n \nSignature of Guard Signature of Loco Pilot Signature of Station Master \nThe memo shall be countersigned by the Guard. The Loco Pilot shall take the original and \nreturn the duplicate signed. The Station Master shall enter the particulars contained in the \nmemo, in the remarks column of the TSR against the entry for the train. \n11.1.All the ballast wagons/sleeper carriers/ wagons comprising of ballast trains must have a \nnominated base depot which should be clearly stenciled on these wagons. \n11.2 These wagons must touch the base depot at least once in thirty days at which time, \nthey will be intensively examined and any repairs would be attended and a BPC issued \ngiving therein individual number of wagons for which the BPC was i ssued. The BPC will be \nvalid for a period of 30 (thirty) days, subject to the condition that the rake would be examined \nat intervals of one week at the site. \n11.3 At the time of intensive examination at base depot, the effective brake percentage \nwould not be less than 90%. Once every week thereafter, wherever these wagons are \navailable after unloading, if TXR staff is available at that station, those staff or else a flying \ngang of C & W staff would examine and revalidate the BPC.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 162, + "text": "137 \n \n4.63. Workers on material train.–– \nThe Guard of a material train shall, before giving the signal to start, see that all \nthe workers are on the train, and warn them to sit down. \nS.R.4.63. Before giving the signal to start, the Guard shall satisfy himself that there are no \nworkers under the vehicles and that the Engineering official-in-charge has been advised that \nthe train is ready to start. \n \n4.64. Protection of material train when stabled.–– \n (1) A material train shall not be stabled on a running line at a station, \nexcept in unavoidable circumstances. \n (2) When a material train is stabled at a station, it shall be protected in \nthe following manner and the Station Master shall ensure that -- \n (a) the vehicles of the material train have been properl y secured and \nare not fouling any points or crossings, \n (b) all necessary points have been set against the line on which the \nmaterial train is stabled and such points have been secured with \nclamps or bolts and cotters and padlocks, and \n (c) the keys of such padlocks are kept in his personal custody until \nthe material train is ready to leave the siding or line. \n (3) The Guard shall not relinquish charge until he has satisfied himself \nthat the material train has been protected as prescribed in this rule. \nS.R.4.64.1.1. The Station Master and the Guard of the material train are jointly responsible \nfor ensuring - \n1.1.1. That the points leading to the line on which the material train is stabled are set against \nthe line and locked in that position in accordance with the G.R.4.64. \n1.1.2. That the hand-brakes are applied on sufficient number of vehicles, the van-brakes are \nscrewed down and that a sufficient number of wheels are locked by safety chains and \npadlocks (see Rule 4.57 and 5.23) ; and \n1.1.3. That the train is berthed clear of fouling marks, etc., at each end of the line on which it \nis stabled. \n1.2. If it is necessary to perform any shunting on the line on which the material train is \nstabled, the Guard shall be present throughout the period the shunting is performed. After \nthe shunting is completed, the Guard shall personally satisfy himself that the train has been \nprotected in accordance with G.R. 4.64(2). \n2. When a material train is stabled on a siding, outside station limits, the Guard shall ensure \nthat it is berthed clear of fouling marks and traps and without obstructing the running line. He \nshall apply the hand -brakes on a sufficient number of vehicles, screw down the van -brakes \nand lock the wheels of the wagons by means of safety chains and padlocks. \n4.65. Working of track maintenance machines.–– \nTrack laying or on track tamping or maintenance machines shall be worked only with \nthe permission of the Station Master and in accordance with special instructions. \nS.R.4.65.1.1 The on track tamping machine which is a self -propelled vehicle fitted with \nhead–light and two parking lights and is having two parts viz., the engine and the tamping –\ncum leveling unit. This machine can run both by day and night at a maximum", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 163, + "text": "138 \n \nspeed of 40 KMPH either engine or tamper foremost, subject to any other lower speed \nrestrictions in force. This speed over all points and crossings however shall not exceed 10 \nKMPH. \n1.2 The track laying machine is a self -propelled machine consisting of mobile portal cranes \nfor carrying assembled track panels. This machine can run only on auxiliary track of wider \ngauge specially laid outside the existing track. \nThis machine can only be carried to site of work, loaded on BFRS observing all the rules for \nmovement of material trains. \n2. The on track tamping machine shall be treated as a train for all purposes and shall run \nunder the system of working applicable except when it is attached in the rear of a goods \ntrain. \n3 The tamping machine shall work under the direct supervision of an Engineering official not \nbelow the rank of PWI who will be responsible for taking the traffic block and for protection of \nthe line, while the work is in progr ess. Each machine shall be in direct charge of an \nOperator. The complement of staff with each machine will normally be one operator, one \nmechanic and one khalasi. The operator shall be a qualified person competent to hold \ncharge of the machine on the main line and also certified to be qualified in the rules and \nactual driving and working of the unit efficiently. The operator shall be conversant with the \nsection over which the unit has to run for work. \n((AASS NNoo..1122,, ddaatteedd 2222..0077..22001144 –– iitteemm NNoo..22)) MMooddiiffiieedd \n4. Competency Certificate for persons authorised to drive tamping machine: \nAll self propelled track machines shall be treated as a train for all purposes \n(i) No person shall be permitted to drive any type of track machine unless he has \nundergone stipulated training and passed the examination at ZRTI/MLY in General and \nSubsidiary Rules. A Technical Competency Certificate shall be issued by Dy.CE/Track \nMachines or any other Competent Engineering Officer nominated by PCE. \n(ii) The certificate shall be valid for 3 years unless revalidated after undergoing a refresher \ncourse at ZRTI. \n(iii) He shall possess a certificate of medical fitness issued by a Railway Medical Officer as \nprescribed in the Medical Manual for Track Machine Operators.(corrigendum to \nAmendment slip No.12 dated 11.08.2014) \n \n5. Equipment: \nThe following equipment shall be carried by the Operator-in-charge of the Unit. \n1. A copy of General & Subsidiary Rules Book. 10. Ten detonators. \n2. A copy each of Accident Manual and 11. Two Banner flags \nOperating Manual \n3. A copy of Working Time Table. 12. A powerful electric torch. \n4. A portable telephone 13. A padlock with key and chain \n5. A Watch. 14. A pair of spare spectacles, if \n required \n6. Three green hand signal flags and 15. Such other equipment and stores as \nthree red hand signal flags (in a case) may be prescribed by the Engg Dept. \n(AS No.4, dated 11.01.10 – item No.8 S.No. 16 fusee is deleted \n7. A pair of red and green slides 16. A copy of instructions for working the 8. \nTwo (tri-colour) hand signal lamps tampers \n9. A tail lamp \n \n6. Working of the tamping machine: \n6.1 The tamping machine shall be considered as a train as per G.R. 1.02.(58). \n6.2 It is permissible to allow more than one tamping machine into the same block \nsection subject to the instructions laid down in para 7.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 164, + "text": "139 \n \n6.3 The following procedure shall be observed for the working of the tamping machine \nbetween two block stations: \n6.3.1 The on track tamping machine shall be worked during the traffic block period only. \n6.3.2. The person in -charge of the unit, shall inform the Station Master in writing where he \nintends to stop in the midsection for packing and levelling work and whether he will proceed \nto the next station or return to the starting station. He shall also mention the duration of the \nblock. A caution order shall also be issued along with the authority to proceed, wherein the \nStation Master shall notify the time at which the bl ock section shall be cleared and whether \nthe unit will proceed to the next station or return to the starting station. \n6.4. When it is programmed to push back the machine to the starting station, the following \nprecautions shall be observed: \n6.4.1. While obt aining Line Clear, the Station Master of the station in advance shall be \nadvised that the Tamping machine will push back. \n6.4.2. The Station Master of the station from which the tamping machine is entering the \nblock section shall issue to the official -in-charge of the leading tamping machine an \nauthority to push back, duly obtaining the signature of the person in -charge of the following \ntamping machine. \n6.4.3. After authorising the tamping machine to push back, obstruction of the line in the \nsame direction beyond the Starters is prohibited. \n6.4.4. The official-in-charge of the tamping machine shall travel in the leading machine while \npushing back exhibiting hand signals to the following machine. \n6.4.5. The speed while pushing back shall not exceed 25 KMPH. \n6.4.6. The official -in-charge of the leading machine shall be responsible to ensure that all \nlevel crossing gates are closed against the road traffic. In case of doubt, he shall bring the \nmachine to a stop short of the gate and only after s atisfying himself that the gates are \nclosed, he shall authorise the machine to move. \n6.4.7. The official-in-charge shall bring the machine to a stop outside the Advanced Starter \npertaining to the particular line and await hand signals from the railway servant, at the foot of \nthe Advanced Starter. If no had signals are exhibited for a period of 5 minutes, he shall send \na railway servant with a memo to the Station Master for arranging admission. \n6.4.8. The Station Master, before arranging to receive the tam ping machine, shall ensure \nthat all the facing points on the path are clamped and padlocked. \n6.4.9. The official -in-charge shall sign in the TSR certifying that all the machines have \narrived. Only after this, the Station Master shall clear the block section. \n6.4.10. Once it is arranged that the machines are to be pushed back, they shall not normally \nproceed to the station ahead. \n6.5. The person in-charge of the unit shall be responsible to ensure that the adjoining line is \nnot fouled at any time, during the course of the tamping and levelling operations. In case of \nfouling, he shall immediately arrange to protect the adjoining track as per Rule 6.03 and SRs \nthere under. \n6.6. On arrival at the station, the person in-charge shall sign in the TSR in token of complete \narrival of the unit or units. He shall also certify that the section is clear of all obstructions. \n7. Where more tha n one tamping machine is permitted into the same block section, one \nfollowing the other on the same Line Clear, the person in -charge shall personally supervise \nthe movement by travelling in the rearmost machine and keep a minimum safety margin of \n120 metres between the respective units. When two or more units are allowed to work in the \nblock section, the Station Master shall issue a Caution Order to the leading unit that another \nunit will follow to work in the section. Similarly the following", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 165, + "text": "140 \n \nunit shall be issued a caution order notifying that there is one unit ahead of him and to \nexercise vigilance. The authority to proceed will be handed over to the person in -charge of \nthe leading tamping machine. In such case, it will be his responsibility to ensure that all the \nunits have completely arrived before certifying the complete arrival in the TSR. In case the \nunits return to the station from which they started, the Station Master cancelling the Line \nClear shall also ensure that all the units have returned. \n8.1. The running and stabling of the tamping machines shall be arranged by the Station \nMaster in consultation with the SCOR In case the Control is not working, the Station Master \nshall consult the Station Master of the adjoining station. \n8.2. The tamping machine shall not be permitted to work during total interruption of \ncommutations. \n8.3. The tamping machine shall normally be stabled on a non-running line. \n8.4. When the tamping machine i s stabled on a running line due to unavoidable \ncircumstances, the mechanical handbrake shall be applied and the machine shall be \nsecurely chained to the rails in accordance with GR 5.23 and SRs thereunder. Lever collars \nshall be used on the concerned signal levers and slide collars/pins on the relevant slides. \n8.5. No unauthorised person shall be allowed on the tamping machine. \n9. The tamping unit shall not be moved inside the traffic yard without the permission of the \nStation Master. Shunting of goods o r passenger stock shall neither be permitted on the line \nwhere the machines are stabled nor shunting performed with the machines attached. \n10. Failures of the tamping machine and accidents thereto shall be treated in the same \nmanner as train accidents and action taken as per the rules in force. \n11. In case of failure of tamping machine in a block section, the person in -charge may \ndecide to push the disabled unit to the nearest station, provided the brake power is in good \ncondition. Otherwise intimation shal l be sent to the nearest Station Master through a \nmessenger and to the control through portable telephone asking for a light engine to tow the \nunit. In the event of break -down, the unit shall be protected as per GR 6.03 and SRs \nthereunder \n12. The Operating and Engineering officials programming the working of the tamping \nmachines shall ensure the sanction of CRS for working of machines on the relevant section \nis available. \n13. The programme of traffic blocks for operation of the tamping as well as track layi ng \nmachines shall be published in the respective Working Time Tables \n \nI. Private Engines and Vehicles \n4.66 Private engines and vehicles.— \nNo engine or other vehicle, which are the property of a private owner, shall be \nallowed to enter upon the railway, exc ept in accordance with special \ninstructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 166, + "text": "141 \n \nCHAPTER V \n \nCONTROL AND WORKING OF STATIONS \n \n5.01. Responsibility of the Station Master for working.–– \n (1) The Station Master shall be responsible for the efficient discharge of \nhis duties devolving upon the staff employed, either permanently or \ntemporarily, under his orders at the station or within the station limits \nand such staff shall be subje ct to his authority and direction in the \nworking of the station. \n (2) The Station Master shall see that all signals, points, gates of level \ncrossings and the whole machinery of his station are in proper \nworking order and shall immediately report al l defects therein to the \nproper authority. \n (3) The Station Master shall also be responsible to see that the working of \nthe station is carried out in strict accordance with the rules and \nregulations for the time being in force. \n (4) No per son other than the Station Master shall ask for or give Line \nClear, or give authority to proceed. \n \n5.02. Supply of copies of rules and distribution or exhibition of other \ndocuments.–– \nThe Station Master shall see– \n (a) that every railway servant subordinate to him who should be supplied \nwith a copy of authorised translation of these rules under Rule 2.01 \nduly receives the same; \n (b) that the Working Time Table in force together with all correction slips \nand appendices, if any, working r ules and instructions, and other \nnotices having reference to the working of the line, are properly \ndistributed or exhibited in such manner as may be prescribed under \nspecial instructions; \n (c) that both the sheet time tables and fare lists are correctly exhibited at \nthe station if it is open for the booking of traffic; and \n (d) that copies of the Act, and the Goods and Coaching Tariffs are \navailable for inspection by the public. \n \n5.03. Obedience to orders and keeping of books and returns.— \nThe Station Master shall see that all orders and instructions are duly conveyed \nto the staff concerned and are properly carried out, and that all books and \nreturns are regularly written up and neatly kept. \n \n5.04. Signal cabins.— \n (1) The Station Master shall make himself thoroughly acquainted with the \nduties of the staff employed in the signal cabins, if any, at his station \nand shall satisfy himself that they perform their duties", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 167, + "text": "142 \n \ncorrectly, and in order to maintain an effective supervision ov er the \nsaid staff, frequently visit the signal cabins. \n (2) The Station Master shall ensure that the prescribed equipment is \nreadily available in signal cabins and maintained in good working order. \n (3) Signal cabins shall be kept neat and clean and no unauthorised person \nshall be permitted to enter such cabins. \n5.05. Report of neglect of duty.— \nThe Station Master shall report, without delay, to his superior, all neglect of \nduty on the part of any railway servant who is under his orders. \n5.06. Station Working Rules.— \n (1) In addition to the General Rules for Indian Railways and Subsidiary \nRules of a Railway, each station shall be provided with Station \nWorking Rules applicable to the station, issued under special \ninstructions. \n (2) A copy of the Station Working Rules or relevant extracts thereof, shall \nbe kept at cabins and level crossings concerned. \nS.R.5.06.1. The Station Working Rules shall be read in conjunction with General and \nSubsidiary Rules and Block Working Manuals. The Station Working Rules in no way supersede \nany rule in the above books. The language of SWR should be simple, brief and unambiguous \napplying provision of rules to the specific condition at the relevant station. Extracts of GRs and \nSRs shall not be reproduced. However, relevant GR/SR numbers may be mentioned in the \nbrackets against relevant para. The SWR shall be carefully checked up at the stations to see \nthat they are correct and are in accordance with the conditions at site. The Authorised Officer \nmay, however be approached for any technical advice. \n2. The SWR must be page numbered with station name code written on each page and \nsigned by the Sr.Divisional Operations Manager/ Divisional Operations Manager and \nSr.Divisional Signal & Telecommunication Engineer/Divisio nal Signal & Telecommunication \nEngineer at interlocked stations and at non interlocked stations by Sr.DOM/DOM and \nSr.DEN/DEN. \n3. All temporary working instructions during non-interlocked working shall be signed on each \npage by Sr.Divisional Operations Mana ger/Divisional Operations Manager, Sr.Divisional \nSignal & Telecommunication Engineer/Divisional Signal & Telecommunication Engineer and \nSr.Divisional Engineer/Divisional Engineer without exemption. \n4. SWR diagram should be signed by the Sr.Divisional Opera tions Manager/Divisional \nOperations Manager, Sr.Divisional Signal & Telecommunication Engineer/Divisional Signal & \nTelecommunication Engineer and Sr.Divisional Engineer/Divisional Engineer. \n5. The SWRs of all stations including stations to be newly opened and the Amendment Slips \nthereto shall be issued by Sr.DOM/DOM and Sr.DSTE/DSTE who will be responsible to \nensure that these are correct, current and complete in all respects. \n((AASS NNoo..77,, ddaatteedd 0066..0044..1111 –– iitteemm NNoo..55)) MMooddiiffiieedd \n6. Rules for working of trains in Electrified section shall be dealt in Appendix ‘G’ and jointly \nsigned by Sr. Divisional Operations Manager/ Sr. Divisional, Sr. Divisional Electrical \nEngineer (TRD)/ Divisional Electrical Engineer (TRD) and Sr. Divisional Sig & \nTelecommunication engineer/ Divisional Sig & Telecommunication engineer. Similarly they \nshall be signed whenever amendment is issued to Appendix ‘G’. \n7. Approval of the Commissioner of Railway Safety shall be obtained while issuing Station \nWorking Rules involving condonation by CRS or any exemption is required under Approved \nSpecial Instructions as per General Rules. \n((AASS NNoo..1111,, ddaatteedd 2233..0011..1133 –– iitteemm NNoo..11)) SSRR 55..0066..88 iiss aammeennddeedd \n8. SWR should be issued afresh once in five years or after issue of five Amendment \nSlips, whichever is earlier and reviewed as and when required.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 168, + "text": "143 \n \n9. The Amendments to General &Subsidiary Rules, Block Working Manual or any Special \nInstructions issued from time to time necessitating Amendments to SWRs should be issued \nimmediately. \n10. The SWR shall contain all the necessary information as per SWR format. \n11. At stations where cabins are worked independently, working rules should be issued \nseparately for such cabins. At stations where more than one Station Master is on duty, \nindependent duties of each of the staff shall be specified with regard to trains working. \n12. All the staff required to take up independent duties at the station shall sign a declaration \nin the declaration register/staff assurance register to the effect that they have read and \nunderstood the SWR and other instructions pertaining to their duties at the station. In the \ncase of illiterate staff, the Station Master shall personally explain the relevant portion of the \nrules in vernacular language and their duties and obtain their acknowledgements in token of \ntheir having understood the instructions. The Station Master shall also certify that they fully \nunderstood the relevant instructions. \n13. Fresh declaration shall be obtained from the staff concerned in the following cases:- \n(i) A new member of such staff joins the station. \n(ii) There is any change in the SWR and \n(iii) A member of the staff resumes duty at a station after an absence of 15 \nconsecutive days or more. \n14. The working rules for the level crossing gates situated outside the station Stop signals \nand also the procedure to be followed by the Gateman for protection of the level crossings \nshall be issued by the Engineering branch and a copy of the same shall be posted at the \ngate lodge. A copy of the relevant portion of the working rules in the regional language \nshould be made available at each level crossing gate. Where a level crossing is provided \nwith gate Stop signals, a copy of the signalling and interlocking diagram shall also be \nexhibited at the gate lodge. \n15. Traffic Inspector/SWR of the Division shall prepare/update the SWR. After preparing \ndraft instruction, Traffic Inspector/SWR may go to the concerned station to compare with \napproved Signalling Diagram and act ual layout and also discuss with Station Manager/ \nStation Superintendent/Station Master. Then the SWR will be finalised and submitted for the \nsignature of concerned Officers. \n16. One copy of SWR together with signalling plan shall be sent to CRS for approval. Two \ncopies of SWR of each station shall be sent to COM. \nNote: See Appendix - XIV for standard format of SWR and its preparation. \n \n5.07. Forms.— \n(1) All messages and written authorities mentioned in these rules shall be \nprepared on prescribed forms laid down in these rules or prescribed \nunder special instructions and shall be stamped with the station \nstamp. \n(2) If the authorised printed form is not available for any reason or in \nexceptional circumstances, a manuscript form containing all the \nparticulars as contained in the prescribed form is issued as an \nemergency measure, reasons therefore shall be recorded in the station \ndiary. \nS.R.5.07. In case of T/A to T/H 602, T/J 602, T/609, T/A to T/D 1425, T/A to T/D 912, T/ A \n1525 and T/1525, the prescribed printed forms shall only be used. \nNote: Refer Appendix XV for operating forms. \n \n5.08. Access to and operation of equipment.— \nNo unauthorised person shall be permitted to have access to or operate \nsignals, points, electrical block instruments and electrical communication \ninstruments or any other appliances connected with working of the railway.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 169, + "text": "144 \n \n5.09. Reception of a train on an obstructed line.— \n (1) In case of reception of a train on an obstructed line, the Station Master \nshall- \n (a) whenever possible, intimate the Loco Pilot through the Station \nMaster of the station in rear that the train is to be received on an \nobstructed line; \n (b) ensure that the signal or signals controlling the reception of the \ntrain are not taken ‘off’; and \n (c) ensure that all the points over which the train has to pass are \ncorrectly set and the facing points locked. \n (2) After the train has been brought to a stand at the relevant Stop signal, \nit may be received on the obstructed line by- \n (a) authorising the Loco Pilot to pass the Stop signal at ‘on’ by taking \n‘off ’ the Calling on signal, where provided ; or \n (b) authorisin g the Loco Pilot on the signal post telephone, where \nprovided, to pass the Stop signal at ‘on’, in accordance with \nspecial instructions; or \n (c) authorising the Loco Pilot to pass the relevant signal or signals at \n‘on’ through a written auth ority to be delivered by a competent \nrailway servant who shall pilot the train past such signal or \nsignals. \n (3) The train shall be brought to a stand at the facing points leading to \nthe reception line until hand -signalled forward by a competent \nrailway servant. \n (4) A Stop hand signal shall be exhibited at a distance of not less than \n45 metres from the point of obstruction to indicate to the Loco Pilot \nas to where the train shall be brought to a stand. \n (5) The Loco Pilot shall keep his train well under his control and be \nprepared to stop short of any obstruction. \nS.R.5.09. Written authority mentioned in sub-para (c) of Para (2) is T/509. \n \n5.10 Reception of a train on a non-signalled line.— \n (1) Should it be necessary, i n an emergency, to receive a train on a line \nwhich is not signalled for reception, the Station Master shall ensure \nthat–– \n (a) the train is brought to a stand at the first Stop signal; \n (b) the line on which it is intended to receive the train is clear up to \nthe trailing points or up to the place at which the train is required \nto come to a stand; \n (c) all the points over which the train has to pass are correctly set \nand the facing points locked; and \n (d) the Loco Pilot is authorised to pass the approach Stop signal at \n‘on’ through a written authority to be delivered by a competent \nrailway servant who shall pilot the train on to the non -signalled \nline.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 170, + "text": "145 \n \n (2) The Loco Pilot, while entering a non -signalled line, shall proceed \ncautiously and be prepared to stop short of any obstruction. \nNote: The written authority referred in sub-para (d) of Para (1) is T/509. \n \n5.11 Departure of a train from a non-signalled line.— \n (1) In the event of a train having to be started from a line not provided \nwith a Starter signal, the Loco Pilot shall be given a written permission \nto start: \nProvided that such permission may be dispensed with where a \ntangible authority to proceed is given to the Loco Pilot. \n (2) The written permission or the tangible authority to proceed referred to \nin sub-rule (1) shall not be given unless all the points for the departure \nof the train have been set and the facing points locked. \n \n5.12 Departure of a train from a line provided with a common departure \nsignal.— \n (1) In the event of a train having to be started from a line out of a group \nof lines provided with a common departure signal, the Loco Pilot \nshall be given a written permission to start in addition to the \nauthority to proceed under the system of working. \n (2) The written permission and the authority to proceed referred to in \nsub-rule (1) shall not be given unless all the points for the departure \nof the train have been set and the facing points locked. \nS.R.5.12. The written permission referred to in Rule 5.12 (1) shall be T/512. \n \n5.13 Control of shunting.— \n (1) Shunting operations shall be controlled by fixed signals or hand \nsignals or by verbal directions. \n (2) The Loco Pilot shall not, however, depend entirely on signals and \nshall always be vigilant and cautious. \n (3) The speed during shunting operations shall not exceed 15 \nkilometres an hour unless otherwise authorised by special \ninstructions. \nS.R.5.13.1. The Loco Pilot shall, before moving on the Stop signal taken ‘off ’ for him, \nobserve the hand signals of the Railway servant conducting shunting, whenever necessary. \nThe shunting sta ff need not accompany during shunt movements of light engine(s) on to a \nfree line governed by fixed signals. In case of any doubt or when the line is not clear of \nobstruction, the engine(s) shall be accompanied and hand signalled by Shunting Staff. \n2. At stations, where shunting is performed for attaching or detaching the coaches/slip \ncoaches on Mail/Express, Passenger and other passenger carrying trains, such coaches/slip \ncoaches shall not be kept on blocked lines in the rear of a train carrying passenger s, either \nbefore or after the completion of shunting. \n3. When shunting is required to be carried out for attaching or detaching coaches/slip \ncoaches/saloons/dead engine on passenger carrying trains, the train engine/the banking \nengine/the shunting engine with or without the above vehicles shall first come to a halt 20 \nmetres away from the train and there after perform the shunting carefully.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 171, + "text": "146 \n \n4. No engine should be allowed on any running line at a station occupied by a train carrying \npassengers, except tr ain engine or banking engine or shunting engine required to perform \nshunting on that particular train. The movement of such an engine should be permitted only \nunder control of the person in charge of shunting. \ni) If it is unavoidable to allow the engine(s) in rear of a passenger carrying train, such engine(s), \nnot involving shunting with passenger carrying train, shall be accompanied and hand signalled by \nshunting staff and stopped in rear of passenger carrying train at a safe distance. \nii) The Shunter/Loco Pilot of light engine(s) shall be informed before commencing such shunting. \niii) All such light engine(s) should not be left unmanned by Shunter/Loco Pilot. \n \n5.14. Responsibility for shunting.— \nThe Station Master shall see that the shunting of trains or vehicles is carried \non only at such times and in such manner as will not involve danger. \nS.R.5.14.1. At stations where separate shunting staff are employed, they shall attend to all \nshunting operations. At all other stations, shunting operations shall be s upervised personally \nby the Guard of the train, under the orders of Station Master. \n2. In case it is necessary to shunt a train from one line to another across the main line, the \nGuard shall travel in his brake -van and such shunting shall be conducted only under the \nsupervision of Station Master. \n3. While shunting wagons loaded with petrol, kerosene oil, liquid fuel, spirit and other highly \ninflammable liquids, the speed should be restricted to 8 KMPH. \n4. Carriages containing passengers shall not be moved f or shunting purposes without the \npersonal orders of the Station Master and also the Guard of the train concerned, who will \njointly be responsible for taking all precautions, to warn passengers and to prevent accidents \neither to the passengers in the carria ges or to those attempting to get into or out of them \nunder the impression that the train is being started. The Guard shall have the vacuum brake \nconnected up and ensure that the shunting is performed safely. \n5. In case shunt movements are governed by Shun t signal/Starter signal, which detect the \nfacing points, the Shunt/Starter shall be taken ‘off’ and in all other cases, the facing points \nshall be clamped/cotter bolted and padlocked. \n6. Shunting of wagons containing explosives shall not be carried out exc ept under the \nsuperintendence of an official not lower than Station Master who shall ensure that during \nshunting operations – \n(a) Wagons containing explosives shall be separated from Elec/Diesel locomotive by a \nminimum number of one wagon not containing ex plosives or other dangerous goods or \narticles of inflammable nature. \n(b) The speed of all movements does not exceed 8 KMPH, and \n(c) No rough, hump, fly or loose shunting takes place. \n7. All locally worked points except points with spring levers, shall be manned and held for all \nmovements in the facing direction. \n8. When vehicles are moved by an engine for attaching to a passenger train, the vacuum \nbrake shall be connected up so that adequate brake power shall be available. In case of \nshunting on goods trains at intermediate stations, the vacuum brake shall, as far as possible, \nbe connected with the engine. \n9. Where shunting operations are supervised by Guard/Assistant Station Master, Loco Pilot \nshall be given Form No.T/806 (Shunting Instructions Form) d uly filled in. At major stations \nwhere separate staff viz., out door Station Master/Yard ASM/AYM/Shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 172, + "text": "147 \n \nJamedar/Shunting Master are provided for supervising the shunting, Form No. T/806 need \nnot be given. Such stations shall be notified by the respective Sr.DOMs. \n \n5.15. Shunting at stations under Centralised Traffic Control.— \n (1) No shunting shall be performed at a station under Centralised Traffic \nControl without the permission of the Centralised Traffic Control \nOperator or when Centrali sed Traffic Control is not in operation, \nwithout the permission of the Station Master. \n (2) For the purpose of shunting, the Centralised Traffic Control Operator \nmay, when required, hand over the local control of working of traffic \nat a station o r part of a station to the Station Master who shall \nthereafter be responsible for the shunting at the station or that part \nof the station for which the local control has been made over to him \nin the manner prescribed under special instructions. \n Note: There is no Centralised Traffic Control on this railway. \n \n5.16. Shunting during reception of trains.— \nWhen signals have been taken ‘off’ for an incoming train on to a line which is \nnot isolated, no shunting movement shall be carried out towards poin ts over \nwhich the incoming train is to pass. \n \n5.17. Shunting near level crossing.— \nThe railway servant in charge of shunting near or across a level crossing, \nbefore giving permission to the Loco Pilot to move his train across it, shall \nensure that the level crossing gates have been closed and locked against road \ntraffic. \n \n \n5.18. Drawing of a train to an advanced position.— \n (1) A train waiting for an authority to proceed shall not be allowed to draw \nout up to an Advanced Starter for despatch, except where track circuit \nor axle counter has been provided between the Starter and Advanced \nStarter to indicate the presence of a train in advanced position. \n (2) The provision of sub -rule (1) shall not apply in case of shunting of a \ntrain within a station section itself. \n \n5.19. Obstruction of running line.— \n (1) No railway servant shall commence any loading, shunting or any \nother operation by which a running line may be fouled or obstructed \nwithout obtaining the previous sanction of the Stat ion Master or of \nother railway servant nominated in this behalf under special \ninstructions, who shall see that all necessary steps are taken for the \nprotection of traffic, while such operation is being carried on and the \nnecessary signals are kept at ‘on’ until the obstruction is removed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 173, + "text": "148 \n \n (2) A sand hump or snag dead end shall not be obstructed for any purpose \nand when it has become obstructed, it shall cease to be a substitute \nfor the adequate distance for the purpose of taking ‘off’ signals. \nS.R.5.19.1. Vehicles (especially with passengers) detached from trains or waiting to be \nattached to trains shall not be allowed to stand on a running line for a longer period than \nabsolutely necessary. While they are standing on a running line, they shall be coupled \ntogether and all the hand - brakes applied. Vehicles not fitted with hand - brakes or with \ninoperative hand - brakes shall be secured with safety chains fastened to the rail and \npadlocked. The hand brakes of brake -vans of passenger rakes shal l be applied and \nautomatic vacuum brakes on vehicles so fitted must not be released. At night, side and tail \nlamps of vehicles at both ends shall be switched on. Where side and tail lamps are not \nprovided, a hand signal lamp showing red light shall be ex hibited in both up and down \ndirections. In case of goods vehicles berthed on main line, tail lamps duly lit up shall be \nfixed on the last vehicle on either end of the running line, if sufficient numbers of lamps are \navailable at that station. \n2. If, for some reason, any vehicle is allowed to remain on a running line for some length of \ntime, a clear remark in red ink shall be made immediately in the TSR indicating the time and \nthe number of the running line on which it is detained. A record of the blockin g of the \nrunning line shall be made in the station diary also and later, the time, when the vehicle is \nremoved and the running line cleared of obstruction shall be indicated in the TSR and the \nstation diary. The occupation of running line shall be recorded in the station diary at the time \nof handing over/taking over charge of duties by the Station Masters. \n3. At stations where CASMs are in charge of cabins, the Station Master shall also advise the \nCASM of the time and the number of running line on which an y vehicle/wagon has been \nallowed to remain, confirming the same by exchange of PNs with each CASM. The CASM \nshall also exchange PNs mutually between themselves. \n4. When the vehicle is removed from the running line and the obstruction is cleared, the \nStation Master shall again inform the CASM and exchange PNs with each CASM. In a \nsimilar manner, CASMs shall also exchange PNs amongst themselves. \n5. The responsibility for recording an appropriate entry (vide S.R.5.19.2) in the TSR and in \nthe station diary devolves respectively on the CASMs and the Station Master. \n \n5.20. Shunting on gradients.— \nWhen shunting is being performed on a gradient, the railway servant in charge \nof the shunting shall ensure that - \n (a) sufficient number of brakes are put on, sprags are used, where \nnecessary, slip siding point or traps, where provided, are set to \nensure safety and that all precautions are taken to prevent vehicles \ngetting out of control, and \n (b) in case of shunting over a portion of line on steep gradients, neither \nisolated nor protected by slip sidings, an engine is also attached \ntowards the falling side of the gradient. \nNote:- For purposes of this rule a steep gradient shall be 1 in 260 or \nsteeper except in case of vehicles fitted with roller bearings, when it \nshall be 1 in 400 or steeper. \nS. R. 5.20.1. Hand shunting of vehicles occupied by passengers is strictly prohibited.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 174, + "text": "149 \n \n2. In performing shunting at stations situated on or near a falling g radient steeper than 1 in \n400, any special precautions stipulated in the SWR shall be strictly adhered to. \n3. Hand shunting of any vehicle fitted with roller bearings is strictly prohibited at a Station \nyard where the outermost points are on a grade steepe r than 1 in 400 or situated within 100 \nmeters of such a gradient. \n4. Shunting of any vehicle fitted with other than roller bearings shall be done at a station yard \nwhere the outermost points are on a grade steeper than 1 in 260 only with locomotive \nattached towards the falling side of the gradient. \n5. Hand shunting of vehicles fitted with other than roller bearings may be permitted at a \nstation yard on a grade steeper than 1 in 260 only when the layout of the yard ensures that \nno vehicle can escape into the block section by provision of slip siding etc., provided the \nfollowing precautions are taken :- \n5.1. Line Clear is not granted to the station in the direction in which the shunting is to be \nperformed. \n5.2. The Station Master or the special shunting staff , where provided, personally supervises \nthe shunting. \n5.3. Only one vehicle is moved at a time. \n5.4. The vehicle to be moved is fitted with a hand-brake in good working order. \n5.5. It is manned by a competent railway servant to apply the hand -brake as and when \nnecessary. \n5.6. The speed does not exceed 5 KMPH. \n \n5.21. Loose shunting.— \nCranes, vehicles containing passengers, workers, explosives, dangerous \ngoods or live -stock or any other vehicle that may be specified under special \ninstructions, shall not be lo ose shunted and no loose shunting shall be made \nagainst them. \nS.R.5.21.1. “Loose shunting” means vehicles being pushed by an engine and being allowed \nto run forward unattached. No vehicle shall be loose shunted unless provided with an \nefficient hand-brake or unless the vehicle is attached to at least another vehicle fitted with an \nefficient hand brake. A loose shunted vehicle shall be accompanied by a railway servant to \npin down the hand-brake, when necessary. \n2. Loose shunting of or against loaded or empty oil tank wagons, vehicles containing petrol \nor kerosene oil in tins, trucks loaded with heavy machinery, rails or timber, cranes, loaded \nexplosive vans, wagons loaded with live stock or military consignment, articles mentioned in \nthe Indian Explosive Act, wagons labeled ‘not to be loose shunted’ and coaching vehicles, \neven if empty, is prohibited. \n3. “ Fly shunting ” is a shunt movement in which two or more vehicles to be moved, after \nbeing given an impetus by an engine (with or without other vehicles atta ched) are separated \nat the points, by the points being reversed smartly between the vehicles, in order to send \nthem on to different lines. Fly shunting is strictly prohibited except for hump shunting in hump \nyards. \n \n5.22. Leaving vehicles in sidings outside station limits.— \nNo railway servant shall leave any vehicle in a siding outside station limits, \nunless the vehicle is clear of all running lines and, except under special \ninstructions, unless the wheels thereof are properly secured.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 175, + "text": "150 \n \n5.23. Securing of vehicles at station.— \nThe Station Master shall see that vehicles standing at the station are properly \nsecured in accordance with special instructions. \n((AASS NNoo..99,, ddaatteedd 1177..0077..1111 –– iitteemm NNoo..55)) SSRR55..2233 iiss mmooddiiffiieedd \nS.R.5.23.1. Action by Station Master / Traffic Staff when vehicles /load/train is to be \nstabled at station:- \n1.1. The vehicles/load/train shall be inside the fouling marks \n1.2 The vehicles/load/train be chained and padlocked using at least two chains, one at either \nend. The padlock keys of the Safety Chains shall be in the personal custody of the Station \nMaster. \n1.3 Atleast four wooden wedges/iron skids be used, two each below the outermost pair of \nwheels at either end; \n1.4 Hand brakes of at least 6 wagons from either end must be fully tightened. If hand brakes \nof any of the first six wagons at each end cannot be applied, hand brakes of subsequent \nwagons should be applied till six wagons in total are achieved. In case coaching vehicles are \nstabled, Guard's hand brakes in SLR(s) must be applied. The hand brakes must be operated \nunder the personal supervision of the Guard, and in the absence of Guard, by SM/ASM on \nduty; \n1.5 The vehicles of stabled load/train should be coupled together. In case the stabled load \nhas to be split for any reason, each such split part should be treated as a separate load for \nthe purpose of securing; \n1.6 The points must be set, clamped and padlocked against the blocked line and towards \ndead end or trap point (if available). Scotch blocks must be used, if available. The padlock \nkeys shall be in the personal custody of the Station Master. \n1.7 Line Block Collars must be placed on relevant signal/ point buttons/slides/levers etc., \n1.8 Remarks should be made in TSR and SM diary in Red ink to the effect that 'Line No.____ \nis blocked and all precautions for securing the load have been taken' as prescribed above; \n1.9 After any load/train/loco is stabled, the station master must inform the section controller \nsupported by private number that all laid down precautions for stabling and securing the \nload/train/loco have been taken. \n2. Additional precautions to be taken while stabling vehicles/load/train at a station with \ngradient steeper than 1 in 400 may have been prescribed under approved special \ninstructions (by CRS) and mentioned in SWR of respective station. These should be \nfollowed scrupulously. In addition, following precautions must also be observed over \nand above those prescribed under approved special instructions:- \n2.1 Before vehicles are uncoupled, the hand brakes should be applied, wooden wedges/iron \nskids, should also be used to prevent vehicles from rolling down; \n2.2 As far as possible, the vehicles/load/train should be stabled on a line which is isolated \nfrom other lines, particularly running lines. \n3. Action by Loco Pilot/Assistant Loco Pilot before leaving the loco in case load/train \nis stabled with locomotive attached or light engine(s) is/are shut down or stabled:- \n3.1 Application of both SA-9 and A-9 brakes; \n3.2 Application of hand brake and parking brake; \n3.3 Secure the loco with wooden wedges/iron skids provided on the loco; \n4.1 Loco Pilot while on duty should not leave loco unmanned. In case he is required to leave \nthe locomotive unmanned, he should do so only after receiving written authority from the \nStation Master/Yard Master and ensuring 3 (3.1), (3.2) & (3.3) above; \n4.2 Before leaving the Station/Yard, the Loco Pilot and Guard should jointly sign record in \nthe stabled train register to be maintained with Station Master that the load & loco has been \nsecured as prescribed above. If the Loco is not stabled with the formation only guard has to \nsign in the stabled load register.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 176, + "text": "151 \n \nCHAPTER VI \n \nACCIDENTS AND UNUSUAL OCCURRENCES \n \n6.01. Accident or obstruction.— \n (1) When a report of any accident or obstruction is received by the \nStation Master, he shall see that all necessary precautions are taken \nby the most expeditious means possible, for the protection of traffic. \n (2) If an accident happens to a train, the Station Master shall arrange for \nall necessary assistance to be sent to the train. \n (3) The Station Master shall, as soon as practicable, report each \naccident in accordance with special instructions. \nS.R.6.01.1.1. In the even t of a Loco Pilot experiencing a lurch, unusually slack or rough \nrunning, the instructions referred in SR 6.07 should be followed by all the staff concerned. \n2.1. If a Loco Pilot realises, while on run that there is a rail fracture he shall bring his trai n to \na stop immediately and protect the train in accordance with GR 6.03 and SRs thereunder, \ntreating this as an obstruction. He shall then examine the track and proceed further only if he \nis personally satisfied that the track is safe for the passage of the train. In case it is found \nthat the track is not safe for the passage of the train, he shall arrange to advise the Station \nMaster and the SCOR. \n2.2. The Station Master and the SCOR, on being advised of this occurrence, shall advise all \nconcerned and not permit any train to enter the section unless the track is certified fit for the \nsafe passage of the train. \n2.3. The Loco Pilot of the affected train shall proceed onwards only after the track is certified \nfor the safe passage of his train. \n3.1. If a mate/keyman / patrolman detects rail/weld fracture of less than 30 mm gap, he shall \nshow Stop hand signal and inform the Loco Pilot of the first train to pass the fractured spot at \n10 KMPH and subsequent trains at 15 KMPH. \n3.2. The Loco Pilot of the first tra in shall stop his train at the next block station and give \nmemo about the rail / weld fracture to arrange issue of caution order, to observe 15 KMPH \nover the fractured rail / weld. \n3.3. Station Master, who received report from the Loco Pilot about rail/wel d fracture, shall \ninform the Station Master at the other end. Both the Station Masters shall arrange issue of \ncaution order of 15 KMPH and also advise all concerned. \n3.4. In cases where the gap at the fractured location is more than 30mm or where multiple \nfractures have taken place resulting in a piece of rail or the head getting dislodged, the mate \n/ patrolman / keyman cannot pass the train. He should take immediate action to protect the \nline and only a PWM / PWI can pass the traffic, after attending to the fracture appropriately \nor taking necessary safety precautions. \n6.02. Working in case of accident or failure of communications.— \nIn case of accidents to the line or to any train, or of failure or interruption of \ncommunications, or in an emergency, train s shall be worked between stations \nin accordance with special instructions. \nS.R. 6.02.1. Rules and regulations for temporary single line (TSL) working on a double \nline section when one line is obstructed. \n1. Whenever an accident to a train or track or other obstruction precludes the use of one of \nthe lines on a double line section, the traffic may temporarily be worked over single line \nunder one of the following systems:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 177, + "text": "152 \n \n1.1 By obtaining line clear on electric speaking instruments. \n1.2 By the installation of single line block instruments and shunting limit boards demarcating \nthe block section in the wrong direction if the affected line is likely to remain out of use for a \nsubstantial period. \n2. When it is desired to introduce TSL working on double li ne, on electric speaking \ninstruments, the Station Master at one end of the affected section shall, on receipt of reliable \ninformation in writing that one line is clear, take steps to introduce TSL working on that line in \nconsultation with the SCOR and the Station Master of the station at the other end of the \nsection. \n3. If there is reason to suspect that the line over which TSL working is to be introduced is \nalso fouled or damaged, TSL working must not be introduced until a responsible Engineering \nofficial of the rank not less than that of an Inspector has inspected that section and certified \nthat the road is safe for the passage of trains. \n4. TSL working shall be introduced between the nearest stations provided with cross -over \nbetween the up and down lines on either side of the obstruction. If there is an IB hut between \nthe above two stations, the same shall be treated as closed and the commutators of the \nblock instruments at such block huts shall be kept locked in ‘ train on line’ (TOL) position \nthroughout the period TSL working is in force. The commutators shall also be locked in that \nposition, with Station Master’s key, wherever possible. The signals at such block huts shall \nbe kept in the ‘on’ position throughout and these shall be passed by the Loco Pi lots on a \nwritten authority in the prescribed form issued by the Station Master of the adjoining block \nstation in operation. \n5. All trains will be worked in accordance with the rules for the use of electric speaking \ninstruments on single line and line clear shall be obtained on the telephone attached to block \ninstruments or station to station fixed telephones wherever available or fixed telephone such \nas railway auto phones and BSNL phones or control telephone or VHF set. \n6. At all stations on the portion of the section on which TSL working has been introduced, the \ncommutators of the block instruments pertaining to both obstructed and unobstructed lines \nshall be kept in TOL position throughout the period TSL working is in force. The \ncommutators shall be lock ed also in that position with Station Master’s key, wherever \npossible. At these stations, if the train is running on the right line, the LSS shall be kept in \nthe ‘on’ position. In case the train is running on the wrong line, all fixed signals shall be kep t \nin the ‘on’ position. \n7. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master \nproposing TSL working shall issue a message containing the following information under \nexchange of Private Numbers to the Station Master at the other end of the affected section: \n7.1 Cause of introduction of TSL working. \n7.2 The line by which TSL working is proposed. \n7.3 Source of information that the said line is clear. \n7.4 Place of obstruction. \n7.5 Restriction of speed, if any, on the line. \n7.6 Name of intermediate stations if any, which would be out of use. \n7.7 Assurance that the trap points, if any, have been spiked or clamped and padlocked. \n7.8 Assurance that if the train is running on the right line, the LSS shall be kept in the ‘ on’ \nposition. In case the train is running on the wrong line, all fixed signals shall be kept in the \n‘on’ position; and \n7.9 The number and timings of the last train which arrived or left the block station issuing the \nmessage.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 178, + "text": "153 \n \n8. On receipt of acknowle dgement from the Station Master confirmed by a Private Number, \nTSL working may be introduced. Line clear will be obtained on telephone attached to block \ninstrument or station to station fixed telephones wherever available or fixed telephone such \nas railway auto phones and BSNL phones or control telephone or VHF set and trains run on \n“Authority for Temporary Single Line working on Double Line” (T/D 602) in accordance \nwith the instructions contained in this book and the Block working manual. \n9.1. The Loco Pilot and Guard of each train shall be handed over “Authority for Temporary \nSingle Line working on Double Line” (T/D 602) indicating: \n9.1.1. the line on which the train or light engine is to run, \n9.1.2. the kilometreage between which the obstruction exists, \n9.1.3. any restriction of speed which may have been imposed by Way and Works staff and \n9.1.4. an assurance to the effect that any trap points on the line in question have been \nspiked or clamped. \n9.1.5. In case the LSS is the starter, in addition to the w ritten authority, he shall also be \nshown PHS at the foot of this signal. \n10. An endorsement shall also be made in the T/D 602 given to the Loco Pilot of the first \ntrain to inform all Gatemen, Gangmen, patrolmen, OHE staff, Telecom staff and any other \nstaff on the way about the introduction of temporary single line working and specifying the \nroad on which the trains will run. This information shall be conveyed through the Loco Pilot \nof a subsequent train also if necessary. \n11. The speed of the first train passing over the TSL, will be restricted to 25 KMPH. \nSubsequent trains may run at their booked speed, subject to observance of the other speed \nrestrictions imposed by Way and Works staff. \n12. When a train is stopped between stations on account of accident, failure, obstruction or \nother exceptional cause and the Loco Pilot finds that it cannot proceed, it shall be protected \nas per GR 6.03. \n13. In case of a train proceeding on the right line: \n13.1. The LSS of the station in rear of the affected section may be passed in the ‘on’ position \non the basis of T/D 602. \n13.2 The approach Stop signals, if any, of the station in advance of the affected section, may \nbe taken ‘off’. \n14. In the case of a train proceeding on wrong line: \n14.1 The train shall be piloted out of the station on a written authority issued by the Station \nMaster after all the facing points have been correctly set and locked and trailing points \ncorrectly set, over which the train will pass. \n The Loco Pilot should switch on the flasher light and dim the head light of the train \nengine while running on the wrong line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 179, + "text": "154 \n \nSOUTH CENTRAL RAILWAY \nPILOT - OUT memo \n(Loco Pilot / Record ) \n Date: \n Time: \nFrom To \nSM / ……………. The Loco Pilot of ………………….. \nYou are hereby autho rized to start your train from line No. ………………. to the wrong \nline. All the points on the path are correctly set and locked. Observe hand signals and \nproceed forward. \n \nSignature of the Loco Pilot Signature of Station Master \n Station stamp \n \n \n14.2. On approaching the next station, the Loco Pilot shall bring his train to a stop opposite \nthe FSS pertaining to the right line or at the LSS pertaining to the wrong line (on which he is \nrunning), whichever he comes across first. \n14.3. The Station Master of the station in advance shall depute a railway servant in uniform \nat the foot of the signal (which ever the train would encounter first), who shall stop the train \non stop hand signal and thereafter ‘pilot – in’ into the station on a written authority issued by \nthe Station Master. \n \nSOUTH CENTRAL RAILWAY \nPILOT - IN memo \n (Loco Pilot / Record ) \n Date: \n Time: \nFrom To \nSM / ……………. The Loco Pilot of ………………….. : \n You are hereby authorized to bring your train on to line No. ………………. . All the \npoints on the path are correctly set and locked. Observe hand signals and proceed \nforward. \nSignature of the Loco Pilot Signature of Station Master \n Station stamp \n \n \n14.4. If the Loco Pilot finds that no railway servant in uniform has been deputed at the foot of \nthe signal to pilot the train into the station, GR 4.44 (1) shall be observed. \n15. All the cross over points in the facing direction, over which the train shall proceed, while \nTSL working is in force, shall be clamped and pad-locked. \n16. Resumption of normal working. \n16.1 On receipt of a written certificate from a responsible Engineering official that the \nobstructed track is free and safe for passage of trains, the Station Master will issue a \nmessage to the other station or stations as the case may be, under exchange of Private \nNumbers and decide, in consultation with SCOR, the train after passage of which, the \nnormal working has to be introduced. \n16.2. When double line working is introduced, the block instruments and all fixed signals, \nincluding those of IB huts which were treated as closed, shall be brought into use", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 180, + "text": "155 \n \nimmediately. An entry shall also be made in TSR of all stations concerned showing the time \ndouble line working was suspended, time single line working was introduced and the time \nnormal working was resumed. The Loco Pilot of the first train entering the section after normal \nworking is resumed shall inform all Gatemen and Gangmen on the way about resumption of \nnormal working. \n17. All the records in connection with TSL working shall be retained at the station and the \nTraffic Inspector of the section must scrutinize them and submit his report to the DRM within \nseven days of the resumption of normal working. \nNote:- The term Station Master wherever used in this part includes Switchman. \n \n6.02.2. Rules and regulations for temporary single line working on double line section \nduring total interruption of communications. \nThe following rules must, in addition to the prescribed rules and regulations for working of \ntrains during total interruption of communications on single line, be observed by the staff: \n1. Whenever an accident to a train or track or other obstruction precludes the use of one line \non a double line section during total interruption of communications, TSL working shall be \nintroduced only after a responsible official of the Engineering department not less than an \nInspector in rank, has certified that the other line on which TSL working is to be introduced is \nfree and safe for passage of trains. Such an Engineering official shall give the certificate only \nto the Station Master of the station at the end of the affected se ction for which the \nunobstructed line shall be the right line for despatching train. On receipt of this certificate, the \nStation Master will follow the rules prescribed for opening of communications. \n2. Loco Pilots of trains, including light engines, shall be given T/B602 (Authority for \nopening communication during total interruption of communication on Single Line \nSection) on which, shall be stated clearly:- \n2.1. the line on which the train is to run; \n2.2. kilometreage where the obstruction exists; \n2.3. any restriction of speed which may have been imposed by Way and Works staff, \n2.4. an assurance to the effect that any trap points on the line in question have been spiked \nor clamped and pad locked . \n3. All the cross -over points in the facing direction over which the train shall proceed, while \nTSL working is in force, shall be clamped and padlocked. \n4. In the case of train proceeding on the right line: \n4.1. The LSS of the station in rear of the affected section may be passed in the ‘on’ position \non the basis of T/B 602 (Authority for opening communication during total interruption \nof communication on Single Line Section). \n4.2. The approach Stop signals, if any of the station in advance of the affected section may \nbe taken ‘off’. \n5. In the case of a train proceeding, on the wrong line: \n5.1 The train shall be piloted out of the station on a written authority issued by the Station \nMaster after all the facing points have been correctly set and locked and trailing points \ncorrectly set over which the train will pass. \n5.1.1 The endorsement shall also be made in the T/B 602 given to the Loco Pilot of the first \ntrain to stop and inform all Gatemen, Gangmen, patrolmen, OHE staff, Telecom staff and \nany other staff on the way about the introduction of temporary single lin e working and \nspecifying the road on which the trains will run. This information shall be conveyed through \nthe Loco Pilot of a subsequent train also if necessary.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 181, + "text": "156 \n \nSOUTH CENTRAL RAILWAY \nPILOT - OUT memo \n(Loco Pilot / Record ) \n Date: \n Time: \nFrom To \nSM / ……………. The Loco Pilot of ………………….. : \n You are hereby authorized to st art your train from line No. ………………. to the wrong \nline. All the points on the path are correctly set and locked. Observe hand signals and \nproceed forward. \n \nSignature of the Loco Pilot Signature of Station Master \n Station stamp \n \n \n5.2 On reaching the next station, the Loco Pilot shall bring his train to a stop opposite the \nFSS pertaining to the right line or at the LSS pertaining to the wrong line (on which his train \nis running), whichever he comes across first. \n5.3 The Station Master of the station in advance shall depute a railway servant in uniform at \nthe foot of the signal (whichever the train would encounter first) who shall stop t he train on \nstop hand signal and thereafter ‘ pilot in’ into the station on a written authority issued by the \nStation Master. \n \nSOUTH CENTRAL RAILWAY \nPILOT - IN memo \n(Loco Pilot / Record ) \n Date: \n Time: \nFrom To \nSM / ……………. The Loco Pilot of ………………….. : \nYou are hereby authorized to bring your train on to line No. ………………. . All the points \non the path are correctly set and locked. Observe hand signals and proceed forward. \nSignature of the Loco Pilot Signature of Station Master \n Station stamp \n \n \n6. It will be the responsibility of the person in charge of the first engine or self propelled \nvehicle or other vehicle, sent under T/B 602 to inform all the Gatemen, Gangmen, \nPatrolmen, OHE staff, Telecom staff and any other staff enroute about the introduction of \nTSL working as also the line on which it is proposed to run the train. \n7. Resumption of normal working. \n7.1 If after the introduction of TSL working, communications are restored between the two \naffected stations, the trains will continue to run under special rules until action is taken in \naccordance with the instructions contained in these rules for the cancellation of the \nprocedure. Thereafter, trains will be run in accordance with the instructions fo r the \nmovement of traffic during TSL working on double line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 182, + "text": "157 \n \n7.2. If however before communications are restored the other line is released for the \npassage of traffic, trains shall be worked, in accordance with the instructions for running of \ntrains on double line section during total interruption of communications. \nS.R. 6.02.3 . Rules and regulations for working of trains during total interruption of \ncommunications on double line sections. \n1. In the event of total interruption of communications occurring between two block stations \non a double line section, i. e., when Line Clear cannot be obtained by any one of the \nfollowing means stated in the order of preference viz., \n1.1. Block Instruments, Track Circuits or Axle Counters, \n1.2. Telephone attached to the Block Instrument, \n1.3. Station to Station fixed telephones wherever available, \n1.4. Fixed telephone such as Railway auto phones and BSNL telephones, \n1.5. Control telephone and \n1.6. VHF set. \nThe following procedure shall be adopted for train passing. \n2. Before any train is allowed to enter a block section in advance, it shall be brought to a \nstop and the Loco Pilot and the Guard of the train shall be advised of the circumstances by \nthe Station Master on duty. \n3. The Station Master shall give T/C 602 (Authority for working of trains during total \ninterruption of communication on double line section) to the Loco Pilot of each train \nwhich includes: \n3.1 An authority to proceed without line clear, \n3.2. A caution order restricting the speed to 25 KMPH over the straight and 10 KMPH when \napproaching or passing any portion of the line where the view ahead is not clear due to \ncurve, obstruction, rain, fog or any other cause, \n3.3. An authority to pass LSS in the `on `position. \n4. In the event of a Loco Pilot approaching or passing any portion of the line where the view \nahead is not clear, a railway employee with hand signals must be sent in advance to guide \nthe further movement of train. A sharp look out ahead should be kept and the engine whistle \nfreely used. \n5. No train shall be allowed to enter the block section until there is a clear interval of 30 \nminutes between the train about to leave and the train which has immediately preceded. \n6. Fixed signals with the exception of the LSS may be taken `off ` for the reception and \ndeparture of trains. The FSS shall, however, be taken ‘off’ only after the train has been \nbrought to a stand outside it. \n7. A tunnel should be entered only after it has been ascertained that it is clear. If there is any \ndoubt on this point, the train should be piloted by a railway employee equipped with hand \nsignals and detonators. \n8. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a Stop hand \nsignal to prevent the approach of a train from the rear and to protect it if necessary. \n9. When a train is stopped in the block section, the Guard shall immediately exhibit a stop \nhand signal towards the rear and check up that the tail board or the tail lamp is correctly \nexhibited. If the stoppage is on account of accident, failure, obstruction or other exceptional \ncause and the train cannot proceed, the Loco Pilot shall sound the prescribed code of \nwhistle to apprise the Guard of the fact, whereupon the Guard s hall protect the train by \nplacing one detonator at 250 metres from the train on the way out and 2 detonators, 10 \nmetres apart, at 500 metres from the train, irrespective of the gauge. When a train is \ndetained outside signals and if the detention exceeds or is likely to exceed 10 minutes, it \nshall also be protected accordingly. In the absence of the Guard, the duty of protecting the \ntrain shall devolve on the Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 183, + "text": "158 \n \n10. No train shall be backed. In exceptional circumstances when it may be unavoida ble to \nback a train, the train shall be backed only after providing protection by placing one \ndetonator at 250 metres and two detonators, 10 metres apart, at 500 metres in rear of the \npoint upto which the train is to be backed. \n11. Before entering a tunne l, the head lights, side and tail lights and other lights (where \nprovided) shall also be lit. \n12. When approaching the station ahead, the Loco Pilot must bring his train to a stop outside \nthe FSS and sound continuous whistle (or any other code prescribed b y special instruction). \nIf no one from the station turns up within 10 minutes, the train shall be protected as per para \n9 above and the Loco Pilot may send his Assistant Loco Pilot immediately thereafter, to the \nstation or the cabin to inform the Station M aster or Cabinman of the fact that the train is \nwaiting at the signal for its admission into the station. In the absence of the Assistant Loco \nPilot, the Guard, after protecting the train, shall give this information. \n13. The Loco Pilots of all trains shal l make over the T/C 602 (Authority for working of \ntrains during total interruption of communication on double line section) to the Station \nMaster of the station at the other end of the affected section. These shall be kept by the \nStation Master in his safe custody for inspection by the Traffic Inspector of the section, who \nshall prepare a report on the working of trains and shall forward the same along with his \nreport to the DRM within 7 days of resumption of normal working. \n14. A record of all trains passe d over the block section on T/C 602 (Authority for working \nof trains during total interruption of communication on double line section) during the \ncourse of total interruption of communications, shall be maintained in the TSR at both the \nstations concerned. \n15. Trains must continue to work on this system until one of the means of communications, \nmentioned in para 1 above, is restored by the competent authority. \n16. As soon as any one of the means of communications has been restored, the Station \nMaster must send a message to the Station Master at the other end of the section on the \nprescribed form T/I 602 (Message on restoration by any one of the communication). \n17. Thereafter an intimation about this shall be given to SCOR also, on controlled sections, if \ncommunications with the SCOR has also got restored and normal working resumed. If, \nhowever, communications with the SCOR has not got restored along with restoration of \ncommunication between two stations, the SCOR shall be advised of the position immediately \non restoration of communication with him. \n \nS.R. 6.02.4. Rules and regulations for working of trains during total interruption of \ncommunications on single line section \n1. In the event of total interruption of communications occurring between two block stations \non a single line section i. e., when Line Clear cannot be obtained by any one of the following \nmeans stated in order of preference viz., \n1.1. Block instruments, Track circuits or Axle counters, \n1.2. Telephone attached to the Block Instrument, \n1.3. Station to Station fixed telephones wherever available, \n1.4. Fixed telephone such as Railway auto phones and BSNL telephones, \n1.5. Control telephone and \n1.6. VHF set. \nThe instructions laid down in succeeding paragraphs shall be followed for working trains \nbetween block stations. \nNote:- These instructions shall also be followed whenever during total interruption of \ncommunications, an accident to a train or track or other obstructions precludes the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 184, + "text": "159 \n \nuse of one of the lines on a double line section or whenever total interruption of \ncommunications occurs during TSL working on a double line section. \n2. The Station Master who has a train to despatch through the affected bloc k section shall \nopen communication by establishing contact with the Station Master of the block station at \nthe other end of the affected block section by sending an engine or self - propelled vehicle or \nany other vehicle enumerated below, in the order of preference laid down. \n2.1. Light engine. \n2.2. Train engine, after it is detached from the train by the Loco Pilot on instructions from the \nStation Master on duty. \n2.3. Motor trolley/Tower wagon duly accompanied by a Guard or by a Station Master other \nthan the Station Master on duty. \n2.4. Trolley/Cycle trolley /Moped trolley duly accompanied by a Guard or by a Station Master \nother than the Station Master on duty. \n2.5. Diesel Car/Rail Motor Car/EMU Rake etc., after ensuring that all passengers have \ndetrained. \n3. Before the Light engine/Train engine/Motor trolley/Tower wagon/Trolley/Cycle \ntrolley/Moped trolley/Diesel car/Rail motor car/EMU rake is sent into the affected block \nsection to open communications, the Loco Pilot/Motorman/Guard/Station Master being se nt \nto do so shall be advised by the Station Master on duty of the circumstances in which and \nthe purpose for which he is being sent. The Station Master on duty shall also satisfy himself \nthat the Loco Pilot/ Motorman/Guard /Station Master being sent to ope n communications, \nthoroughly understands the rules for working of trains during total interruption of \ncommunications on the single line. If the Loco Pilot/Motorman/Guard/Station Master, who is \nbeing sent to open communications, is not conversant with the r ules for working of trains \nduring total interruption of communications on single line, the Station Master on duty shall \nexplain these rules to such staff. The Station Master on duty shall also obtain the signature \nof the Loco Pilot/Motorman/Guard/Station M aster on T/B 602 (Authority for opening \ncommunication during total interruption of communication on Single Line Section) in \ntoken of such staff having fully understood the circumstances in which and the purpose for \nwhich he is being sent and the rules for working of trains during total interruption of \ncommunications on single line. \n4.1 Before despatching the Light engine/Train engine/Motor Trolley/Tower \nwagon/Trolley/Cycle trolley /Moped trolley/Diesel Car/Rail Motor Car/EMU rake, the Station \nMaster on duty shall hand over T/B 602 (Authority for opening communication during \ntotal interruption of communication on Single Line Section) to the Loco Pilot/Motorman \n/Guard/Station Master who is being sent to open communications, which includes:- \n4.1.1. Authority to proceed without Line Clear. \n4.1.2. Authority to pass signals in ‘on’ position i.e., the authority to pass the departure \nsignal/signals in the `on` position. \n4.1.3. A caution order, specifying the speed up to which the engine or self propelled vehicle \nor other vehicle referred to in para 2 may run through the affected block section. \n4.1.4. A line clear enquiry message addressed to the Station Master of the block station at \nthe other end of the affected block section asking for Line Clear for the train wait ing to be \ndespatched to his station. \n4.1.5. A conditional line clear (CLC) message to the Station Master of the block station at the \nother end of the affected block section permitting him: \n4.1.5.1. to return the Light engine/train engine, either light or attached to a train waiting to be \ndespatched from his station or attached with another engine; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 185, + "text": "160 \n \n4.1.5.2. to return Tower wagon/Diesel car/Rail motor car/EMU rake running by itself; or \n4.1.5.3. to return motor trolley/trolley/cycle trolley /moped trolley either running by itself or \nloaded in a train waiting to be despatched from his station. \n4.2 Line clear enquiry message: \nT/B 602 (Authority for opening communication during total interruption of \ncommunication on Single Line Section) .--- for only one train, if to be despatched; or T/E \n602 (Line clear enquiry message asking Line Clear for despatch trains during total \nfailure of communication on single line section) --- for more th an one train, if to be \ndespatched, along with T/B 602 (Authority for opening communication during total \ninterruption of communication on Single Line Section) shall be sent through the Loco \npilot / Motorman / Guard / Station Master going to open communications. \n4.3. The Loco Pilot / Motorman / Guard / Station Master going to open communications shall, \non receipt of ‘Authority for opening communication during total interruption of communication \non single line section’ (T/B.602) and sign on its original and carbon copy in token of his \nhaving understood its contents. \n4.4. In case a light engine or an engine and brake -van is to be dispatched to proceed to the \nnext block station and then continue its journey onward after arrival at the next block station \nand is not meant for opening communication, the Loco Pilot of engine or the engine and the \nbrake-van shall be given T/B602 (Authority f or opening communication during total \ninterruption of communication on Single Line Section) .and the items ‘line clear enquiry \nmessage’ and ‘conditional line clear message’ shall be struck out in the form T/B 602 \n(Authority for opening communication during total interruption of communication on \nSingle Line Section). \nShould it be necessary to despatch another light engine or another engine and brake- van in \nthe same direction, an interval of at least 30 minutes shall be allowed to lapse before it is \ndespatched. \n4.5. The LSS shall not be taken ‘off’ while permitting an engine or self -propelled vehicle or \nother vehicle to proceed to the next station on T/B 602 (Authority for opening \ncommunication during total interruption of communication on Single Line Section). \n5. After an engine or self propelled vehicle or other vehicle is despatched to the next station \nto open communications with LC enquiry message and CLC messages for the return journey \nof the engine or self propelled vehicle or other vehicle, no other tra in or engine or self \npropelled vehicle or other vehicle shall be allowed to leave the station and proceed in the \nsame direction until the engine or self propelled vehicle or other vehicle sent to open \ncommunications returns. This does not, however, prevent an engineering official going into \nthe section on his push trolley for his work on a section on which push trolleys do not run on \nline clear. \n6.1. The engine or self propelled vehicle or other vehicle proceeding on T/B 602 \n(Authority for opening co mmunication during total interruption of communication \non Single Line Section) shall switch on the flasher light and dim the head light and shall \nproceed at a speed not exceeding 15 KMPH by day when the view is clear and 10 KMPH \nduring night or when the view is obstructed, making free use of the engine whistle \nor horn of the self propelled vehicle, where provided. In thick, foggy or tempestuous \nweather or in dust storm etc, when visibility is impaired, the engine or self propell ed \nvehicle or other vehicle proceeding on T/B 602 (Authority for opening communication \nduring total interruption of communication on Single Line Section) shall proceed at \nwalking pace only making repeated use of the engine whistle or horn of self propelled vehicle, \npreceded at an adequate distance by two men on foot, one displaying a red light and the other \ncarrying fog signal ready for immediate use. Normally one of these men \nwill be provided by the Station Master from his group ‘D’ staff and the other from the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 186, + "text": "161 \n \ncrew of the engine or the person whose motor trolley/trolley/cycle trolley/moped trolley is \nbeing used. In case of single manned self-propelled vehicle, both these men shall be provided \nby the Station Master. The Station Master on duty shall explain to both of them their duties, in \nthe presence of the Loco Pilot/Motorman/Guard/Station Master in charge of the self -propelled \nvehicle or other vehicle being sent to the next station and satisfy himse lf that they understand \nthe same. \n6.2. Both by day and night, a tunnel must not be entered until the Loco \nPilot/Motorman/Guard/Station Master has ascertained that it is clear. Should there be any doubt \non this point the engine or other vehicle etc, should be piloted by a railway servant equipped \nwith hand signal and detonators. Before entering the tunnel the head lights, side and tail lights \nand other lights (where provided) shall also be lit. \n6.3. No obstruction of the line beyond the outermost facing poin ts shall be allowed until the \nreturn of the engine/tower wagon/diesel car/rail motor car/EMU rake/motor \ntrolley/trolley/cycle trolley/moped trolley. \n7. In the event of an engine/self propelled vehicle/other vehicle proceeding on T/B 602 \n(Authority for opening communication during total interruption of communication on \nSingle Line Section) meeting in the mid -section, an engine/self propelled vehicle/other \nvehicle sent from the other end, the Loco Pilot/Motorman/Guard/Station Master as the case \nmay be, shall taking into consideration the importance of the train for which they are \nproceeding to get Line Clear , the distance from the nearest station, gradients to be \nencountered, the presence of catch sidings, etc., decide to which of the two stations, the \nengines/self propelled vehicle/vehicles should proceed. Before proceeding, the engines or \nself propelled vehicles shall, if possible, be coupled up. If the engines/self -propelled vehicle \ncannot be coupled up, they should run at a safe speed and adequate distance apart. In the \ncase of motor trolley/trolley/cycle trolley/moped trolley, meeting an engine and brake -\nvan/diesel car/rail motor car/EMU rake, the motor trolley/trolley/cycle trolley/moped trolley \nshall, if possible, be loaded in the brake- van/diesel car/rail motor car/EMU rake. \n8. On sighting the station to which the engine/self propelled vehicle/other vehicle running by \nitself or with another similar unit coupled together or separately, to which it is/they are \nproceeding, the leading engine/self propelled vehicle/other vehicle shall stop outside i.e., in \nrear of the FSS of the station. The engine or self -propelled vehicle or other vehicle following \nthe leading engine/self propelled vehicle / other vehicle, shall stop \nat a safe distance behind the leading engine/self-propelled vehicle/other vehicle. The Station \nMaster shall be advised of the stoppage outside the FSS either by using the engine \nwhistle/horn of the self-propelled vehicle, if provided, or by sending a man if necessary. They \nshall not enter the station till permitted by the Station Master to do so either by taking ‘off’ the \nrelevant signals or otherwise. \n9. When the engine or engines / self propelled vehicle or self propelled vehicles/other vehicle \nor vehicles have been admitted into the station, the T/B 602 (Authority for opening \ncommunication during total interruption of communication on Single Line Section) \nshall be delivered to the Station Master on duty, who shall keep these documents in his safe \ncustody. On the authority of the CLC message for the return journey, the Station Master on \nduty shall make out conditional line clear ticket (T/G 602 or T/H 602) a nd hand it over to \nthe Loco Pilot/Motorman/Guard/Station Master to return to the block station from where he \ncame with his engine (either light or attached to a train or another engine or a self propelled \nvehicle if one is waiting to proceed in that direction)/ self propelled vehicle/other vehicle. \n10. In case of the engine or self -propelled vehicle or other vehicle returning to the station \nfrom which he was sent without reaching the next station, the T/B602 (Authority for \nopening communication during total interruption of communication on Single Line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 187, + "text": "162 \n \nSection) shall be taken back by the Station Master on duty of the station from which this \nwas issued and cancelled. The cancelled forms shall be pasted for record purpose. \n11. The Station Master on duty before despatching the engine either light or attached to a \ntrain/self-propelled vehicle/other vehicle, on the return journey shall hand over to the Loco \nPilot/motorman/Guard /Station Master, CLC message (reply) for the line clear enquiry \nmessage giving Line Clear for the train waiting at the other station, thereby authorising the \nStation Master at that station to start the train waiting there on complete arrival of the engine, \neither light or attached to a train/self-propelled vehicle/other vehicle at his end. \n12. The CLC message (reply) shall be prepared on T/F 602 (Conditional Line Clear \nMessage). \n13 On the return journey, the engine either light or attached to a train/Diesel car/Rail motor \ncar/EMU rake/train loaded with Mot or trolley/trolley/Cycle trolley/Moped trolley may run at \nbooked speed observing speed limits in the Working Time Table and other relevant rules. \nThe Motor trolley/trolley/Cycle trolley/Moped trolley returning by itself may run at their normal \nspeed observing the rules governing their running on Line Clear. \n14. On reaching the station, the engine either light or attached to a train/self -propelled \nvehicle/other vehicle shall again stop outside (i.e. in rear of) the FSS of the station and \nthereafter be guided by the instructions from the Station Master who may arrange to receive \nin by taking ‘off’ the relevant signals or otherwise. \n15. On arrival at the station, T/F 602 shall be handed over to the Station Master who shall \nprepare T/G 602 or T/H 602 (Conditional Line Clear Ticket) for the waiting train. \n16. If there be an even flow of trains in both directions, T/E 602 for each succeeding train \nmay be sent through the Guard of the preceding train. \n17. The arrival and departure time of all trains, engines, trolleys etc., which are passed under \nthe above rules, must be carefully recorded in the TSR. \n18. If the Station Master at one end of the interrupted section has more than one train to \ndespatch in the same direction before another train is normally expected f rom the opposite \ndirection, he shall, in such cases, send the available engine of a train to obtain Line Clear \nnot only for that train but also for the following trains which may be waiting or expected at his \nstation. In T/E 602, it shall be stated that th ese latter trains will be despatched after the first \ntrain at intervals of 30 minutes. After the Loco Pilot returns with the Line Clear for the \nrequired number of trains to the station at which he had left the train, the Station Master shall \ndespatch the first train on T/G 602 or T/H 602 and shall also endorse on T/G 602 or T/H 602 \nthat a particular train (giving its number and description in full) shall follow at a specified \ninterval. The Loco Pilots of the second and subsequent following trains shall be given a \nCaution Order restricting the speed to 25 KMPH over the straight when the view ahead is \nclear and to 10 KMPH when approaching or passing any portion of the line where the view \nahead is not clear due to curve, obstruction, rain, fog or any other cause. \nWhen despatching a second and subsequent trains, the particulars of the last preceding \ntrain along with its time of departure will be endorsed on the T/G 602 or T/H 602 as also the \nparticulars of the train which would follow. The T/G 602 or T/H 602 fo r the last train of the \nseries should be endorsed with the particulars of the preceding train together with its time of \ndeparture. \nWhile adopting this procedure, the Guard and the Loco Pilot should be instructed to keep a \nsharp look out and be prepared to stop short of any obstruction. \n19. When a train is stopped in the block section the Guard shall immediately exhibit a \nStop hand signal towards the rear and check up that the tail board or tail lamp is \ncorrectly exhibited. If the stoppage is on account of accident, failure or obstruction \nor other exceptional cause and the train cannot proceed, the Loco Pilot shall sound the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 188, + "text": "163 \n \nprescribed code of whistle to apprise the Guard of the fact, whereupon the Guard sha ll protect \nthe train by placing one detonator at 250 metres from the train on the way out and 2 \ndetonators, 10 metres apart, at 500 metres from the train, irrespective of the gauge. When a \ntrain is detained outside signals and if the detention exceeds or is likely to exceed 10 minutes it \nshall also be protected accordingly. In the absence of the Guard, the duty of protecting the train \nshall devolve on the Loco Pilot. \n20. When trains follow one another, no train shall be backed. In exceptional circumstances \nwhen it may be unavoidable to back a train, the train shall be backed only after providing \nprotection by placing one detonator at 250 metres and two detonators, 10 metres apart, at \n500 metres from the point up to which the train is to be backed. \n21. Trains must continue to work on this system until any one of the means of \ncommunications mentioned in para 1 is restored by the competent authority. \n22. As soon as any one of the means of communications has been restored, the Station \nMaster must send a message to the Station Master at the other end of the section on the \nprescribed form T/I 602. \n23. Thereafter an intimation about this shall be given to SCOR also on controlled sections, if \ncommunication with SCOR has also got restored and normal working resumed. If however \ncommunication with SCOR has not got restored along with restoration of communication \nbetween two stations, the SCOR shall be advised of the position immediately on restoration \nof communication with him. \n24. On the section where total interruption of communications occurs, the Traffic Inspector of \nthe section must scrutinise the train passing records of the station and submit his report to \nthe DRM within 7 days of the resumption of communications. \n \nS.R.6.02.5. On a double line section, if for any reason other than introduction of temporary \nsingle line working, it becomes necessary to run a train against the established direction of \ntraffic, the line concerned shall be blocked as per GR 1.02 (8), indicating the station to which \nthe train is to proceed, after obtaining the acknowledgement from the Station Master of the \nstation at the other end, the Station Master intending to despatch the train, shall issue a \nblock ticket (T/J 602) indicating the following :- \n1. Speed at which the train is to run, \n2. The precautions to be observed, \n3. To ascertain the condition of the train/obstruction over the adjacent line, \n4. To look out for possible obstruction and take action accordingly and \n5. Report (in writing) at the next station. \nThe Station Master at the other end of the block section, after acknowledging the message \nvide GR.1.02 (8) shall not permit any obstruction outside the outermost points on the line at \nthe end of the station nearest to the expected train. \nThe Loco Pilot after reaching the next block station will also certify (in writing) whether the \nline over which the train has passed on ‘block ticket’ is safe for introduction of single line \nworking. The Station Master, on receipt of such certificate from the L oco Pilot, shall take \nsteps to introduce TSL working, under the procedure detailed in SR. 6.02.1. Movement of \ntrain shall be restricted to one train only and the train shall not, in any case, be a passenger \ncarrying train. \n \nSR.6.02.6. Despatch of relief en gine / relief train into an occupied /obstructed block \nsection to assist the crippled or disabled engine / train. \nWhen a block section between two block stations is occupied / obstructed due to \naccident / disabled train, if it is required to despatch a relief engine / relief train into such", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 189, + "text": "164 \n \nblock section, it can be despatched by issuing “Authority for Relief engine / train to \nenter into an occupied block section” (T/A.602), which contains the following:- \n(i) ‘Authority to proceed without line clear’ – authorizes to proceed cautiously without \nLine Clear upto the point of obstruction at KM on up/down line and clear back to the \nstation from which it is started or to the station at the other end of the affected b lock \nsection. \n(ii) ‘Authority to pass signals in ‘on’ position’ – authorises to pass the signal/signals in \n‘on’ position with speed not exceeding 15 KMPH observing hand signals at the foot of \nthe signal post/s, if it protects the points. \n(iii) Caution Order – to observe the speed of 15 KMPH during day when view is clear or \n10 KMPH during night or when view ahead is not clear or proceed at walking speed \npreceded by two men on Single Line/one man on double line on foot with Red light and \nfog signals incase of foggy/tempestuous weather or electric light of the loco not working. \n2. If control is working, all operations shall be carried out in consultation with the Section \nController. \n3. The Station Master on duty at the other end of the affected section sha ll be advised of the \nrelief engine/relief train, allowed into the section and the station into which they will clear \nunder exchange of Private Numbers. \n4. When a relief engine is sent, the Loco Pilot should be given clear instructions in the \ncaution orde r regarding nature of obstruction as far as known, the station to which the \ncrippled train/engine could be moved, the location of the train engine and brake van of the \ncrippled/disabled train. \n5. The Loco Pilot must keep a sharp look out at all times and be prepared to stop short of \nany obstruction and should use engine whistle frequently. \n6. The Loco Pilot shall bring his train/engine to stop short of obstruction and thereafter will \nobey the hand signals at the site. \n7. While returning to the station from which it was started or the station ahead, the Loco Pilot \nshall act according to the aspect of signal on single line/the right line on double line and stop \nat LSS on wrong line and sound continuously whistle. Thereafter, the train shall be piloted -in \nby the station staff. \n8. On arrival at the station, the authority (T/A.602) should be handed over to the Station \nMaster on duty, who shall retain in the station records. \n9. A record of timings of relief loco/relief train etc., entering/clearing the obstructed section \nshall be made in the TSR in red ink. However, in case of accident, ‘track fit’ certificate shall \nbe obtained before resuming normal working. Before introducing normal working, the Station \nMasters at either end shall ensure that the block section i s clear of any obstruction under \nexchange of Private Numbers. An entry shall be made to this effect in TSR and station diary \nin red ink. \n10. When it is required to push the train, follow the guidelines given in SR 4.12. \nNote: Whenever it is necessary to de spatch any self propelled vehicle such as Track \nTamping Machine, Tower Car etc., into such block section, they may be despatched on \nT/A.602. \n \n \n6.03. Protection of trains stopped between stations.— \n (1) When a train is stopped between stations on account of accident, \nfailure, obstruction or other exceptional cause and the Loco Pilot \nfinds that his train cannot proceed, he shall apprise the Guard of the \nfact by sounding the prescribed code of whistle, or through walkie -\ntalkie or other means and exchange hand danger signals", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 190, + "text": "165 \n \nwith him. Then the Guard shall immediately exhibit a hand danger \nsignal towards the rear and check up that the tail board or tail light is \ncorrectly exhibited and switch on flasher light if provided in the rear of \nhis brake-van. The Guard and Loco Pilot shall then immediately take the \nfollowing action in the rear and the front:- \n (i) On a single line section or a section of double or multiple lines \nwhen temporarily worked as a single line section. – \na) The Guard shall either himself go back or send a competent \nperson to protect the train. If the Guard has deputed a \ncompetent person to protect the train, he shall go to the Loco \nPilot for consultation. \nb) The person going back to pro tect the train shall continuously \nshow his hand danger signal to stop any approaching train \nand in addition to his hand signal shall take detonators and \nplace them upon the line on which the stoppage has occurred, \nas follows:- \nOne detonator at 600 metres from his train, to be placed on the way out \nand three detonators, 10 metres apart, not less than 1200 metres from \nhis train or at such distance as has been fixed by special instructions. \nProvided that on the Metre gauge and Narrow Gauge, the first deto nator \nshall be placed at 400 metres and the three detonators 10 metres apart \nnot less than 800 metres or at such distance as has been fixed by \nspecial instructions, from the place where the train has stopped. \nc) If a person other than the Guard has gone back to protect the \ntrain, he shall after taking action as per sub -clause (b), \ncontinue to show his hand signal to stop any approaching \ntrain, until he is recalled. \nd) When the Guard has himself gone back to protect the train, he \nshall, after taking action as in sub -clause (b), depute a \ncompetent person, if available to show a hand danger signal to \nstop any approaching train until he is recalled and shall \nhimself return to his train to ascertain the cause. \ne) Unless the Guard has succeeded in getting another c ompetent \nperson to show a hand danger signal, as in sub -clause (b) he \nshall after consultation with the Loco Pilot once again return to \nthe place at which he placed three detonators, showing his \nhand danger signal to any approaching train and continue to \ndo so until he is recalled. \nf) When the Guard or the person deputed by him is recalled, he \nshall leave down the three detonators and on his way back \npick up the intermediate detonator. \ng) On a section of double or multiple lines, if assistance has been \nasked for or on a single line section or during", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 191, + "text": "166 \n \ntemporary single line working on a section of double line or \nmultiple lines, the Loco Pilot shall at once show a danger \nsignal to the front and proceed to protect the train in front in \nthe manner prescribed in clauses (b) and (f) either by going \nhimself or by sending his Assistant Loco Pilot or some other \ncompetent person; and \n \n(h) Should any train be seen approaching, the person going to protect \nthe train shall immediately place one detonator on the line, as \nfar away from the disabled train as possible and will continue \nto show his hand danger signal to stop any approachin g train. \nIf the person has already placed one detonator on 600 or 400 \nmetres in BG or MG/NG respectively and he is not in a position \nto reach at a distance of 1200 metres or 800 metres in BG or \nMG/NG respectively, he will again place one detonator as far \naway from the train which has met the accident. \n (ii) On a double line section where trains on the two lines run in the \nopposite direction. – \n (a) As soon as the Loco Pilot comes to know that his train has met \nwith an accident he shall at once switch on the flasher light and \nswitch off the head light and thereafter either go himself and \nsend his Assistant Loco Pilot or some other competen t person \nto protect the adjacent line in front in the manner prescribed in \nclause (i) above. \nThe Guard shall himself first immediately proceed ahead to \nassist and ensure protection of the adjacent line in front in the \nmanner prescribed in clause (i) above and if a competent person \nis available send him to protect the train in the rear in the \nmanner prescribed in clause (i) above. \n (b) In case it is not known whether the adjacent line is obstructed or \nnot – \nThe Loco Pilot shall take action to protect the adjacent line \nas mentioned above. The Guard shall proceed towards the \nengine watching the train carefully. If the Guard finds that the \nadjacent line is obstructed, he shall proceed ahead to assist \nand ensure protection of the adjacent line as mention ed above. \nIn case he finds that the adjacent line is not obstructed, he \nshall, after consultation with the Loco Pilot, go back to protect \nthe train in the rear in the manner prescribed in clause (i) above, \nif he has not already sent another competent pers on for the \npurpose. \n iii) On a multiple line section with uni -directional traffic on the \nnominated lines. – \n(a) As soon as the Loco Pilot comes to know that his train has met \nwith an accident, he shall at once take action to protect", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 192, + "text": "167 \n \nthe adjacent line/lines in the manner prescribed in clause (ii) above. \n (b) As soon as the Guard comes to know that his train has met with an \naccident, he shall at once protect such adjacent line/lines in the \nmanner prescribed in clause (i) above. \n(2) (i) In the case of a train without a Guard, the duties of Guard, as laid \ndown in this rule shall devolve on the Loco Pilot or on a railway \nservant deputed by him. \n (ii) In the event of any disability of the Loco Pilot, the duties \ndevolving on the Loco Pilot, as laid down in these rules shall \ndevolve on the Guard or on a railway servant deputed by him.\n \nS.R. 6.03.1.When a train is stopped between stations for any reason and the Loco Pilot finds \nthat his train cannot proceed further and it is necessary to protect the train, the Loco Pilot \nshall give four short whistles repeatedly and wave a red flag by day and red light by night \ntowards the Guard of the train until he acknowledges this signal by repeating it. The Loco \nPilot shall acknowledge the Guard’s signals, by giving one long whistle. Thereafter, the Loco \nPilot shall proceed immediately to protect the train in front in accordance with GR 6.03 \nunless he has already sent the Assistant Loco Pilot or some other competent railway servant \nfor this purpose. \n2. The Guard shall, during day, fix a red flag on the side light bracket of his brake -van or on \nthe handle of the door or at such place on the brake -van which can be easily seen by the \nLoco Pilot and at night reverse the side light of his brake -van to show r ed towards the \nengine. He shall also ensure that during day, the tail board is in position and at night that the \ntail and side lights are burning brightly and then arrange to protect the train in accordance \nwith the GR 6.03. \n3. If there is a banking engine , the Loco Pilot of the banking engine shall arrange to protect \nin the rear. \n4. After the train has been protected, the Guard and the Loco Pilot shall proceed towards \neach other on the left hand side of the train (as from the brake -van towards the engine) for \nconsultation and take further action as necessary. \n5. When the train is again ready to proceed, the Loco Pilot shall recall the railway servants \nprotecting the train by sounding a continuous whistle. After the railway servants have \nreturned, the Guard shall give the starting signal for the train. When the train goes forward, \nthe Loco Pilot shall endeavour to stop short and pick up the three detonators placed in front. \n6. In case of Light Engine or coupled Light Engines, the Loco Pilot or the Loco Pilots shall be \nresponsible to protect the engine or engines in accordance with these rules. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..99)) MMooddiiffiieedd \n7. Flasher light units have been provided on Diesel/Electric locomotives. The unit, when \nswitched on, flashes amber colour ed light. At the same time the headlight, if on, is \nautomatically switched off or switched off by the Loco Pilot. When taking over charge of the \nelectric/diesel locomotive from the shed/yard, the Loco Pilot shall test the working of the unit \nand make an appropriate entry in the loco log book. \nWhen a train comes to a stop between stations or at a station, on account of any \naccident or any cause which is not immediately obvious (including tripping of traction power \non OHE in electrical section) and the Loco P ilot finds that his train cannot proceed, he shall \nimmediately switch on the flasher light if provided on his engine to attract the attention of the \nLoco Pilot of a train coming in the opposite direction and give four (4) short whistles to \napprise the Guar d of his inability to proceed. Then the Guard and the Loco Pilot will take \naction to protect the train as per GR 6.03.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 193, + "text": "168 \n \nThe Loco Pilot shall then ascertain either by going personally or deputing his Assistant \nLoco Pilot or any other qualified railway ser vant available that any part of the disabled train \n(or traction over head equipment or masts in the electrified section) is not obstructing the \nadjacent track, if any. \n \nThe Flasher Light shall be switched off only when the Loco Pilot finds that his train i s in \na position to proceed or after it had been assured that the adjacent line, if any, is free from \nobstruction and it is not necessary to stop any approaching train to obtain assistance. \n \nThe Loco Pilot or the Guard of the disabled train will then contac t the SCOR/TPC \nthrough field/emergency phone or send the information through a messenger or through the \nLoco Pilot of an approaching train on the adjacent track, if any, about the occurrence and the \nassistance required, if any. He should also specifically indicate whether the other line, if any, \nis free and safe for the passage of trains. \nThe Loco Pilot of the train (diesel/electric) coming in the opposite direction on the \nadjacent track, if any, on seeing the flashing light will immediately acknowledge by switching \non and off the flasher light, if provided on his engine, 3 times. He shall immediately take \naction to stop his train short of the obstruction just as he would act when he sees a danger \nsignal or hears the distress whistle code of another engine or explodes a detonator. Then he \nshould reduce the speed of his train to 20 KMPH during day and when visibility is clear and \n10 KMPH when visibility is not clear and during night time. He should approach the disabled \ntrain at such a restricted speed (not ex ceeding the speed limits mentioned above) that will \nenable him to stop his train short of any obstruction. He should then bring his train to a stop \nas near to the engine of the disabled train as possible and shall find out from the Loco Pilot \nof the latter the cause for putting on the flashing light and render all possible assistance to \nthe affected train. He will continue his journey at normal speed, only after ascertaining that \nthe line on which he is proceeding is free from any obstruction. If, however, he finds that the \nline on which he is to proceed is obstructed, the Loco Pilot and Guard of that train will protect \ntheir train by placing detonators etc., as per GR 6.03. \n \n The Loco Pilot of the train proceeding on the adjacent track, if any, shall invariably stop \nat the next station and report the occurrence immediately and the assistance required. \n \n \n6.04. Trains unusually delayed.— \n (1) If a train carrying passengers does not arrive within 10 minutes or if a \ngoods train does not arrive within 20 minutes after allowing for its \nnormal running time from the station in rear, the Station Master at the \nstation in advance shall imme diately advise the station in rear and the \nControl of this fact. Thereafter on double or multiple lines, the Station \nMasters at either end of the block section shall", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 194, + "text": "169 \n \nimmediately stop all trains proceeding into the block section on \nadjacent line or lines in either direction and warn the Loco Pilots and \nGuards of such trains by issue of suitable Caution Orders and shall \nalso ascertain the whereabouts and the condition of the delayed train. \n (2) The action mentioned above shall be taken earlier , should the \ncircumstances so require. \nS.R. 6.04.1 The instructions contained in Rule. 6.04 shall equally apply where lines of \ndifferent gauges or same gauge run parallel, adjacent to each other. \n2.1 If, for any reason, a train is brought to a stand for a period longer than 15 minutes, the \nhand brakes of the locomotive shall be applied in addition to the application of vacuum/air \nbrake etc. If such stoppage happens to be of train having vehicles with roller bearings on \nsections with a grade of 1 in 150 and steeper and train having vehicles with other than roller \nbearings on sections with a grade 1 in 100 and steeper, the following additional precautions \nshall be taken :- \nOn trains carrying passengers, the Guard shall apply hand brakes in the brake -van and \nsprags or wedges or scotch blocks as the case may be, to the wheels of two vehicles nearer \nto the descending steep incline. On goods trains, hand brakes of at least one third of the \nwagons in the train or 10 wagons behind the engine and 5 wagons inside the brake-van, \nwhichever is more, shall be pinned down, in addition to the application of Guard’s hand \nbrake in the brake-van. Special care shall be taken for the train with special type of wagons \nsuch as BOX, BOBS, BOI, BFR, etc., which are fitted with roller bearings, while taking the \nabove precautions. \n2.2 When the train is expected to start, proper vacuum/air pressure must be recreated/re -\ncharged, as the case may be, and the vacuum brake/air brake must be applied before the \nsprags or wedges or scotch blocks removed and/or hand brakes released. Thereafter, the \nvacuum/air brakes may be released to start the train. \n2.3 The Loco Pilot himself or, on his direction, the Assistant Loco Pilot, shall be responsible \nfor application and release of the hand brakes of wagons behind the engine. The Guard shall \nbe responsible for similar action in regard to the wagons inside the brake-van. \n2.4 Considering the condition of brake power on train, the Loco Pilot may take additional \nprecautions as mentioned in sub-rule 2.1 above, during the stoppage of his train on sections \nsteeper than 1 in 150 or 1 in 100 to avoid run-away. \n \n6.05. Sending advice of accident or break down.— \nIf the engine is, for any reason unable to proceed, the Guard or in his absence \nthe Loco Pilot, shall convey, by the most expeditious means, advice to the \nnearest station, stating the location, nature and cause of the accident, and if \nassistance has been a sked for the train shall not be moved until such \nassistance arrives, provided that if the train is subsequently able to move, it \nmay do so at walking pace, but not unless a competent railway servant has \nbeen sent with hand signals and detonators to protect the train, such railway \nservant keeping at least 400 metres in advance of the train, the other end of \nthe train being protected in a similar manner. \nS.R.6.05.1.1 The Guard / Loco Pilot shall contact Station Masters/SCOR/TPC telephonically, \nadvise the loca tion (Kilometreage) of engine and brake -van and ask for relief engine. If \nGuard / Loco Pilot cannot contact Station Masters/SCOR/TPC telephonically, the \nBrakesman/Assistant Loco Pilot/Guard or any other railway servant", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 195, + "text": "170 \n \ndeputed by the Guard shall walk to the nearest station or send the message, indicating the \nlocation (Kilometreage) of engine and brake -van and ask for relief engine through the Loco \nPilot of a train proceeding on adjacent line (Double/Multiple) seeking relief engine. \n1.2. The report shal l be sent by the engine, when the Loco Pilot and his staff can be of no \nassistance at the site of the accident. When the engine is detached from its train in mid -\nsection and sent with the report, the procedure laid down in G R 6.09 shall be strictly \nobserved. \n1.3. On the way out, the messenger or the Loco Pilot carrying the report shall inform the \nGatemen at the level crossings which they pass, of the obstruction, and warn them to be \nprepared for unusual warning and in the case of Double Line, wrong line m ovement. The \nmessenger shall not stop and wait for the Gateman or the Loco Pilot shall not stop his train \nfor this purpose if the Gatemen are absent; it shall be clearly understood, that no time should \nbe lost on this account. The Gateman shall inform the adjacent station, if telephone \ncommunication is provided. \n2. On receiving the report, the Station Master shall act in accordance with the instructions \ngiven in the Accident Manual. \n3. Once relief has been asked for, the Loco Pilot of the disabled train, ev en if the engine on \nthe train is fit to move subsequently, should not move unless he intimates the same and \nobtains an assurance from the Station Master to the effect that no relief engine or train has \nmoved into the obstructed block section. \n4. When an en gine is disabled, the Guard shall ascertain from the Loco Pilot if it is \nnecessary to requisition a relief engine. If the Loco Pilot expects that putting the engine in \nworking order will take more than 5 minutes, he will request the Guard to arrange for a relief \nengine. The Guard requisitioning a relief engine advises the Station Master in accordance \nwith SR 6.05.1.1. \n5. If the engine of a passenger train fails in a section, the train shall not be divided. After \nprotecting the train in accordance with GR 6 .03, a relief engine shall be requisitioned. The \ntrain shall be detained with the engine coupled to the train till the assistance arrives. The \ntrain shall then be worked forward with the assisting engine coupled up, to the station ahead, \nwhere the Loco Pilot will decide whether he is in a position to haul the load forward with his \nengine or double headed with an assisting engine. \n \n \n6.06. Train in a block section without authority to proceed.— \n (1) When a Loco Pilot becomes aware in a block section t hat he does not \nhave an authority to proceed or a proper authority to proceed, he \nshall immediately stop the train. \n (2) The train shall be treated as an obstruction in the block section and \nprotected as such, in accordance with Rule 6.03. \n (3) The Guard, or in his absence the Loco Pilot, shall convey the report of \nthe occurrence to the nearest block station by the most expeditious \nmeans and the train shall thereafter move only in accordance with \nthe instructions which may be issued by the Station Master to whom \nthe occurrence has been reported : \nProvided that when a proper tangible authority to proceed is lost on \nthe run, the Loco Pilot may proceed to the next station and report the \noccurrence to the Station Master. \nS.R.6.06.1. If a Loco P ilot enters a block section without an authority to proceed or without a \nproper authority to proceed, after taking action as stipulated in GR 6.06 (1) and (2),", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 196, + "text": "171 \n \nthe report of occurrence explaining the circumstances shall be sent to the Station Master of \nnearest station through the Brakesman or the Assistant Loco Pilot. When the report is sent to \nthe station in rear, the Station Master shall arrange to send a PLCT to the Loco Pilot of the \ntrain to proceed to the next station duly suspending the block working. Proper entries should \nbe recorded in the TSR. In case the report is sent to the station in advance, the Station \nMaster shall immediately inform the control and the Station Master at the other end of the \nblock section and send a Caution Order for the train to come to his station duly suspending \nthe block working. Proper entries should be recorded in the TSR. On arrival of the train, the \nStation Master shall int imate the station at the other end of the block section by a message \nsupported by a Private Number of the complete arrival of the train at his station. \n2. Before starting forward with PLCT or the Caution Order, the Loco Pilot should pick up the \ndetonators placed in front for protecting the train. \n \n6.07. Report of conditions likely to affect running of trains to Controller or \nCentralised Traffic Control Operator.— \n (1) Loco Pilots, Guards and Station Masters shall advise the Controller or \nthe Central ised Traffic Control Operator of any known conditions or \nunusual circumstances likely to affect the safe and proper working of \ntrains. \n (2) The Controller or the Centralised Traffic Control Operator, on \nbecoming aware of such defect or failure, sh all inform the same to the \nrailway servant responsible for the maintenance of the equipment and \nother railway servants concerned. \n((AASS NNoo..99,, ddaatteedd 1177..0077..1111 –– iitteemm NNoo..77)) SSRR 66..0077..11((aa)) iiss MMooddiiffiieedd \nSR 6.07.1. In the event of the Loco Pilot and/or Guard experien cing any abnormal condition \nin the track over which his train has passed and he considers that the portion of the track \nover which his train has passed is detrimental for safe running of subsequent trains will take \naction as under:- \n(a) Stop his train at the h ome signal of the next block station and inform the Station \nMaster through available means of communication not to permit any train from either \nend of the affected block section in case of single line and from the rear in case of \ndouble line. In case of I BS and automatic block territories, the Loco Pilot must \ninform the Station Master and Loco Pilot of trains already left station in rear through \navailable means of communications to stop movement of trains; \n(b) Proceed further, only after satisfying himself tha t Station Master has clearly \nunderstood so as not to permit further movement over the line until a written memo \nindicating the details of the occurrence is received by Station Master from the Loco \nPilot. He will then again stop at the station at a conveni ent place so as to deliver the \nwritten memo to the Station Master; \n(c) The Station Masters on receipt of such a memo must issue a message addressed to \nthe Station Master of the block station at the other end of the block section, and \nJunior Engineer / Section Engineer (P.Way), Assistant Engineer, Divisional \nEngineer, Chief controller and Divisional Operations Manager; \n Arrange to dispatch by rail, maintenance machine / tower wagon / light engine or in \n their absence a train accompanied by an engineering officia l with a Caution Order to \n the effect to stop dead sufficiently short of the expected portion of the track. The \n engineering official accompanying will inspect the track and shall allow the train to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 197, + "text": "172 \n \npass only after satisfying that the track is safe for the passage of train. Advise the \n condition of the track and any restriction of speed to be \n(d) imposed to the Station Master personally or through written memo which may be \nsent through the Loco Pilot. \n(e) In the absence of engineering officials the train with a Caution Order instructing the \nLoco Pilot to stop dead before the affected kilometres and after satisfying himself \nabout the condition of track, pass over the track in question at 10 Kilometres per \nhour or if he finds the line unsafe to pass, return to station in rear. If the Loco Pilot is \nnot able to detect anything doubtful, subsequent trains shall be dispatched with a \nspeed restriction of 10 kilometres per hour till the track is certified to be saf e by \nengineering officials. \n(f) If the condition as reported earlier is confirmed by the Loco Pilot, no train movement \nshall be allowed till certified to be safe by engineering officials; \nNote: In case the Guard of the train experiences any abnormal occurrence in the track \nwhile working his train, he must inform the Loco pilot of his train through walkie -talkie or \nother available means of communication between the Loco Pilot and the Guard about \nthe occurrence, after which the Loco Pilot shall take action as men tioned in SR \n6.07.1.(a). In the event of Guard unable to contact the Loco Pilot, he should take action \nto stop the train and inform the Loco Pilot. \n2. As soon as information of sabotage or likely sabotage, bomb blast, explosion etc. to \nthe track, bridges or other fixed installation is received, the Station Master who becomes \naware of it, will stop movement of trains in the affected block section as well as on \nadjacent lines on double / multiple line sections and will take action as per SR 6.07.1 (d) \nin consultation with the Section Controller except that only rail maintenance machine / \ntower wagon / light engine shall be sent to ascertain for the line to be safe for the \nmovement of the train. \n3. In the event of the Loco Pilot and / or Guard experiencing any obstruction or any other \nunsafe condition, on or near the track adjacent to the line over which his train has \npassed and which in his opinion is detrimental to safe train running, will take the \nfollowing remedial action:- \n(a) immediately switch on the flasher light of his loco; \n(b) inform the Station Master(s) concerned / control through the available means of \ncommunication, and concurrently; \n(c) stop his train and proceed with danger hand signals to protect the line in question in \nterms of GR 3.62; \n(d) thereafter, he will continue journey to the next station cautiously keeping flasher light \non; and \n(e) be prepared to stop any incoming train approaching on the affected line by \ncommunicating on walkie talkie or other available means of communication and \nexhibiting danger hand signal; \n(f) on arrival at the next station he shall inform the Station Master through a written \nmemo about the occurrence. \n(g) On receipt of such information the Station Master must take action as per SR \n6.07.1(c) to (f ). \n \n \n6.08. Train parting.— \n (1) If any portion of a train should, while in motion, become detached- \n (a) The Loco Pilot shall use his judgment to keep the front portion in \nmotion, if possible, until the rear portion has been brought to a \nstand so as to avoid the chance of a collision between the two", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 198, + "text": "173 \n \nportions ; and sound the prescribed code of whistle to inform the \nGuard of the parting. \n (b) the Guard or Guards in the rear portion shall- \n (i) do all they can to prevent a collision with the front portion, and \n (ii) promptly apply their hand-brakes, where provided, and \n (c) the Loco Pilot of a banking engine, if any, shall bring the rear portion \nto a stand and sound th e prescribed code of whistle to attract the \nattention of the Loco Pilot in the front portion. \n (2) As soon as the rear portion of a train has been brought to a stand, the \nGuard of the train shall protect that portion in accordance with Rule \n6.03 both in the front and the rear, and take steps to secure the vehicles \nin stationary position by pinning down hand brakes and wherever \nnecessary and prescribed by special instructions by use of sprags and \nchains also. \n (3) The Guard shall indicate the part ing of the train, by waving in repeated \nmotions a green flag by day, or a white light by night, up and down \nvertically as high and as low as possible. \n (4) When both portions of a parted train are brought to a stand within sight \nof each other and it is possible and safe to couple them, the train shall \nbe coupled with due caution under hand signals from the Guard \nprovided necessary precautions have been taken to secure the rear \nportion in the manner described in sub-rule (2). \n (5) If the Loco Pilot of the parted train has already reached the block station \nin advance before he could bring the front portion to a stop, he shall \ninstantly warn the Station Master of the parting as also the railway \nservant in charge of a cabin, if passed on the way, and sha ll not give up \nthe tangible authority to proceed, if any, till the block section is cleared \nof all the vehicles of his train. \n (6) The duties of the Guard specified in this rule shall devolve on the Loco \nPilot in the absence of the Guard. \nSR 6.08.1.1 If the Loco Pilot finds it necessary to proceed to the station ahead, he shall, on \napproaching the station, give ‘one long, one short, one long, one short’ whistle repeatedly to \nwarn the station staff. \n1.2 The Loco Pilot shall act as per the aspect of the signals at gate or station, while \nproceeding. \n1.3 The Station Master shall promptly admit the train into the station on a vacant line, and \nimmediately inform the station in rear and SCOR that the train has parted and that the rear \nportion may roll back. \n1.4 If, however, the rear portion is following the front portion, the Station Master shall place \nthree detonators on the line to attract the Guard’s attention and endeavour to bring it to a \nstand by the application of wagon brakes or by heaping up earth on the rails or other suitable \nmeans or divert it, if possible, to a vacant loop or siding line. \n2. If the Station Master notices a train running in two or more portions, he will endeavour to \nattract the attention of the Loco Pilot and the Guard by waving a green flag by day or a white \nlight by night up and down vertically as high and as low as possible provided the line ahead \nis clear and take action as stipulated in the Block Working Manual.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 199, + "text": "174 \n \n3. When a train parts on its journey, the tonnage of the trai n shall be jointly checked by the \nGuard and the Loco Pilot and also by the Station Master, where the train is taken in two \nportions. This information shall be embodied in the accident report. \n4 If the parted portion / portions cannot be coupled up due to a ny reason, the procedure for \ndivided train working as per GR 6.09 and SRs thereunder shall be followed. \n \n6.09. Portion of train left in a block section.— \n (1) When a train stopped in a block section has to be divided in \nconsequence of an accident or the inability of the engine to take the \nwhole train forward, the Guard of the train shall immediately take \nsteps to protect the rear portion of his trai n in accordance with Rule \n6.03. \n (2) If the engine is capable of proceeding either with or without vehicles, \nthe Guard shall, after taking action as provided for in sub -rule (1) and \nbefore uncoupling, put down the brakes and shall, if necessary, \notherwise carefully secure the re ar portion of the train to ensure its \nremaining stationary. \n (3) When the Guard has taken action as provided for in sub -rule (2), he \nshall give a written permission to the Loco Pilot to uncouple and \nproceed to the next station and may, if he t hinks fit, give him written \ninstructions to return on the same line. \n (4) On sections of the single line where token working is in force, the \nLoco Pilot shall, before leaving any portion of his train in a block \nsection, hand over the token to the Guard from whom he shall obtain \na written receipt. The Guard shall retain the token until the block \nsection has been cleared of all vehicles of his train. \n (5) At night or in thick, foggy or tempestuous weather impairing visibility, \nas soon as the engine, whether with or without vehicles is drawn \nforward, the Guard shall- \n (a) protect his train in the front also in accordance with Rule 6.03, \nand \n (b) also see that a red light is shown on the front vehicle of the rear \nportion of the train. \n (6) When the front portion of the train is taken forward, no tail lamp or tail \nboard shall be placed on the rear vehicle of that portion of the train \nbut the Guard shall give its number in full in the written permission \nreferred to in sub-rule (3). \n (7) On entering a station with the knowledge that the block section in \nrear is obstructed, the first duty of the Loco Pilot is instantly to warn \nthe Station Master of this fact. If a cabin is passed on the way to the \nstation, the railway servant in charge of the cabin shall also be \ninformed of the fact. \n (8) When, under written instructions referred to in sub -rule (3), the \nengine is to be brought back, the Guard shall, until the arrival of the \nengine, continue to remain in rear of the portion of the train left in the \nblock section and shall not permit a following train, if any, to move \nany of the vehicles under his charge.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 200, + "text": "175 \n \n (9) (a) The Loco Pilot shall not bring his engine, with or without vehicles, \nback on the same line unless he has received written \ninstructions under sub-rule (3) from the Guard to do so. \n (b) In addition, on a multiple line section, the Loco Pilot shall also \nhave a written authority from the Station Master, who shall \nensure that no train is diverted on to or crossing the same line \non that portion of the track over which the said Loco Pilot would \nbe returning. \n (c) The Station Master, before giving such written authority, shall \nobtain necessary assurances as prescribed by special \ninstructions from the Station Masters having diversion facilities \nand also inform the Controller of the circumstances. \n (10) On double or multiple line sections, the Loco Pilot may, under \ninstructions from the Station Master, take the train back on the \nproper line, according to the system of working, until he can cross \non to the line on which he has left the rest of his train and may then \nproceed by that line and after attaching the engine shall work the \ntrain to the station to which he is directed. \n (11) When moving under written instructions against the direction of \ntraffic on a double line, or against the established direction of traffic \non a single line, the Loco Pilot shall proceed cautiously and make \nfrequent use of the prescribed code of whistle. \nS.R.6.09.1. Whenever a Loco Pilot has to stop his train between stations, in consequence of \nan accident or the inability of the engine to haul the whole train forward, he shall invariably, \nunless special circumstances render such a procedure unsafe, bring his train to a stand in \nfront on a level portion of the road and then apprise the Guard, by giving four short whistles. \nIf it is not possible to get the relief engine or push back the train to the station in rear as pe r \nSR 4.12, the crew can decide to divide the train duly observing the following instructions. If it \nis not possible, to work the train on to a level portion and consequently the train has to be \ndivided when it is standing on a grade steeper than 1 in 600, the Guard shall act in \naccordance with Rule 4.48. \n2. The Guard shall protect the train in rear in accordance with Rule 6.03. Then he shall \nproceed towards the engine, on the left hand side of the train (as from the brake -van), for \nconsultation with the Loco Pilot and the Loco Pilot/Assistant Loco Pilot (engine shall not be \nleft unmanned) shall also proceed, on the same side of the train towards the brake -van, to \nmeet the Guard. \n2.1 During night time or in thick, foggy / tempestuous weather impairing visi bility, the \nprotection in rear of the train shall be done by the Assistant Loco Pilot, who shall proceed \nwith the hand signal lamp and detonators given by the loco pilot. \n3. Divide the train with the help of Assistant Loco Pilot as mentioned below: \n3.1.1. In the case of air brake stock, close the cut-off angle cocks in between the wagons \nto be separated. Wait for a minute for the entrapped air between coupling hoses to escape. \nThen, detach the air hoses and place them in the respective suspension brackets. Open the \nfront Cut -off angle cock of the first wagon of the rear portion of the formation to ensure \napplication of Formation Brake in the rear portion. \n3.1.2. In the case of vacuum stock, detach the vacuum hosepipes in between the wagons to be \nseparated. Place the rear hose pipe of the last wagon of the front portion", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 201, + "text": "176 \n \non the dummy and the front hose pipe of the first wagon of the rear portion should be kept loose \nto ensure application of formation brakes in the rear portion. \n3.1.3. Wait till train brakes are fully applied in the rear formation, then only the CBC/Coupling \nshould be uncoupled in between the wagons to be separated. \n3.2. The Guard will prepare a written permission in the prescribed Form (T/609) in duplicate and \ngive a copy to the Loco Pilot to proceed to the next station, clearly stating the number of vehicles \nand also the painted number and the owning railway of the last vehicle on the load attached to \nthe engine and the kilometerage at which the second portion of the train is detached. On a single \nline token section, the Loco Pilot shall hand over the Token or the Line Clear Ticket to the Guard. \nThe Guard shall retain the Token or the Line C lear Ticket until the block section has been \ncleared of all the vehicles of his train. \n3.2.1 After the departure of the first portion, Guard shall stand at a distance of 45 metres in front \nof second portion, exhibiting Stop hand signal. \n4. At night, or in thick, foggy or tempestuous weather impairing visibility, the second portion of the \ntrain left in section shall be protected in the front by Guard in accordance with Rule 6.03. \n5. On approaching the station ahead with the knowledge that the block section behind is \nobstructed, the Loco Pilot shall stop at the Home signal, even though it is ‘off’ or at the outermost \nfacing points (where a Home signal is not provided) and repeatedly give ‘one long, one short, \none long and one short whistle’ to warn the statio n staff that only a part of the load has arrived \nand that the block section in rear is obstructed. The Station Master and Loco Pilot shall contact \neach other on the VHF sets / walkie talkie sets. Then the Station Master will take immediate \nsteps to ensure that the block section is not cleared and will advise the Station Master at the \nother end of the block section and also the SCOR. He may then exhibit an ‘All Right’ hand signal \nto the Loco Pilot to enter into the station. \n5.1 On arrival at the station with in fouling marks, Loco Pilot shall deliver the written authority \ngiven by the Guard (T/609) to the Station Master on duty. The Loco Pilot and Station Master shall \njointly check the load and last vehicle number as recorded in the authority to see that the f irst \nportion of the train has arrived complete. Then, the Station Master on duty shall sign in the \nauthority (T/609) in the prescribed column permitting the Loco pilot with light engine to enter into \nthe block section to clear the second portion of the train left in the block section. \n6. As per written permission given by Guard (T/609), the train engine has to return to clear the \nsecond portion of the train. The Guard in -charge of the train shall not permit any other train or \nengine to move any of the vehic les under his charge, unless he receives advice in writing from \nthe Station Master of the station ahead or the Loco Pilot of his train that the train engine will not \nreturn. \n7. When returning to pick up the load left in a section, the Loco Pilot shall keep a sharp look-out \nand proceed cautiously at a speed not exceeding 25 KMPH making frequent use of the engine \nwhistle. \n7.1.1 During the day, the Loco pilot on sighting the Stop hand signal exhibited by the Guard shall \nstop the locomotive and the Guard shall pilot the locomotive and couple up with the second \nportion. \n7.1.2 During night the Guard shall pick up the three detonators and pilot by riding on the engine \ntowards the second portion, leaving the intermediate detonator to be exploded which will alert the \nLoco Pilot that he is approaching the place of obstruction. As soon as the portion of the load left \nin the section is sighted either by the Guard or the Loco Pilot, the engine will be brought to a halt. \nThe Guard will get down from the engine and pilot t he engine onto the load walking at a safe \ndistance ahead of the engine.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 202, + "text": "177 \n \n \n \n \n7.1.3 Then the Loco shall be coupled up to the second portion. The Assistant Loco Pilot \ndeputed to protect the train in rear during night time, shall be recalled by giving a long \nwhistle. The Assistant Loco Pilot will return leaving the three detonators on the line and \npicking up the intermediate detonator. \n7.1.4 After creating required air pressure/ vacuum, ensuring the continuity of the brake pipe \npressure and releasing of hand brakes etc., the train will be started. \n7.2 On arrival of the second portion at the station, Guard shall collect T/609 from the Loco \nPilot and hand over back the token or PLCT if any to the Loco Pilot. The Station Master shall \ncheck along with the Guard for complete arrival of the train as per Vehicle Guidance and \nclear the block section. \n8. In case, the engine of a passenger train is unable to haul the full load, it shall not be \ndetached. It shall remain coupled up to the train until an assisting engine arrives. And the \ntrain shall be protected in rear in accordance with Rule 6.03 . If the information cannot be \nconveyed to the Station Master on duty / SCOR for assisting engine, the Assistant Guard or \nAssistant Loco Pilot will be sent to the nearest block station with a written memo for \nassistance. \n9. Goods Train running without Guard \nWhen a goods Train runs without Guard has to be divided, such of the duties of the Guard \nas can be performed by the Loco Pilot shall devolve on the Loco Pilot and Assistant Loco \nPilot. The Assistant Loco Pilot will protect the train in rear as per GR 6.0 3. Then the \nAssistant Loco Pilot shall proceed towards the engine for consultation with the Loco Pilot. \n9.1 As per the instructions of Loco Pilot, the train will be divided as laid down under SR \n6.09.3. Loco Pilot will prepare a written memo clearly stating the number of vehicles and also \nthe painted number and the owning railway of the last vehicle of the front portion attached to \nthe engine and the kilometre at which the second portion of the train is detached. On single \nline Token section, the Loco Pilo t shall hand over the token or the PLCT to the Assistant \nLoco Pilot and obtain a receipt from him. \n9.2 After the departure of the first portion, Assistant Loco Pilot shall stand at a distance of 45 \nmetres in front of second portion, exhibiting Stop hand signal. \n9.3 On approaching the station ahead with the knowledge that the block section behind is \nobstructed, the Loco Pilot shall stop at the Home signal, even though it is ‘off’ or at the \noutermost facing points (where a Home signal is not provided) and repeatedly give ‘one \nlong, one short, one long and one short whistle’ to warn the station staff that only a part of \nthe load has arrived and that the block section in rear is obstructed. The Station Master and \nLoco Pilot shall contact each other on the VHF sets / walkie talkie sets. Then the Station \nMaster will take immediate steps to ensure that the block section is not cleared and will \nadvise the Station Master at the other end of the block section and also the SCOR. He may \nthen exhibit an ‘All Right’ hand signal to the Loco Pilot to enter into the station. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1122)) MMooddiiffiieedd \n9.4. On arrival into the station within fouling marks, Loco Pilot shall deliver the written \nmemo prepared by him to the Station Master on duty. Loco Pilot and Station Master shall \njointly check the load and last vehicle number according to the written memo to see that \nthe first portion of the train has arrived complete. Then the Station Master shall issue \nT/A.602 to the Loco Pilot to clear the second portion not exceeding 15 KMPH when view \nis clear and 10 KMPH when view is not clear. \n9.5 The Loco pilot on sighting the stop hand signal exhibited by the Assistant Loco Pilot shall \nstop the locomotive short of obstruction and couple up the locomotive with the second \nportion. After ensuring the continuity of the brake power and releasing of hand brakes etc., \nthe Loco Pilot shall start the second portion and clear the block section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 203, + "text": "178 \n \n9.6 On arrival of the second portion at the station, Station Master shall col lect T/A.602 and \nthe token / PLCT if any from the Loco Pilot and check along with the Loco Pilot for complete \narrival of the train as per the Vehicle Guidance. \n9.7 Dividing of train without guard during thick, foggy or tempestuous weather is not \npermitted. \n \n6.10. Fire.— \n(1) A railway servant noticing a fire, likely to result in loss of life or \ncause damage to property, shall take all possible steps to save life \nand property, to prevent it from spreading and to extinguish it. \n (2) In case the fire is on or adjacent to any electrical equipment, the \nrailway servant shall, if he is competent in handling electrical \nequipment and specially trained for the purpose, have the affected \npart immediately isolated from its source o f supply of electrical \nenergy. \n (3) The occurrence of a fire shall, in every case, be reported to the \nnearest Station Master by the most expeditious means and the \nStation Master shall take such action as may be prescribed by \nspecial instructions. \nS.R.6.10.1. Fire in a running train-Isolation. \n1.1. Train with non-vestibuled stock- \nIf a fire is noticed in a running train, the Loco Pilot shall at once stop the train. The vehicles \nbehind the one on fire shall be detached and the front portion of the train then moved \nforward so as to prevent the rear vehicles catching fire. As soon as the front portion of the \ntrain has moved forward, a sufficient distance, to secure the desired object, the burning \nvehicle shall be detached and the vehicles in front of it shall then be moved forward to a safe \ndistance. \n1.2. Train with vestibuled stock- \nWhen a fire occurs in a train composed of vestibuled stock, the following precautions shall \nbe taken in order to separate the burning vehicle, from the rest of the train. \n1.2.1. The ‘Link’ holding the Fastening Lever on both the sides of the vestibule connection \nshall be disconnected immediately and then the vestibule separated by means of the handle \nprovided. \n1.2.2. The couplings of the vehicles shall be unfastened and then the vehicles separated. \n1.2.3. If circumstances do not permit unfastening the vestibule fitting, immediate action \nshall be taken to unfasten the couplings beneath the corridor foot-plate and an attempt made \nto separate the vehicles by making the engi ne pull them apart, thereby tearing off the \nvestibule. \n 2. Using water from the nearby spot- \nAfter isolating the vehicle as detailed in S.R.6.10.1, every effort shall be made to extinguish \nthe fire and to save the contents of the burning vehicle. \n3. The Guard shall immediately switch off the electric lights and fans, by operating the \ncontrol switch to the ‘off’ position. \n4. The Guard shall disconnect the Kent couplers, at each end of the vehicles in which the fire \nhas occurred. \nSR 6.10.5 Fire in a passengers carrying carriage --- \nIf a passengers carrying carriage catches fire, safety of the passengers shall first be attended \nto. Then the procedure as stipulated in SR 6.10.1 is to be followed. In case of CBC coaches,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 204, + "text": "179 \n \nthe Guard or Assistant Loco Pilot, whoever nearer to the affected coach, shall unlock the CBC \noperating handle and open the couplings for detaching affected coaches. The CBC operating \nhandle key is provided as personal equipment of Loco Pilot and Guard. \n6. Fire in a postal van or carriage – \n When a postal van or postal carriage is found to be on fire, every effort shall be made to \nsave the mails. \n7. Fire in a goods vehicle – \n7.1. If a fire occurs in a goods vehicle, the wagon shall at once be opened and earth or sand \nthrown on the burning goods and such articles as are not burning saved, if possible, sods \nwith grass, if available, shall be thrown, as these often smother fire better than water. \n7.2. If a wagon loaded with cotton or other goods catches fir e and the fire cannot be \nextinguished, the Guard shall try and obtain the label of the wagon and sample of the cotton \nor goods and forward the same securely packed to the DRM with a full report stating the \ntrain number, date and place of fire, wagon number and name of stations from and to. \n7.3. In the event of any goods being damaged or destroyed by fire, or in any accident, the \nStation Master of the station receiving the Guard’s report or at which the fire has occurred \nshall issue a message, briefly enum erating the wagons damaged or destroyed the contents \nof such wagons and the damage sustained by them, to the Station Master of the destination \nstation, with copy to the Commercial Inspector of the section, DRM and CCM. In addition to \nthe despatch of messag e, the staff are required to protect the salvage very carefully and to \nforward the same to destination, without delay, for delivery to the consignee. The Station \nMaster shall also immediately send a detailed report to the DRM, forwarding the label of the \nwagon and samples of the contents of the wagons, a copy of which shall also be sent to the \nCommercial Inspector of the section and CCM. \n8. Fires on Bridges – \nLoco Pilots noticing bridges, sleepers or any part of the wood work of the track on fire shall \nstop the train at once and the train staff shall endeavour to extinguish the fire. The Guard \nand the Loco Pilot shall report the occurrence to the nearest Permanent Way Gang. The \nLoco Pilot shall stop his train at the next block station even if booked to r un through and the \nGuard and the Loco Pilot shall also report the matter in writing to the Station Master and \nobtain his acknowledgement. \n9. Prevention of fire in Horse Boxes and Cattle Wagons - The Station Master at the \nstation from which horse boxes and cattle wagons are forwarded, shall personally warn the \nattendants in charge of the horses or animals against using any naked light or smoking or \ncooking in the horse boxes or cattle wagons and point out the risk and danger involved and if \nthe men are able to read, their attention should be drawn to the notice exhibited in the horse \nboxes. \nGuards shall frequently inspect horse boxes and cattle wagons enroute to see that the \norders are carried out. The small end door of a horse box shall be kept closed when a horse \nbox is attached to a train. \nStation Masters, Guards, and others concerned shall also see that none of the attendant’s \nfamily or persons other than the attendants actually in charge of the horses are allowed to \ntravel in the horse boxes or cattle wagons. \n10. When reporting cases of fire on trains, the position of the vehicle on the trains shall be \nstated, also whether it was loaded or empty. \n11. Fire on Electricity and Power Distribution System- \nIn the event of a f ire on any part of the electrical equipment, the affected part is first to be \ncompletely isolated from the Distribution System, if this has not been done automatically.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 205, + "text": "180 \n \n If arching continues due to a feed from adjacent sub -stations, this feed shall be i nterrupted \nby means of the supervisory control equipment by direct telephone communication to the \nadjacent sub -stations. The Fire shall be extinguished by means of the extinguishers \nprovided. \nWater shall not be used for extinguishing fires on electrical e quipment. Fire extinguishers \nshall be recharged immediately after use. \nIf the services of the Fire Brigade are required, the Brigade shall not be allowed to \ncommence operations until all electrical equipment adjacent to the fire has been made dead. \n \n6.11. Vehicle escaping from station.— \nIf any vehicle escapes from a station, the Station Master shall take immediate \nsteps to warn the other stations or persons concerned, as far as practicable, to \nprevent an accident.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 206, + "text": "181 \n \n \nCHAPTER VII \n \nSYSTEMS OF WORKING \n \n7.01 Systems of working.— \n (1) All trains working between stations shall be worked on one of the \nfollowing systems, namely:–– \n (a) the Absolute Block System, \n (b) the Automatic Block System, \n (c) the Following Trains System, \n (d) the Pilot Guard System, \n (e) the Train-staff and Ticket System, or \n (f) the One Train Only System. \n (2) The Absolute Block and the Automatic Block Systems alone shall be \nused on every railway, except any railway or portion of a railway on \nwhich the use of any other system of working mentioned in sub -rule \n(1) may be sanctioned under special instructions subject to the \nconditions applicable to each system as described in these rules. \nS.R.7.01. The Systems normally used on this railway are - \n1. AUTOMATIC BLOCK SYSTEM \n I. Double Line: \n 1. Secunderabad Division : \n a) Lingampally – Secunderabad Junction – Moula-ali. \n b) Hussain Sagar Jn. – Hyderabad. \n 2. Hyderabad Division : \n a) Secunderabad Junction – Kacheguda – Falaknuma. \n b) Secunderabad Junction - Bolarum \n 3. Vijayawada Division : \n Vijayawada Jn – Krishna Canal Jn. \n II. Single Line: \n Vijayawada Jn – Krishna Canal Jn. ( 3rd Line). \n2. THE ABSOLUTE BLOCK SYSTEM on all other sections of this railway. \n \n7.02 Applicability of General Rules referring to the wo rking of signals and \ntrains.— \nAll rules referring to the working of signals and trains also apply to the \nsystems of working detailed in these rules, except where otherwise provided.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 207, + "text": "182 \n \n \nCHAPTER VIII \n \nTHE ABSOLUTE BLOCK SYSTEM \nA. Essentials \n \n8.01. Essentials of the Absolute Block System.— \n (1) Where trains are worked on the Absolute Block System,– \n (a) no train shall be allowed to leave a block station unless Line \n Clear has been received from the block station in advance, and \n (b) on double lines such Line Clear shall not be given unless the line \nis clear, not only up to the first Stop signal at the block station at \nwhich such Line Clear is given but also for an adequate distance \nbeyond it; \n (c) on single lines such Line Clear shall not be given unless the line \nis clear of trains running in the same direction, not only up to the \nfirst Stop signal at the block station at which such Line Clear is \ngiven, but also for an adequate distance b eyond it, and is clear of \ntrains running in the direction towards the block station to which \nsuch Line Clear is given. \n (2) Unless otherwise directed by approved special instructions, the \nadequate distance referred to in clauses (b) and (c) of sub -rule (1) \nshall not be less than- \n (a) 400 metres in case of two -aspect lower quadrant signalling or \ntwo-aspect colour light signalling, and \n (b) 180 metres in case of multiple-aspect signalling or modified lower \nquadrant signalling. \n \nB. Conditions for granting Line Clear \n \n8.02. Conditions for granting Line Clear at a class `A` station.— \nAt a class `A` station on Single line or double line, the line shall not be \nconsidered clear and Line Clear shall not be given, unless-- \n (a) the whole of the last preceding train has arrived complete ; \n (b) all signals have been put back to ‘on’ behind the said train; \n (c) the line on which it is intended to receive the incoming trai n is clear \nup to the Starter; and \n (d) all points have been correctly set and all facing points have been \nlocked for the admission of the train on the said line. \nS.R.8.02 The Station Master shall also comply with the provisions of S.R.3.49.2 & 3 before \ngranting Line Clear for a train. \n \n8.03. Conditions for granting Line Clear at a class ‘B’ station.–– \n (1) At a class ‘B’ station on double line, the line shall not be considered \nclear and Line Clear shall not be given, unless - \n (a) the whole of the last preceding train has arrived complete ;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 208, + "text": "183 \n \n (b) all necessary signals have been put back to ‘on’ behind the said \ntrain; and \n (c) the line is clear - \n (i) at stations equipped with two-aspect signalling – \n up to the Home signal, or \n (ii) at stations equipped with multiple-aspect signalling or modified \nlower quadrant signalling – \n upto the outermost facing points or the Block Section Limit \nBoard (if any). \n (2) At a class ‘B’ station on single line, the line shall not be considered \nclear and Line Clear shall not be given, unless – \n (a) the whole of the last preceding train has arrived complete; \n (b) all necessary signals have been put back to ‘on’ behind the said \ntrain; and \n (c) the line is clear – \n (i) at stations equipped with two-aspect signalling – \n upto the Shunting Limit Board or Advanced Starter (if any) at \nthat end of the station nearest to the expected train, or \n upto the Home signal if there is no Shunting Limit Board or \nAdvanced Starter, or \n upto the outermost facing points if there is no Shunting Limit \nBoard or Advanced Starter or Home signal; \n (ii) at stations equipped with multiple -aspect signalling or \nmodified lower quadrant signalling - \n upto the Shunting Limit Board or Advanced Starter (if any ) at \nthe end of the station nearest to the expected train, or \n upto the outermost facing points if there is no Shunting \nLimit Board or Advanced Starter. \nNote.–– At a class ‘B’ single line station, this rule does not forbid direct \nreception of a train from one side, when Line Clear has been given to the block \nstation on the other side provided the distance between the Outer signal and \noutermost facing points in two aspect signalling, and between the Home signal \nand outer most facing points in multiple -aspect signalling, or modified lower \nquadrant signalling is not less than the sum -total of the adequate distances \nprescribed in Rule 8.01 in regard to conditions for granting Line Clear and Rule \n3.40 in regard to conditions for taking ‘off’ Home signal for the admission of a \ntrain even where Shunting Limit Boards or Advanced Starters have not been \nprovided as prescribed in sub-rule (1) of Rule 3.32. See illustrative diagrams at \nthe end of this chapter. \nS.R. 8.03 The Station Master shall also comply with the provisio ns of S.R.3.49.2 & 3 before \ngranting Line Clear for a train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 209, + "text": "184 \n \n8.04. Conditions for granting Line Clear at a class ‘C’ station.–– \n At a class ‘C’ station on single line or double line in two -aspect, multiple -\naspect or modified lower quadrant signalling, the line shall not be considered \nclear and Line Clear shall not be given, unless- \n (a) the whole of the last preceding train has passed complete at least 400 \nmetres beyond the Home signal and is continuing its journey ; and \n (b) all signals taken ‘off’ for the preceding train have been put back to ‘on’ \nbehind the said train: \n Provided that on a single line, the line is also clear of trains running in \nthe opposite direction towards the block hut from the block station at \nthe other end. \n \n \n((AASS NNoo..66,, ddaatteedd 2255..1111..1100 –– iitteemm NNoo..33)) NNoottee ddeelleetteedd \n \n \nC. Obstruction - Double Line \n \n8.05. Obstruction on double line at a block station when a train is \napproaching.— \n (1) Class ‘A’ station – \n When Line Clear has been given, no obstruction shall be permitted \noutside the Home signal, or, on the line on which it is intended to \nadmit the train, up to the Starter pertaining to the said line. \n (2) Class ‘B’ station- \n When Line Clear has been given, no obstruction shall be permitted \noutside the station section but shunting within the station section may \ngo on continuously, provided the necessary signals are kept at ‘on’. \n (3) When signals have been taken ‘off’ for an incoming train on to a line \nwhich is not isolated, no shunting movement shall be carried on \ntowards the points over which the incoming train will pass. \n \n8.06. Obstruction on double line in the block section.–– \n (1) When Line Clear has been given, no obstruction shall be permitted in \nthe block section in rear. \n (2) Shunting or obstruction for any other purpose shall not be permitted \nin the block section in rear unless it is clear and is blocked back.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 210, + "text": "185 \n \n (3) Shunting or obstruction for any other purpose shall not be permitted \nin the block section in advance unless it is clear and is blocked \nforward: \n Provided that when the block section in advance is occupi ed by a \ntrain travelling away from the station, shunting or obstruction may \nbe permitted behind the train under special instructions taking into \nconsideration the speed, weight and brake power of trains and the \ngradients on the section, and as soon as int imation has been \nreceived that the train has arrived at the block station in advance, the \nline shall be blocked forward if it is still obstructed. \n Note. –– See Rule 8.14 also. \n \nD. Obstruction - Single Line \nD.1. Class ‘A’ stations \n8.07. Obstruction on single line at a class `A` station when a train is \napproaching.— \nWhen Line Clear has been given , no obstruction shall be permitted outside \nthe Home signal, or, on the line on which it is intended to admit the train, up to \nthe Starter which controls the train. \n \n8.08. Obstructing the block section at a class `A` station on single line.–– The \nblock section shall not be obstructed for shunting purposes, unless- \n (a) the Station Master has received Line Clear from the Station Master at \nthe other end of the block section, or \n (b) the block section is blocked back, or \n (c) is occupied by a train travelling away from the block station at which \nthe shunting is to be performed which shunting may be permitted under \nspecial instructions taking into consideration the speed, weight and \nbrake power of trains and the grad ients on the section. As soon as \nintimation has been received that the train has arrived, the block section \nshall be blocked back, and \n (d) the Loco Pilot or other person in charge of the shunting operations has \nreceived distinct orders from the Stat ion Master to shunt in a manner \ndirected by special instructions. \nD.2. Class ‘B’ stations \n8.09. Obstruction in the face of an approaching train at a class ‘B’ station on \nsingle line.–– \nThe line outside the Home signal in two -aspect signalling territory or \noutermost facing points in multiple -aspect or modified lower quadrant \nsignalling territory in the direction of a train for which Line Clear has been \ngiven, shall only be obstructed when a Shunting Limit Board or an Advanced \nStarter is provided and under s pecial instructions which take into \nconsideration the speed, weight and brake power of trains, the gradients, the \nposition of the first Stop signal and the distance from which that signal can be \nseen by the Loco Pilot of an approaching train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 211, + "text": "186 \n \nS.R.8.09.1. At stations where obstruction of the line in the face of an approaching train is \npermitted in accordance with Rule 8.09, it shall be specifically indicated in the SWR. \n2. A Board shall be provided at these stations in rear of the Outer signal or Home signa l, as \nthe case may be, to warn the Loco Pilots of approaching trains that such shunting is \npermitted. This provision shall also be indicated in the SWR. \n3. If obstruction in the face of an approaching train is permitted under Rule 8.09 in the SWR, \nshunting shall be carried out adhering strictly to the precautions laid down in Rule 5.20. \n4. All restrictions required to be observed in performing shunting at the stations concerned \nshall be incorporated in the SWR and rigidly complied with. \n \n8.10. Obstruction within station section at a class ‘B’ station on single line.– \n (1) If the necessary signals are kept at ‘on’, shunting may be carried on \nwithin the station section, provided the provisions of Rule 8.09 are \ncomplied with for shunting up to Shunting Limit Board or Advanced \nStarter, where provided. \n (2) When signals have been taken ‘off’ for an incoming train on to a line \nwhich is not isolated, no shunting movement shall be carried on \ntowards the points over which the incoming train will pass. \nS.R. 8.10 When Line Clear has been given for a train, shunting shall not be carried out under \nthe provisions of G.R.8.10 (1) in thick, foggy or tempestuous weather impairing visibility. \n \n8.11. Obstruction outside station section at a class ‘B’ single line station \nequipped with two-aspect signals.–– \nThe line outside the station section and upto the Outer signal shall not be \nobstructed unless a railway servant specially appointed in this behalf by the \nStation Master is in charge of the operations, and unless- \n (a) The block section into which the shunting is to take place is clear of \nan approaching train and all relevant and necessary signals are at \n‘on’ position, or \n (b) If an approaching train has arrived at the Outer signal, the Stat ion \nMaster has personally satisfied himself that the train has been \nbrought to a dead stand at the signal: \n Provided that the line shall not be obstructed under clause (b) in \nthick, foggy or tempestuous weather impairing visibility, or, in any \ncase unless authorized by special instructions. \nS.R.8.11.1. The line shall not be obstructed under Clause (b) of Rule 8. 11 during night. \nDetailed instructions for performing shunting under the provisions of this rule shall be \nincorporated in the SWR. \n2. If a Shunt signal is not provided on the LSS, the Loco Pilot shall be given a written \nauthority to pass the LSS at ‘on’ for shunting purposes in the prescribed form (T/806). This \nauthority shall be returned to the Station Master for cancellati on as soon as shunting \noperation is brought inside the LSS. \n3. A tail lamp or tail board shall be placed on the rear most vehicle or on the engine if no \nvehicles are attached on the side facing the station in rear so as to serve as an indication of \nthe complete return of all vehicles before the cancel last signal is given.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 212, + "text": "187 \n \n \n \n8.12. Obstruction outside station section at a class `B` single line station \nequipped with manually operated multiple-aspect signals.–– \nThe line outside the station secti on and upto the first Stop signal shall not be \nobstructed, unless a railway servant specially appointed in this behalf by the \nStation Master is in charge of the operations, and unless the block section into \nwhich the shunting is to take place is clear of an approaching train. \n \n8.13. Obstruction outside the first Stop signal at a class `B` station on single \nline.— \nThe line outside the first Stop signal shall not be obstructed unless the line \nhas been blocked back. \n \nE. General Provisions \n \n8.14. Block back or Block forward.–– \nBlock back or block forward shall be done only in accordance with the \nprocedure prescribed by special instructions. \nS.R.8.14. The procedure of block back and block forward are described in the Block \nWorking Manual. \n \n8.15. Authority for shunting or obstruction in block section.— \nWhile permitting shunting or obstruction in the block section, the Loco Pilot \nshall be given authority for shunting in the block section as prescribed under \nspecial instructions which authority may be - \n (a) either a shunting arm of prescribed size and design on the same post \nas and under the last Stop signal, or \n (b) a token of prescribed design, or \n (c) a written permission to shunt. \n \n8.16. Illustrative diagrams.–– \nClass ‘A’, ‘B’ and ‘C’ stations on single line and double line are illustrated in \nthe following diagrams, which are not drawn to scale.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 213, + "text": "188 \n \nClass ‘A’ Double line station in two-aspect signalling territory with Warner, \nHome, Starter and Advanced Starter signals \n \n \nClass ‘A’ Single line station in two-aspect signalling territory with Warner, \nHome and Starter signals", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 214, + "text": "189 \n \n \nClass ‘B’ Double line station in two-aspect signalling territory with Warner, \nOuter, Home, Starter and Advanced Starter signals \n \n \n \n \n \n \n \n \n \n \nClass ‘B’ Single line station in two-aspect signalling territory with Outer and \nHome signals", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 215, + "text": "190 \n \n \nClass ‘B’ Single Line station in two-aspect signalling territory with Warner, \nOuter, Home, Starter and Advanced Starter signals/Shunting Limit Boards \n \n \n \nClass ‘B’ Double line station in Multiple-aspect signalling territory with Distant, \nHome, Starter, Advanced Starter signals and Block Section Limit Board", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 216, + "text": "191 \n \nClass ‘B’ Double line station in Modified Lower-quadrant signalling territory \nwith Distant, Warner, Home, Starter, Advanced Starter signals and Block \nSection Limit Board \n \n \n \n \nClass ‘B’ Single line station in Multiple-aspect signalling territory with Distant, \nHome, Starter & Advanced Starter signals/Shunting Limit Boards", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 217, + "text": "192 \n \nClass ‘B’ Single line station in Modified Lower-quadrant signalling territory \nwith Distant, Warner, Home, Starter and Advanced Starter signals/Shunting \nLimit Boards \n \n \n \n \n \nClass ‘C’ Double line station in Two-aspect signalling territory with Warner and \nHome signals", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 218, + "text": "193 \n \n \n \nClass ‘C’ Double line station in Multiple-aspect signalling territory with Distant \nand Home signals \n \n \n \n \n \n \n \n \n \n \n \nClass ‘C’ Single line station in Two-aspect signalling territory with Waner and \nHome signals", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 219, + "text": "194 \n \n \nClass ‘C’ Single line station in Multiple-aspect signalling territory with Distant \nand Home signals \n \n \n \n \n \n \n \n \n \n \n \nClass ‘B’ Single line station in two-aspect signalling territory with Outer and \nHome signals \n(Note to Rule 8.03 refers)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 220, + "text": "195 \n \nClass ‘B’ Single line station in Multiple-aspect signalling territory with Distant, \nHome and Starter signals \n(Note to Rule 8.03 refers) \n \n \n \n \n \nClass ‘B’ Single line station in Modified Lower quadrant signalling territory \nwith Distant, Warner, Home and Starter signals \n(Note to Rule 8.03 refers)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 221, + "text": "196 \n \nCHAPTER IX \nAUTOMATIC BLOCK SYSTEM \n \nA. Rules applicable to Double Line \n \n9.01. Essentials of the Automatic Block System on double line.–– \n (1) Where trains on a double line are worked on the Automatic Block system,- \n (a) the line shall be provided with continuous track circuiting or axle counters, \n (b) the line between two adjacent block stations may, when required, be \ndivided into a series of automatic block signalling sections, each of which \nis the portion of the running line between two consecutive Stop signals, \nand the entry into each of which is governed by a Stop signal, and \n (c) the track circuits or axle counters shall so control the Stop signal \ngoverning the entry into an automatic block signalling section that - \n (i) the signal shall not assume an `off` aspect unless the line is \nclear not only up to the next Stop signal in advance but also for \nan adequate distance beyond it, and \n (ii) the signal is automatically placed to `on` as soon as it is passed \nby the train. \n (2) Unless otherwise dire cted by approved special instructions, the adequate \ndistance referred to in sub -clause (i) of clause (c) of sub -rule (1) shall not \nbe less than 120 metres . \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..55)) GGRR 99..0011 ((33)) aaddddeedd \n (3)(a) under special instruction, one of the automatic stop signal between two \nstations in the automatic block signaling territory in each direction may be \nmade as modified semi-automatic stop signal; \n(b) the mid -section modified semi -automatic stop signal so provided shall be \ninterlocked with the signals of the station ahead through track circuits or axle \ncounters or both and shall be controlled by the Station Master of the station \nahead, the relevant indications whether the signal is in normal automatic mode \nor modified semi -automatic mode shall be available to the Station Masters at \nboth the ends; \n(c) Advanced starter signal of the station in rear shall be interlocked with the \nmid-section modified semi -automatic stop signal in such a way that when \nworking with ‘A’ sign extinguished, the Advanced starter shall assume ‘off’ \naspect or be taken ‘off’ only when the line is clear upto an adequate distance \nbeyond the mid -section modified semi -automatic stop signal; similarly the \nmid-section modified semi -automatic stoop signal shall assume ‘off’ aspect \nautomatically or be taken ‘off’ only when the line is clear upto an adequate \ndistance beyond the Home signal of the station ahead; \n \n(d) during abnormal conditions like fog, bad weather impairing visibility, the \nmid-section modified semi -automatic stop signa l may be worked by \nextinguishing ‘A’ marker in the manner prescribed under special instructions \nand this action shall also ensure that the ‘A’ marker of the Advanced starter \nsignal of the station in rear and Home signal of the station in advance shall \nalso be extinguished;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 222, + "text": "197 \n \n(e) the adequate distance mentioned under clause (c) shall not be less then as \nprescribed under sub-rule (2); \n(f) during normal conditions, mid -section modified semi-automatic stop signal \nshall work as normal automatic stop signal. \n(4)(a) when the Loco Pilot finds mid -section modified semi -automatic stop \nsignal with ‘A’ marker extinguished in ‘on’ position, he shall stop his train in \nthe rear of the signal and inform this fact to the Station Master of the station \nahead on approved means of communication as prescribed under special \ninstructions; \n(b) the Station Master of the station ahead may authorize the Loco Pilot to \npass the mid -section modified semi -automatic stop signal working with ‘A’ \nmarker extinguished in ‘on’ position through appr oved means of \ncommunication after ensuring conditions and procedure prescribed under \nspecial instructions; \n(c) in case the Loco Pilot is unable to contact the Station Master of station \nahead, he shall pass the signal at ‘on’ after waiting for five minutes at the \nsignal and proceed cautiously and be prepared to stop short of any \nobstruction, at a speed not exceeding ten kilometers an hour upto the next \nSignal and act as per aspect of this signal; and \n(d) the Loco Pilot shall report the failure of mid -section modified semi -\nautomatic stop signal to the Station Master of the station ahead.” \nS.R.9.01.1 The Automatic Block System is in force on certain sections of Secunderabad, \nHyderabad and Vijayawada divisions of South Central Railway (See S.R. 7.01.1). \n2. A TSR shall be maintained by the Station Master of each block station and detailed timings \nof all the trains dealt with shall be recorded therein. Detailed procedure for advising the block \nstation regarding the train number, private number for scheduled / unscheduled trains and the \ntimings of arrival, departure and clearance of trains shall be incorporated in the SWR. \n3. Principal / ZRTI / MLY is authorized to issue competency certificate whenever Loco Pilots, \nMotormen, Assistant Loco Pilots and Gu ards attend Initial/Refresher training course at \nZRTI/MLY. \n4. Thereafter, all Loco Pilots, Motormen, Assistant Loco Pilots and Guards, who are required \nto work on Automatic Block System area shall be imparted orientation course for one day, \nonce in every six months, about the rules pertaining to this system and thoroughly examined \nin their knowledge and proficiency and the competency certificates shall be renewed. \n5. Station Manager / Station Superintendent / Traffic Inspector shall renew the competen cy \ncertificates for the Guards headquartered at his station and Loco Inspectors for Loco Pilots, \nAssistant Loco Pilots and drivers of tower wagons and track machines every six months after \nimparting one day���s orientation course till the next refresher cour se duly advising the DOM, \nDME or DEE as the case may be. \n6. A record of such competency certificates issued shall be maintained by the DOM, DME \nand DEE concerned. No Loco Pilot, Motorman, Assistant Loco Pilot and Guard shall be put \non duty on Automatic Block System unless he possesses such certificate. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..1133)) SSRR 99..0011..77 aaddddeedd \n7. Modified Semi-Automatic Stop signals are not available on South Central Railway \n9.02. Duties of Loco Pilot and Guard when an Automatic Stop signal on double \nline is to be passed at ‘on’.–– \n (1) when a Loco Pilot finds an Automatic Stop signal with an `A` maker at \n`on`, he shall bring his train to a stop in the rear of the signal. After \nbringing his train to a stop in the rear of the signal, the Loco Pilot shall", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 223, + "text": "198 \n \nwait there for one minute by day and two minutes by night. If after \nwaiting for this period, the signal continues to remain at `on`, he shall \ngive the prescribed code of whistle and exchange signals with the \nGuard and then proceed ahe ad, as far as the line is clear, towards the \nnext Stop signal in advance exercising great caution so as to stop \nshort of any obstruction. \n (2) The Guard shall show a Stop hand signal towards the rear when the \ntrain has been so stopped at an Automatic Stop signal, except as \nprovided for in sub-rule (4) \n((AASS NNoo..77,, ddaatteedd 0066..0044..1111 –– iitteemm NNoo..22)) MMooddiiffiieedd \n(3) Where owing to the curvature of t he line, fog, rain, dust storm, engine \nworking the train pushing it or other causes, the line ahead cannot be seen \nclearly, the Loco Pilot shall proceed at a very slow speed, which shall under no \ncircumstances exceed 10 Kilometres an hour. Under these circ umstances, the \nLoco Pilot, when not accompanied by an assistant Loco Pilot, and if he \nconsiders necessary, may seek the assistance of the Guard by giving the \nprescribed code of whistle. \n (4) When so sent for by the Loco Pilot, the Guard shall accom pany him on \nthe engine cab, before he moves forward, to assist the Loco Pilot in \nkeeping a sharp look-out. \n (5) When an Automatic Stop signal has been passed at ‘on’, the Loco Pilot \nshall proceed with great caution until the next Stop signal is reac hed. \nEven if this signal is ‘off’, the Loco Pilot shall continue to look out for \nany possible obstruction short of the same. He shall proceed \ncautiously up to that signal and shall act upon its indication only after \nhe has reached it. \nS.R. 9.02.1 The ‘on’ position of an Automatic Stop signal may be due to the presence of a \ntrain in the automatic signalling section ahead including the adequate distance beyond it or \ndue to an obstruction on the track or a broken or a displaced rail or any other cause. \n2. When it becomes necessary to stop a train in rear of an Automatic Stop signal at ‘on’ it \nshall be brought to a stop as close as possible in rear of that Automatic Stop signal so as to \nprovide the maximum possible margin for the Loco Pilot of a following trai n to stop clear of \nthe train ahead. \n((AASS NNoo..77,, ddaatteedd 0066..0044..1111 –– iitteemm NNoo..44)) MMooddiiffiieedd \n3. SR 9.02.3 When a Loco Pilot passes an Automatic Stop signal at ‘on’. He shall proceed \nat a speed not exceeding 10 kmph, to enable him to stop short of any obstructi on. He shall \ncontinue to drive cautiously at 10 kmph, until he passes the next Automatic Stop Signal, \neven if that automatic signal is at ‘off’ position. \n((AASS NNoo..66,, ddaatteedd 2255..1111..1100 –– iitteemm NNoo..44)) aaddddeedd \n3.1 For maximum speed of train during dense fog in Automatic Block System, refer S.R.3.61.9. \n4. The indication of an Automatic Stop signal applies only to the track beyond the signal and \nthere is a possibility of a train or obstruction standing in rear of the signal while it is showing \n`off’`. A Loco Pilot having passed an Automatic Stop signal at ‘on’ shall not, therefore, act on \nthe indication of the signal ahead until he has actually reached it. \n5. After passing an Automatic Stop signal at ‘on’, the Guard of a train shall watch that the \nLoco Pilot does not exceed the speed prescribed in S.R. 9.02.3. If the Loco Pilot exceeds \nthe speed prescribed, the Guard shall take action as per S.R. 4.45. \n6. In case of bobbing / flickering of signals, SR 3.74 shall be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 224, + "text": "199 \n \n7. Distance between two trains in Automatic signalling territories after passing an Automatic \nStop signal at ‘on’- \n7.1 After passing an Automatic Stop signal at ‘on’, the Loco Pilot of the following train \nhauled by any locomotive, shall ensure a minimum distance of 150 metres or two clear OHE \nmasts (on electrified sections) is maintained between his train and the preceding train or \nany obstruction on the line. \n7.2 However, the above distance may be reduced to 75 metres or one clear OHE mast in \ncase of EMU train following. \n ((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..1100)) SSRR 99..0022..77..33 aammeennddeedd \n7.3. In special circumstances like floods etc., or during dense fog, after passing an automatic \nstop signal at ‘on’ (red), the loco pilot/motor man of the train hauled by any l ocomotive \nincluding EMU train shell, while moving at a speed not exceeding 10 kmph, should ensure \nthat he maintains reasonable distance at which he is able to observe the flashing tail lamp of \nthe train ahead or the obstruction, as the case may be. The loco pilot shall control the speed \nof the train so as to be able to stop adequately short of the train or obstruction. \n. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1144)) MMooddiiffiieedd \n8. In case a train has come to an out of course halt in automatic signalling territory bet ween \ntwo stations and is not in a position to move ahead and requires a relief engine, the guard of \nthe train shall guide the crew of a relief engine when it is to come to pick up the train, except \nin sub urban section. \n \n B. Rules applicable to Single Line \n 9.03. Essentials of the Automatic Block System on single line.–– \n (1) Where trains on a single line are worked on the Automatic Block \nSystem,--- \n (a) the line shall be provided with continuous track circuiting or axle \ncounters, \n (b) the direction of traffic shall be established only after Line Clear has \nbeen obtained from the block station in advance, \n (c) a train shall be started from one block station to another only after \nthe direction of traffic has been established, \n (d) it shall not be possible to obtain Line Clear unless the line is clear, \nat the block station from which Line Clear is obtained, not only up \nto the first Stop signal but also for an adequate distance beyond it, \n (e) the line between two adjacent block stations may, where required, \nbe divided into two or more automatic block signalling sections by \nprovision of Stop signals, \n (f) after the direction of traffic has been estab lished, movement of \ntrains into, through and out of each automatic block signalling \nsection shall be controlled by the concerned Automatic Stop signal \nand the said Automatic Stop signal shall not assume ‘off’ position \nunless the line is clear up to the next Automatic Stop signal: \nProvided further that where the next Stop signal is a Manual Stop \nsignal, the line is clear for an adequate distance beyond it, and \n (g) all Stop signals against the direction of traffic shall be at ‘on’. \n (2) Unless otherwise directed by approved special instructions, the \nadequate distance referred to in clauses (d) and (f) of sub -rule (1) shall \nnot be less than 180 metres.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 225, + "text": "200 \n \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..66)) GGRR 99..0033 ((33)) aaddddeedd \n(3)(a) under special instruction, one of the automatic stop signal between two \nstations in the automatic block signaling territory in each direction may be \nmade as modified semi-automatic stop signal; \n(b) the mid -section modified semi -automatic stop signal so provided shall be \ninterlocked with the signals of the station ahead through track circuits or axle \ncounters or both and shall be controlled by the Station Master of the station \nahead, the relevant indications whether the signal is in normal automatic mode \nor modified semi -automatic mode shall be available to the Station Masters at \nboth the ends; \n(c) Advanced starter signal of the top signal in such a way that when working \nwith ‘A’ sign extinguished, the Advanced starter shall assume ‘off’ aspect or \nbe taken ‘off’ only when the line is clear upto an adequate distance beyond the \nmid-section modified semi -automatic stop signal; similarly the mid -section \nmodified semi-automatic stoop signal shall assume ‘off’ aspect automatically \nor be taken ‘off’ only when the line is clear upt o an adequate distance beyond \nthe Home signal of the station ahead; \n(d) during abnormal conditions like fog, bad weather impairing visibility, the \nmid-section modified semi -automatic stop signal may be worked by \nextinguishing ‘A’ marker in the manner presc ribed under special instructions \nand this action shall also ensure that the ‘A’ marker of the Advanced starter \nsignal of the station in rear and Home signal of the station in advance shall \nalso be extinguished; \n(e) the adequate distance mentioned under cla use (c) shall not be less then as \nprescribed under sub-rule (2); \n(f) during normal conditions, mid -section modified semi-automatic stop signal \nshall work as normal automatic stop signal. \n(4)(a) when the Loco Pilot finds mid -section modified semi -automatic stop \nsignal with ‘A’ marker extinguished in ‘on’ position, he shall stop his train in \nthe rear of the signal and inform this fact to the Station Master of the station \nahead on approved means of communication as prescribed under special \ninstructions; \n(b) th e Station Master of the station ahead may authorize the Loco Pilot to \npass the mid -section modified semi -automatic stop signal working with ‘A’ \nmarker extinguished in ‘on’ position through approved means of \ncommunication after ensuring conditions and proce dure prescribed under \nspecial instructions; \n(c) in case the Loco Pilot is unable to contact the Station Master of station \nahead, he shall pass the signal at ‘on’ after waiting for five minutes at the \nsignal and proceed cautiously and be prepared to stop sh ort of any \nobstruction, at a speed not exceeding ten kilometers an hour upto the next \nSignal and act as per aspect of this signal; and \n(d) the Loco Pilot shall report the failure of mid -section modified semi -\nautomatic stop signal to the Station Master of the station ahead.” \nS.R.9.03.1 The Automatic Block System on single line is in force on the third line between \nVijayawada junction and Krishna Canal junction on this Railway using axle counters over the \nKrishna Bridge and track circuiting on the remaining portions of the line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 226, + "text": "200(i) \n2. Detailed instructions for working of traffic on this section including establishing of direction of \ntraffic shall be incorporated in the SWR of Vijayawada junction and Krishna Canal junction \nstations. \n3. The resetting of axle counters shall be done by a responsible official of the rank not lower \nthan that of a Signal Inspector and Cabin Assistant Station Master on duty. \n4. A TSR shall be maintained at both the block stations by the Station Masters and detailed \ntimings of all the trains dealt with shall be recorded therein. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..1144)) IInnsseerrtt SSRR 99..0033..55 \n5. Modified Semi-Automatic stop signals are not available on South Central Railway \n9.04. Minimum equipment of fixed signals in Automatic Block territory on single \nline.–– \nThe minimum equipment of fixed signals to be provided for each direction shall \nbe as follows–– \n (a) Manual Stop signals at a station - \n (i) a Home, \n (ii) a Starter. \n (b) An Automatic Stop signal in rear of the Home signal of the station. \nNote.–– Under approved special Instructions, the Automatic Stop signal may be \ndispensed with. \n9.05. Additional fixed signals in Automatic Block territory on single line.–– \n (1) Besides the minimum equipment prescribed in Rule 9.04, one or more \nadditional Automatic Stop signals, as are considered necessary, in \nbetween block stations, may be provided. \n (2) In addition, such o ther fixed signals as may be necessary for the safe \nworking of trains may be provided. \n9.06. Conditions for taking ‘off’ Manual Stop signal in Automatic Block territory \non single line.— \n (1) Home signal- \n When a train is approachin g a Home signal, otherwise than at a terminal \nstation, the signal shall not be taken ‘off’ unless the line is clear not only \nupto the Starter but also for an adequate distance beyond it. \n (2) Last Stop signal- \n The last Stop signa l shall not be taken ‘off’ for a train unless the \ndirection of traffic has been established and the line is clear upto the \nnext Automatic Stop signal, or when the next Stop signal is a Manual \nStop signal for an adequate distance beyond it. \n (3) The adequate distance referred to in sub rules (1) and (2) shall never be \nless than120 metres and 180 metres respectively unless otherwise \ndirected by approved special instructions. A sand hump of approved \ndesign, or subject to the sanction of the Commission er of Railway \nSafety, a derailing switch shall be deemed to be an efficient substitute \nfor the adequate distance referred to in sub-rule (1). \nS.R. 9.06.1 If the Home signal is defective, the Station Master shall authorize the Loco Pilot by \ntaking off Calling-on signal or issuing ‘T/369 (3) (b)’ to pass the signal at ‘on’ in accordance with \nthe provision of Rule 3.69 and Subsidiary rules there under.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 227, + "text": "200(ii) \n2. In case, the last Stop signal is defective or the direction of traffic cannot be established, the \nAutomatic Block Working shall be suspended and the trains worked in accordance with the \nprocedure laid down in Chapter XIV and the instructions given in pa ras 8.7, 8.8 & 8.9 of BWMS \n(TL) for single line. After ensuring that all the trains, which have entered the section, have \narrived complete, the entire section between the two block stations shall be treated as one block \nsection by the Station Masters under exchange of messages supported by Private numbers. \n3. Before despatching a train into the block section, the Station Master shall obtain Line Clear \nfrom the Station Master at the other end by any one of the alternative means of communications \nin the order of priority indicated below:- \n 3.1 Station to Station fixed telephones wherever available \n 3.2 Fixed telephone such as Railway auto-phone and BSNL phone. \n 3.3 Control Telephone, and \n 3.4 VHF set. \n4. Station Master shall ensur e the closure of the level crossings if any between the two block \nstations and then hand over to the Loco Pilot the ‘Line Clear Ticket – T/C 1425 (up) / T/D 1425 \n(down) and the written authority in the prescribed form ‘T/A.912’ for passing all automatic St op \nsignals applicable to him at ‘on’ position. \n5. The speed of the first train shall be restricted to 25 KMPH subject to the observance of any \nother speed restriction already in force. Subsequent train(s) may run at normal speed subject to \nobservance of any other restriction already in force. Only one train shall be allowed to enter the \nblock section, till such time, the last Stop signal or the establishment of direction of traffic is \nrectified and the Automatic Block working is restored. \n9.07. Duties of Loco Pilot and Guard when an Automatic Stop signal on single line \nis to be passed at ‘on’.–– \n (1) When a Loco Pilot finds an Automatic Stop signal with an ‘A’ marker at \n‘on’, he shall bring his train to a stop in rear of that signal and wait there \nfor one minute by day and two minutes by night. \n (2) If after waiting for this period the signal continues to remain at ‘on’, and \nif telephone communication is provided near the signal, the Loco Pilot \nshall contact the Station Master of the next block station or the \nCentralised Traffic Control Operator o f the section where Centralised \nTraffic Control is provided, and obtain his instructions. The Station \nMaster or the Centralised Traffic Control Operator, as the case may be, \nshall, after ascertaining that there", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 228, + "text": "201. \nis no train ahead upto the next signal and that it is otherwise safe for \nthe Loco Pilot to proceed so far as is known, give permission to the \nLoco Pilot to pass the signal in the ‘on’ position and proceed upto \nthe next signal, as may be provided under special instructions. \n (3) If no telephone communication is provided near the signal or if the \ntelephone communication provided near the signal is out of order \nand cannot be made use of, the Loco Pilot shall give the prescribed \ncode of whistle a nd exchange signals with the Guard and then \nproceed past the signal as far as the line is clear, upto the next Stop \nsignal in advance, exercising great caution so as to stop short of any \nobstruction. \n (4) The Guard shall show a Stop hand sign al towards the rear when the \ntrain has been so stopped at an Automatic Stop signal, except as \nprovided for under sub-rule (6). \n((AASS NNoo..77,, ddaatteedd 0066..0044..1111 –– iitteemm NNoo..33)) MMooddiiffiieedd \n (5) Where owing to the curvature of the line, fog, rain, dust stor m, engine \nworking the train pushing it or other causes, the line ahead cannot be seen \nclearly, the Loco Pilot shall proceed at a very slow speed, which shall under \nno circumstances exceed 10 kilometers an hour. Under these \ncircumstances, the Loco Pilot, when not accompanied by an assistant Loco \nPilot, and if he considers necessary, may seek the assistance of the Guard \nby giving the prescribed code of whistle. \n (6) When so sent for by the Loco Pilot, the Guard shall accompany him \non the engine cab, before he moves forward, to assist the Loco Pilot \nin keeping a sharp look-out. \n (7) When an Automatic Stop signal has been passed at ‘on’, the Loco \nPilot shall proceed with great caution until the next Stop signal is \nreached. Even if this s ignal is ‘off’, the Loco Pilot shall continue to \nlook out for any possible obstruction short of the same. He shall \nproceed cautiously upto that signal and shall act upon its indication \nonly after he has reached it. \nS.R.9.07.2.1 The Loco Pilot of a train passing an Automatic Stop signal at ‘on’, on single line \nshall also adhere to the provisions of subsidiary rules given under Rule 9.02. \n((AASS NNoo..66,, ddaatteedd 2255..1111..1100 –– iitteemm NNoo..55)) SSRR 99..0077..22 aaddddeedd \nS.R.9.07.2.2 : For maximum speed of train during dense fog in Auto matic Block \nSystem, refer S.R.3.61.9. \n \n9.08. Person in charge of working trains on Automatic Block System on single line. \n (1) Except where Centralised Traffic Control is in operation, the Station Master \nshall be responsible for the working of trains at and between stations. \n (2) On a section where Centralised Traffic Control is in operation, the \nCentralised Traffic Control Operator shall be responsible for the working \nof trains on the entire section except as provided for in sub-rule (3). \n (3) On a section where Centralised Traffic Control is in operation, the \nworking of trains at a station or part of a station may be taken over by or \nhanded over to the Station Master during emergency or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 229, + "text": "202 \n \nas prescribed by special instructions. When such emergency control is \ntransferred, the Station Master shall be the person in charge of working \ntrains at the station or part of the station and the station shall be worked \nin accordance with sub-rule (1). \n \n \nC. Rules applicable to both Double and Single Lines \n \n \n9.09. Working of trains on Centralised Traffic Control territory.— \nOn a section where Centralised Traffic Control is in operation, the working of \ntrains shall be governed by Special Instructions. \nS.R.9.09. There is no Centralised Traffic Control on this railway. \n \n9.10. Protection of a train stopped in an Automatic block signalling section.–– \n (1) When a train is stopped in an Automatic block signalling section, the \nGuard shall immediately exhibit a Stop hand signal towards the rear and \ncheck up that the tail board or tail light is correctly exhibited. \n (2) If the stoppage is on account of accident, failure, or obstruction and the \ntrain cannot proceed, the Loco Pilot shall sound the prescrib ed code of \nwhistle and the train shall be protected immediately as per Rule 6.03 \nexcept that for the protection of the occupied line one detonator shall be \nplaced at 90 metres from the train on the way out and similarly two \ndetonators, 10 metres apart, not less than 180 metres from the train or at \nsuch distance as has been fixed by special instructions. \nS.R. 9.10.1.When a train is stopped in an automatic block signalling section between \nstations for any reason and the Loco Pilot finds that his train cannot proceed further and it is \nnecessary to protect the train, the Loco Pilot shall give four short whistles repeatedly and \nswitch on flasher light. He shall exchange hand danger signal with Guard or communicate \nusing VHF set/CUG mobile phone and by bell code in case of EMU/DMU trains. \n2. The Guard, during day, fix a red flag on the side light bracket of his brake -van or on the \nhandle of the door or at such place on the brake -van which can be easily seen by the Loco \nPilot and at night the Guard shall rotate the side lights of his brake-van to show red towards \nthe engine, wherever provided. He shall also ensure that during day, the tail board is in \nposition and at night that the tail lamp and side lights are burning brightly. Thereafter, the \nprotection shall be done as under:- \n3. Protection on Single Line: \nOn a single line section the Loco Pilot / Assistant Loco Pilot shall immediately protect the \ntrain in front as per Rule 6.03. The Guard shall protect in rear duly placing one detonator at \n90 metres from the tra in on the way out and similarly two detonators, 10 metres apart, not \nless than 180 metres from the train. On the way back the intermediate detonator can be \npicked up. \n4. Protection on Double Line/Multiple Lines \nThe Guard shall first ensure the protection o f adjacent line, in front by the Loco Pilot/ \nAssistant Loco Pilot as per Rule 6.03. The Guard shall proceed to protect his train in rear", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 230, + "text": "203 \n \nduly placing one detonator at 90 metres from the train on the way out and similarly two \ndetonators, 10 metres apart, not less than 180 metres from the train. \n5. Protection on Double Line during TSL working on wrong line \nOn a double line section, during TSL working, when the train is proceeding on wrong line, \nthe protection shall be done as per Rule 6.03 by the Loc o Pilot/Assistant Loco Pilot in the \nfront and in rear by the Guard. \n6. Protection on Double Line during TSL working on right line \nOn a double line section, during TSL working, when a train is proceeding on right line, the \nprotection in front shall be done as per Rule 6.03 by the Loco Pilot / Assistant Loco Pilot and \nin rear by the Guard duly placing one detonator at 90 metres from the train on the way out \nand similarly two detonators, 10 metres apart, not less than 180 metres from the train. \n7. Protection when relief Loco is sought \n7.1 When relief Loco is sought and expected from the station in advance during day, the \nprotection in front need not be done. However, the Guard shall stand at an adequate \ndistance from the point of obstruction and display Stop hand signal. \n7.2. During night, the front portion shall be protected as per Rule 6.03. After relief loco \ncomes to a stop, the Guard shall remove three detonators and allow the intermediate \ndetonator to explode, which will alert the Loco Pilot that he is approaching the obstruction. \n8. When the train is ready to leave, a long whistle shall be given to recall the railway servant \ndeputed to protect the train in rear. The railway servant on hearing the long whistle shall \nproceed towards the train leaving the thre e detonators and picking up the intermediate \ndetonator. \n9. In case of a train without a Guard, the duties of the Guard, as laid down shall devolve on \nthe Loco Pilot or Assistant Loco Pilot. In the case of disability of a train running without \nAssistant Loco Pilot, the duties of Assistant Loco Pilot shall devolve on the Guard. \n \n9.11. Loco Pilot to report failures.–– \n (1) When a Loco Pilot has to pass an Automatic Stop signal at ‘on’, he shall \nstop his train at the next reporting station or cabin as prescribed by \nspecial instructions and report particulars of Automatic Stop signals \npassed at ‘on’ by him. \n (2) The Station Master or person in charge of the reporting station or cabin shall \npromptly report the fact to the signal and operating officials concerned. \nS.R.9.11.1 An automatic Stop signal should be considered to have failed when – \n (i) the signal exhibits no aspect at all, or \n (ii) the signal displays more than one aspect (bobbing / flickering) etc. \n2. Whenever failure of Automatic signal has taken place, the Loco Pilot shall, on \napproaching the next reporting station, sound the prescribed whistle code and inform the \nStation Master on duty of failure, giving the number of the signal that has failed and passed \nby him at ‘on’. \n3. For this purpose, the following block stations are treated as reporting stations – \n (i) Hyderabad Division \n - Sitafalmandi, Kacheguda, and Falaknuma \n Malkajgiri, Cavalry Barracks and Bolarum. \n (ii) Secunderabad Division \n- Moula Ali, Lalaguda, Secunderabad Junction, Hussain sagar Jn, \n- Hyderabad, Sanathnagar, Hafizpet and Lingampalli.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 231, + "text": "204 \n \n (iii) Vijayawada Division \n - Vijayawada Junction and Krishna canal Junction. \n4. The Station Master on receipt of signal failure shall at once advise by telephone the Signal \nMaintainer concerned, the SCOR and the Station Master in rear, giving the correct number \nof the signal that has failed duly making suitable entry in the S&T failure register. \n5. When the Signal Maintainer finds that the failure of signal / signals in the automatic \nsection is likely to last for some time and cause serious delay to trains, he shall advise by \ntelephone the Station Master at the station in rear, JE (Signals) and SCOR concerned. \n6. The Station Master on duty at the block station in rear shall arrange for the issue of \nCaution Order to the Loco Pilots, of all the following trains in respect of the signal that has \nfailed, giving its position and number and instruct them to proceed with caution in \naccordance with Rule. 9.02 and SRs thereunder. \n7. The Station Master of the block station in rear shall also make an entry in the S&T failure \nregister that have been reported to him for the issue of Caution Orders. \n8. After the failure has been rectified, the Signal Maintainer shall immediately advise the \nStation Master o n duty at block station, who will inform the SCOR giving the time at which \nthe failure was rectified. The Station Master shall discontinue the issue of Caution Order for \nsubsequent trains duly intimating the Station Master at the other end. \n \n9.12 Procedure during failure of Automatic signalling.–– \nWhen a failure of automatic signalling is likely to last for some time and cause \nserious delay, trains shall be worked from station -to-station over the section \nor sections concerned under special instructions. \nS.R.9.12.1. Procedure for working of trains on double line during prolonged failure of \nall signals likely to last for sometime and cause serious delay when means of \ncommunications are available. \nIn the event of failure of all signals occurring between two b lock stations worked under \nAutomatic Block System, the officials concerned of the signalling department shall inform all \nconcerned that the failure of signals is likely to last for some time and cause serious delay. \nThe Automatic Block Working shall be sus pended by the Station Masters on either side of \nthe affected block section. After ensuring that all the trains, which have entered the section, \nhave arrived complete, the entire section between the two block stations shall be treated as \none block section b y the Station Masters under exchange of messages, supported by \nPrivate numbers. The trains shall be worked from block station to block station as per the \nfollowing procedure:- \n1.1. The Station Master shall inform the SCOR. \n1.2. Before any train is allowed to enter the affected section, it shall be brought to a stand \nand the Loco Pilot and the Guard of the train advised of the circumstances by the Station \nMaster. \n1.3. The Station Master on duty at the station in rear of the affected section shall o btain \n‘Line Clear’ for the train by any one of the alternative means of communications in the order \nof priority indicated below:- \n1.3.1 Station to Station fixed telephones wherever available, \n1.3.2 Fixed telephone such as railway auto-phone and BSNL phone, \n1.3.3 Control Telephone, and \n1.3.4 VHF set. \n1.4 The Station Master on duty at the station in advance shall not grant such Line Clear \nunless:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 232, + "text": "205 \n \n1.4.1 The whole of the last preceding train has arrived complete, \n1.4.2 All signals behind the said train have been put back to ‘on’, \n1.4.3 The line on which it is intended to receive the incoming train is clear for at least 120 \nmetres beyond the Starter or the place, at which the trains usually come to a stand, and \n1.4.4 All the points have been correctly s et and locked for the admission of the train on the \nsaid line. \n1.5.1 The Station Master after obtaining ‘Line Clear’ from the station ahead shall give the \nLoco Pilot / Motorman of the train an “Authority to Proceed on Automatic Block System \nduring prolonged failure of signals” (T/D 912) with distinguishing number / numbers of \nthe departure signal, gate signals and other intervening signals required to be passed at ‘on’ \nindicated on this authority authorizing the Loco Pilot / Motorman to pass them. \n1.5.2 Before handing over the ‘authority to proceed’, all the points, over which the train will \npass, shall be correctly set and locked and if there are any LC gates, the Gatemen shall be \ninformed under exchange of private numbers. \n1.5.3. The Loco Pilot of the fi rst train, entering the affected section on “Authority to \nProceed on Automatic Block System during prolonged failure of signals” (T/D 912) \nshall proceed with utmost caution and shall not exceed 25 KMPH under any circumstances, \nsubject to other speed restri ctions in force. The Loco Pilot shall continue to look out for any \nobstruction until he reaches the station ahead. \n1.5.4. After ensuring that the first train has arrived safely at the station ahead of the affected \nsection, the Loco Pilots of all subsequent trains shall be advised to proceed at normal speed \nsubject to the observance of any other speed restrictions in force exercising great caution. \n 1.6. While approaching the station ahead, the Loco Pilot shall act as per the aspect of the \nsignal. \n1.7 All entries regarding train working shall be recorded in red ink in TSR. Clearance of the \nsection by each train shall be intimated to the station in rear supported by a private number. \n1.8 The SCOR shall be kept advised of all train movements taking place in the affected \nsection, who shall record the same. \n1.9 As soon as signals are put right by the competent authority, normal working of trains on \nAutomatic Block System shall be resumed, after exchanging messages supported by Private \nNumbers by the Station Mas ters concerned assuring that the section is clear. The SCOR \nshall be informed of the resumption of normal working. \n1.10 All the records in connection with the trains working on this system shall be retained at \nthe station and the Traffic Inspector of the section shall scrutinise them and submit his report \nto the Sr. DOM / DOM within seven days of resumption of normal working. \n \nSR 9.12.2 Procedure for working of trains on double line during prolonged failure of \nsignals likely to last for sometime and cause s erious delay when no means of \ncommunications are available. \n In the event of failure of all signals between two block stations worked under Automatic \nBlock System and when Line Clear cannot be obtained by any of the following means, \nnamely, \n2.1.1 Station to Station fixed telephones wherever available, \n2.1.2 Fixed telephone such as railway auto-phone and BSNL phone, \n2.1.3 Control Telephone, and \n2.1.4 VHF set.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 233, + "text": "206 \n \nThe following procedure shall be adopted for working of trains:–– \n2.2. Before any train is allowed to enter the interrupted section, it shall be brought to a stop \nand the Loco Pilot/Motorman and the Guard of the train shall be advised of the \ncircumstances by the Station Master. \n2.3. All the points over which the train will run within th e affected area shall be correctly set \nand locked before the movement of any train is authorized over them. \n2.4. The Station Master shall give ‘Authority to proceed without Line Clear on automatic \nblock signalling territory’ on the prescribed form T/B.912 to the Loco Pilot/Motorman of \neach train, which includes - \n2.4.1 An authority to proceed without line clear, \n2.4.2 An authority to pass signals in ‘on’ position authorising the Loco Pilot/ Motorman to \npass the Automatic signals intervening the two block stations at ‘on’, the Semi -Automatic \nsignals and manually operated signals at ‘on’ being hand signalled past by a competent \nrailway servant in uniform deputed for the purpose and observe the gate rules before \npassing the level crossing. The individual dist inguishing number / numbers of each \nautomatic / semi-automatic / manually operated and gate signal / signals shall be indicated \non this authority. \n2.4.3 A Caution Order restricting the speed to 25 KMPH over the straight with clear view and \n10 KMPH when approaching or passing any portion of the line where the view ahead is not \nclear due to curvature of the line, fog, rain, dust storm or any other cause, subject to the \nobservance of other speed restrictions imposed and speed over facing points being \nrestricted to 15 KMPH. \n2.5. No train shall be allowed to enter an affected section until there is a clear interval of 15 \nminutes or running time between two stations, whichever is more, between the train about to \nleave and the train which has immediately preceded. \n2.6 In the event of a Loco Pilot approaching or passing any portion of a line where view \nahead is not clear, the Assistant Loco Pilot where available or Pointsman deputed from \nstation with hand signals shall be sent in advance to guide the further movement of the train. \nA sharp look-out ahead should be kept and the engine whistle freely used. \n2.7. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a Stop \nhand signal to prevent the approach of a train from the rear and to protect it, if necessary, as \nper extant rules. \n2.8. When approaching the block station ahead, the Loco Pilot shall bring his train to a stop \noutside the FSS and sound one long whistle. The Station Master shall arrange to receive the \ntrain by taking ‘off’ the relev ant reception signal or by taking ‘off’ Calling -on signal or after \nsatisfying himself that all points have been correctly set and locked, pilot the train duly \nissuing (T/369(3b). \n2.9. The Loco Pilots of all trains shall hand over the authority to proceed w ithout Line Clear \n(T/B.912) to the Station Master of the block station at the other end of the affected section. \n2.10. Record of all trains worked over the affected section on authority to proceed without \nLine Clear during the failure of signals and total interruption of communications, shall be \nmaintained in the TSR in red ink at both the stations concerned. \n2.11. Trains shall continue to work on this system until any one of the means of \ncommunications is restored by the competent authority. \n2.12. As soon as both the signals and communication are put right, normal working of trains \nshall be resumed. But where signals continue to remain inoperative and any one of the \nmeans of communications is restored, trains shall be worked in accordance with", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 234, + "text": "207 \n \nthe instructions contained in SR 9.12.01 after exchanging a message with the Station Master \nat the other end of the affected section in the following form- \n–––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––– \nDate: \nTime: \nFrom: SM ‘A’................... To: SM ‘B’................. \nNo .............. \n \n Last Up/Down Train ………….. (Number and description) which left your station at ------- \nhrs has arrived complete at .......hour s at my station. Last Up/Down train ............. (Number \nand description) despatched from my station at ……..hrs and arrived complete at ………hrs \nat your station. Cancel the present method of working of trains. Line Clear shall hereafter be \nobtained by means of .............. Please acknowledge. My Private Number is ………… \n \nSignature of Station Master \n––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––- \n On receipt of the above message, the Station Master at the other end of the affected \nsection shall acknowledge the same only after he is satisfied from his TSR about the \ncomplete arrival of the last up/down train despatched from Station ‘A’ and a lso complete \narrival at Station ‘A’ of the last up/down train despatched from Station ‘B’ in the following \nform: \n \nDate: \nTime: \nFrom: SM ‘B’............ To: SM ‘A’ .................. \nNo. ......... Your message No. ............ \n Understand that up/down train……………. (Number and description) which was the \nlast train to leave my station has arrived complete at your station at …….. hrs. Train \n…………… (Number and description) which was the last up/down train, left your station has \narrived complete at my station at ............... hours. \n Present method of train working is cancelled and the Line Clear for the next train \nshall be obtained by means of........... My Private Number is ……………………. \n Signature of Station Master \n–––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––– \n2.13 Line Clear shall not be obtained or granted by any means of communication which has \nbeen restored until both the Station Masters are satisfied from their records that all trains \ndespatched from their stations have arrived complete at the other station and the block \nsection of bo th up and down lines are free from obstruction as above under exchange of \nprivate numbers. Thereafter intimation about this shall be given to the SCOR, if possible. \n2.14. All the records in connection with the trains working on this system shall be retained at \nthe station and the Traffic Inspector of the section shall scrutinise them and submit his report \nto the Sr. DOM / DOM within seven days of resumption of normal working.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 235, + "text": "208 \n \nSR 9.12.3 Procedure for working of trains during obstruction of on e line when signals \nare operative and communications are available on double line. \n In the event of obstruction of one line on double line in an area, consisting of two or more \nblock stations when signals are operative and communications are available , the following \nprocedure shall be adopted for working of trains- \n3.1. When it is desired to introduce temporary single line working on double line, the Station \nMaster at one end of the affected section shall, on receipt of reliable information that one line \nis clear, take steps to introduce temporary single line working on that line in consultation with \nSCOR and the Station Master of the station at the other end of the section. \n3.2. If there is a reason to suspect that the line over which temporary single line working is to \nbe introduced, is also fouled or damaged, temporary single line working shall not be \nintroduced until a responsible Engineering official not lower than the rank of an Inspector has \ninspected that section and certified that the line is safe for the passage of trains. \n3.3. The Temporary Single line working shall be introduced between the nearest stations \nprovided with favourable cross -overs connecting up and down lines on either side of the \nobstruction. \n3.4 After ascertaining that one of t he lines is clear for the passage of traffic, the Station \nMaster proposing temporary single line working shall issue a message to the Station Master \nat the other end of the affected section under exchange of Private Numbers, containing the \nfollowing information - \n3.4.1. Cause of introduction of single line working, \n3.4.2. The line on which single line working is proposed, \n3.4.3. The source of information that the said line is clear, \n3.4.4. Place of obstruction with Kilometreage, \n3.4.5. Speed restrictions, if any, on this line. \n3.4.6. The number and timings of the last train which arrived at the block station. \n3.5. On receipt of acknowledgement from the Station Master at the other end accompanied \nby the required particulars and confirmed by a Private Number , single line working may be \nintroduced as follows: \n3.5.1.Line Clear shall be obtained by any one of the alternative means of communications in \nthe order of priority indicated below:- \n3.5.1.1. Station to station fixed telephones, or \n3.5.1.2. Fixed telephones such as railway auto-phone and BSNL telephone, or \n3.5.1.3. Control telephone, or \n3.5.1.4. VHF sets. \n3.6. Despatch of trains on the wrong line: \nFor each first train running in the wrong direction, Line Clear shall neither be asked for nor \ngranted unless the two Station Masters have assured under exchange of Private Numbers \nthat all trains running in the right direction have already arrived complete at the station in \nadvance. \n3.6.1 Station Master shall ensure that the level crossings, if any, are cl osed before handing \nover the authority to the Loco Pilot of the train to enter into the block section. \n3.7. The Loco Pilot of the first train running in the wrong direction shall be given an \nauthority in the prescribed form “Authority for Temporary Singl e line working on double line” \n(T/D.602), which includes: \n3.7.1 Line clear ticket – Authority to Proceed, \n3.7.2 Authority to pass signal in on position, \n3.7.3 A Caution Order - on which it shall be clearly stated that - \n3.7.3.1. The line on which the train is to run, \n3.7.3.2. The kilometres between which the obstruction exists on the obstructed line,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 236, + "text": "209 \n \n3.7.3.3. Any speed restriction which may have been imposed, \n3.7.3.4 An assurance to the effect that trap points, if any, on the said line have been \ncorrectly set, spiked or clamped and padlocked. \n3.7.4. The authority – T/A.912 shall also be issued to ascertain that the points of outlying \nsidings, where provided are correctly set and locked and / or the level crossing gates are \nclosed and hand sig nals are displayed by the railway servant in uniform at the points, level \ncrossing gates before passing them. \n3.8. All the points shall be correctly set and locked in the route over which the train will run \nbefore the movement of any train is authorized over them. \n3.9. An endorsement shall also be made on the Caution Order in T/D.602 given to the Loco \nPilot of the first train to stop and inform all Gatemen, Gangmen, Patrolmen, OHE staff, \nTelecom staff and any other staff on the way about the introduction o f temporary single line \nworking specifying the line on which the trains will run. \n3.10. The speed of the first train passing over the temporary single line shall be restricted to \n25 KMPH subject to the observance of any other speed restriction already in f orce. \nSubsequent train(s) in wrong direction may run at normal speed subject to observance of \nany other speed restriction already in force. \n3.11. Trains in the wrong direction shall be piloted out at the dispatching station on the \nfollowing memo: \n \nSOUTH CENTRAL RAILWAY \nPILOT - OUT memo \n(Loco Pilot / Record ) \n Date: \n Time: \nFrom To \nSM / ……………. The Loco Pilot of ………………….. : \n You are hereby authorized to start your train from line No. ………………. to enter the \nwrong line. All the points on the route are correctly set and locked. Observe hand \nsignals and proceed forward with the speed not exceeding 15 KMPH over points. \n \nSignature of the Loco Pilot Signature of Station Master \n Station stamp \n \n3.12. Reception of trains running on wrong line: \nWhile approaching the next station, the Loco Pilot shall bring his train to a stop opposite the \nFSS pertaining to the right line or at the LSS pertaining to the wrong line (on which his train \nis running), whichever he comes across first. \n3.13 After ensuring that all the poi nts in the route are correctly set and locked, the Station \nMaster of the station in advance shall depute a railway servant in uniform at the foot of the \nsignal who shall stop the train on Stop hand signal and thereafter pilot into the station on the \nfollowing memo issued by the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 237, + "text": "210 \n \nSOUTH CENTRAL RAILWAY \nPILOT - IN memo \n(Loco Pilot / Record ) \n Date: \n Time: \nFrom To \nSM / ……………. The Loco Pilot of ………………….. : \nYou are hereby authorized to bring your train on to line No. ………………. . All the points \non the route are correctly set and locked. Observe hand signals and proceed forward with \nthe speed not exceeding 15 KMPH over points. \n \nSignature of the Loco Pilot Signature of Station Master \n Station stamp \n \n3.14.1. Despatch of trains running on right line: \n1. Each first train running in the right direction shall be despatched by issuing “Authority for \nTemporary Single line working on double line” (T/D.602) to the Loco Pilot. In addition, the \nauthority – T/A.912 shall also be issued. Train may run at normal speed subject to \nobservance of any other speed restriction in force. \n2. On clearance of the first train into the next block station, subsequent trains to run in the \nright direction may be allowed to follow each other on Automatic Signal aspects provided the \nstation in rear has intimated the station in advance of the fact that he is despatching \nparticular train/trains to follow and has ascertained his readiness to receive it/them. Private \nNumbers shall be exchanged for this transaction. \n3. All fixed signals governing the movement of trains in the right direction shall be taken ‘off.’ \n3.14.2. Reception of trains running on right line \n1. The trains approaching the block station in advance on right line shall be received by \ntaking ‘off ‘ relevant reception signals. \n2. Clearance of each train shall be intimated to the Station Master of the rear station \nsupported by a Private Number. \n3.15. Resumption of normal working - \n3.15.1. On receipt of written certificate from a responsible Engineering official not lower than \nthe rank of PWI that the obstructed track is free and safe for passage of trains or information \nabout removal of cause for introduction of TSL working, the Station Master will issue a \nmessage to other station or stations, as the case may be, under exchange of Private \nNumbers and inform SCOR. Then the normal working shall be introduced. \n3.15.2. All entries regarding train working shall be recorded in red ink in TSR. An entry shall \nalso be made in red i nk in the TSR at the stations concerned showing the time double line \nworking was suspended, the time single line working was introduced and the time normal \nworking was resumed. \n3.16. All the records in connection with the temporary single line working shall be retained at \nthe station and the Traffic Inspector of the section shall scrutinize them and submit his report \nto the Sr.DOM / DOM within seven days of the resumption of normal working.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 238, + "text": "211 \n \nSR.9.12.4. Procedure for working of trains during obstruction of one line on Double line / \nMultiple lines when no means of communications are available and signals have also failed. \n4.1. During one line or more lines on double line / multiple lines obstructed due to an \naccident to a train when no means of communications are available and signals have also \nfailed, the trains shall be worked as under : \n4.2. Temporary Single line working shall be introduced only after a responsible official of the \nengineering department not lower in rank than an Inspector, has certified that the other line \non which single line working is to be introduced is free and safe for passage of trains. Such \nan Engineering official shall give the certificate only to the Station Master of the station at the \nend of the affected section for which the unobstructed line shall be the right line for \ndispatching train. On receipt of this certificate, the Station Master will follow the rules \nprescribed for opening of communications on single line (SR 6.02.4). \n4.3. Communications shall be opened for establishing the direction of traffic by sending the \nlight engine / train engine / motor trolley / tower wagon / trolley / Cycle trolley / Moped trolley \n/ Diesel Car / Rail Motor Car / EMU/MEMU/DMU/DHMU/DEMU in th e order of preference \nafter detraining the passengers. When motor trolley / trolley / cycle trolley / moped trolley is \nused for opening communications, Guard or Assistant Station Master shall accompany. \n4.4. The Station Master will hand over “Authority fo r opening communication during total \ninterruption of communication on single line section” (T/B.602) to the Loco Pilot/Guard or \nStation Master going to open the communications. This authority includes: \n4.4.1. an ‘authority to proceed without Line Clear ’, \n4.4.2. an authority to pass signals in ‘on’ position, \n4.4.3. a Caution Order restricting the speed to 15 KMPH over the straight with clear view and \nnot exceeding 10 KMPH when approaching or passing any portion of the line where the view \nahead is not clear due to curve, obstruction, rain, fog or any other cause, subject to the \nobservance of other speed restrictions imposed and speed over facing points being \nrestricted to 15 KMPH. The Caution Order shall also contain the line on which the light \nengine / train engine / motor trolly / tower wagon / EMU/ MEMU/DMU/DHMU/DEMU is to \nrun, and the kilometres between which the obstruction exists. \n4.4.4. A line clear enquiry message addressed to the Station Master of the block station at \nthe other end of the affected block section asking Line Clear for the train waiting to be \ndespatched to his station. \n4.4.5. A conditional line clear message addressed to the Station Master of the block station \nat the other end of the affected block section permitting him to return the light engine / train \nengine either light or attached to a train waiting to be despatched from his station, or \nattached with another engine; or \n4.4.5.1. to return Tower Wagon / Diesel Car / Rail Motor Car / EMU / MEMU / DMU / DHMU \n/ DEMU rake running by itself; or \n4.4.5.2 to return motor trolley / trolley / cycle trolley / moped trolley either running by itself or \nloaded in a train waiting to be despatched from his station. \n4.4.6 Authority T/A.912 shall also be issued - An authority authorising the Loco \nPilot/Motorman to pass the Automatic signals intervening the two nominated stations at ‘on’, \nthe Semi-Automatic signals and manually operated signals on being ha nd signalled past by \na Pointsman or any other railway servant in uniform deputed for the purpose and observe \nthe rules for passing the LC gates. The individual distinguishing number/numbers of each \nAutomatic, Semi-Automatic, manually operated, and Gate sig nal/signals shall be indicated \non this authority.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 239, + "text": "212 \n \n4.5 An endorsement shall also be made on the Caution Order given to the Loco Pilot of the \nfirst train to stop and inform all Gatemen, Gangmen, patrolmen, OHE staff, Telecom staff \nand any other staff on the way, about the introduction of temporary single line working. The \nline on which the trains will run shall also be specified. \n4.6 The Station Master shall satisfy himself that the Guard and the Loco Pilot thoroughly \nunderstand about the stations betwee n which and the line on which temporary single line \nworking has been introduced and the relevant rules to be followed during total failure of \ncommunications on single line. He shall also obtain the signature of the Loco Pilot and the \nGuard in form T/B 602. \n4.7. All the points in the route over which the trains run within the affected area shall be \ncorrectly set and locked before the movement of any train is authorized over them. \n4.8 After despatching a light engine / train engine / motor trolley / tower w agon / trolley / \nCycle trolley / Moped trolley / empty Diesel Car / Rail Motor Car / EMU / \nMEMU/DMU/DHMU/DEMU for opening communication, no other train or engine shall on any \naccount be allowed to leave in the same direction or no obstruction of the line o utside the \noutermost facing points shall be allowed until the return of the light engine / train engine / \nmotor trolley / tower wagon / trolley / Cycle trolley / Moped trolley / empty Diesel Car / Rail \nMotor Car / EMU / MEMU/DMU/DHMU/DEMU. \n4.9. The Loco Pilot of such a light engine / train engine / motor trolley / tower wagon / trolley \n/ Cycle trolley / Moped trolley / Diesel Car / Rail Motor Car / EMU / \nMEMU/DMU/DHMU/DEMU proceeding to open communications shall proceed at a speed \nnot exceeding 15KMPH ove r the straight with a clear view and not exceeding 10 KMPH \nwhen approaching or passing any portion of the line when the view ahead is not clear \nmaking free use of the engine whistle. In thick, foggy or tempestuous weather, the Loco \nPilot shall proceed at walking speed, whistling repeatedly, preceded by two men on foot at \nan adequate distance, one displaying a red light and the other carrying fog signals ready for \nimmediate use. In such circumstances, one of these men will be provided by the Station \nMaster from his Group ‘D’ staff and the other by the Loco Pilot. Both these men will have \ntheir duties clearly explained to them by the Station Master who would satisfy himself that \nthey thoroughly understood the same, in the presence of the Loco Pilot. \n4.10 On arrival of the light engine / train engine / motor trolley / tower wagon / trolley / Cycle \ntrolley / Moped trolley / Diesel Car / Rail Motor Car / EMU/ MEMU/DMU/DHMU/DEMU at the \nnext block station in advance, the Loco Pilot / Driver shall hand over T/B.602 to the Station \nMaster who shall retain it in station records. \n4.11 The Station Master on the authority of the CLC message shall despatch the train \nwaiting from his station. The Loco Pilot shall be given the following documents: \n4.11.1 Conditional Line Clear ticket (T/G.602 up or T/H.602 down) as authority to proceed for \nthe Light engine / train engine etc., to return, \n4.11.2 Line Clear reply message (T/F.602) for the train to leave from the station waiting at \nthe other end of the affected section, \n4.11.3 A Caution Order clearly stating the line on which the train is to run, the kilometres \nbetween which the obstruction exists on the affected line, and any temporary restriction of \nspeed which may have been imposed, \n4.11.4 A Line Clear enquiry message (T/E.602) addressed to the Station Master of the block \nstation in rear seeking Line Clear for the waiting/expected train to proceed from his station \nafter the arrival of the train for which reply message is given \n4.11.5 Trains in the wrong direction shall, howeve r, be piloted out at the despatching station \non the following memo:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 240, + "text": "213 \n \n \nSOUTH CENTRAL RAILWAY \n PILOT - OUT memo \n (Loco Pilot / Record ) \n Date: \n Time: \n \nFrom To \nSM / ……………. The Loco Pilot of ………………….. \n You are hereby authorized to start your train from line No. ………………. and to enter \nthe wrong line. All the points on the route are correctly set and locked. Observe hand \nsignals and proceed forward with the speed not exceeding 15 KMPH over points. \n \nSignature of the Loco Pilot Signature of Station Master \n Station stamp \n \n \n4.12 On reaching the next station, the Loco Pilot shall bring his train to a stop opposite the \nFSS pertaining to the right line or at the LSS pertaining to the wrong line (on which his train \nis running), whichever he comes across first. \n4.12.1 After ensuring that all relevant points are correct ly set and locked, the Station Master \nof the station shall depute a railway servant in uniform at the foot of the signal (whichever the \ntrain would encounter first) who shall stop the train on Stop hand signal and thereafter ‘ pilot \nin’ into the station on the following memo issued by the Station Master. \n \n \nSOUTH CENTRAL RAILWAY \n PILOT - IN memo \n (Loco Pilot / Record ) \n Date: \n Time \nFrom To \nSM / ……………. The Loco Pilot of ………………….. \nYou are hereby authorized to bring your train on to line No. ………………. . All the points on \nthe route are correctly set and locked. Observe hand signals and proceed forward with the \nspeed not exceeding 15 KMPH over points. \n \nSignature of the Loco Pilot Signature of Station Master \n Station stamp \n \n \n4.13 On arrival at the station, the Loco Pilot shall hand over the Line Clear reply message \n(T/F.602) to the Station Master who shall retain this document in station records and on its \nauthority issue a Conditional Line Clear Ticket for the waiting train. \n4.14 The speed of trains passing over the temporary single line shall be normal subject to \nobservance of other speed restrictions imposed and speed over faci ng points being \nrestricted to 15 KMPH. \n4.15 If there be an even flow of trains in both the directions, the LC enquiry message and LC \nreply message for each succeeding train may be sent with the Guard of the preceding train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 241, + "text": "214 \n \n4.16 The arrival and departure timings of all trains shall be carefully recorded in the TSR in \nred ink. \n4.17 If the Station Master, at one end, has more than one train to despatch in the same \ndirection before another train is normally expected from the opposite direction, he shall \nmention in the Line Clear enquiry message the numbers of trains he wants to despatch and \nalso state therein that the latter trains will be despatched after the first train at intervals of 15 \nminutes or full running time whichever is more. After the receipt of L ine Clear reply, for the \nrequired number of trains the Station Master while despatching the first train shall endorse \non the Line Clear ticket that a particular train (giving its number and description in full) shall \nfollow after 15 minutes interval or ful l running time whichever is more. The Loco Pilots of \nsecond and subsequent following trains shall be given a Caution Order restricting the speed \nto 25 KMPH over the straight, when the view ahead is clear and 10 KMPH when \napproaching or passing any portion of the line, where the view ahead is not clear due to \ncurve, obstruction, rain, fog or any other cause and also the information about the preceded \nand succeeding trains. \n4.18. Resumption of normal working - \n4.18.1. The normal working shall not be resumed unless - \nAny one of the Station Masters of the affected block section, has received a written \ncertificate from a responsible Engineering official that the obstructed track is free and safe \nfor passage of trains, and \n4.18.2. Signals are put right and any one of the means of communications is restored by the \ncompetent authority. \n4.19.1. In case, when obstruction is removed but signals continue to remain inoperative and \nany one of the means of communications is available, the trains shall be worked in \naccordance with instructions prescribed in SR 9.12.1. \n4.19.2. In case, when obstruction is removed but signals continue to remain inoperative and \nnone of the means of communications are available, the trains shall be worked in \naccordance with the instructions prescribed in S.R. 9.12.2. \n4.19.3. In case where the signals are put right and any one of the means of communications \nis available, but the obstruction continues, the instructions as prescribed in S.R. 9.12. 3 shall \nbe observed. \n4.20. An entry in red ink sha ll also be made in the TSR of the stations concerned showing \nthe time when normal working was suspended and the time when normal working was \nresumed. \n4.21. All the records in connection with the train working under this system shall be retained \nat the stat ion and the Traffic Inspector of the section shall scrutinize them and submit his \nreport to the Sr. DOM/DOM within 7 days of the resumption of the normal working. \n \nSR 9.12.5 Procedure for working of trains during prolonged failure of all signals when \nno means of communications are available on single line. \nRules and regulations for working of trains during total interruption of communications on \nsingle line section should be adopted as per SR 6.02.4. \n \nSR 9.12.6 Despatch of relief engine / relief train into an occupied / obstructed block \nsection or relief engine to assist the disabled engine / train. (T/C 912) \n \n1. When a block section between two block stations in Automatic Block System is occupied \n/ obstructed due to accident / special works or disabled train a nd if it is required to \ndespatch a relief engine / a relief train into such block section, it can be despatched", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 242, + "text": "215 \n \nonly after ensuring that the section between the obstruction and the block stations is free \nof any train, by issuing “Authority for Relief engine / relief train to enter into an \noccupied/obstructed Automatic block section” (T/C 912), which contains the following:- \n1.1 Authority to proceed without line clear – authorising to proceed cautiously without Line \nClear from station upto the point of obstruction at KM on up/down line and clear back the \nsection to the block station from which it is started or to the station at the other end of the \naffected block section. \n1.2 Authority to pass signals in ‘on’ position – authorizing to pass the signal / signals (No. & \ndescription) in ‘on’ position with speed not exceeding 15 KMPH observing hand signals \nat the foot of the signal post/s, if it protects the points. \n1.3 Caution Order – to observe the speed of 15 KMPH over the straight with clear view and \n10 KMPH when approaching or passing any portion of the line where the view ahead is \nnot clear due to curve, obstruction, rain, fog or any other cause subject to the other \nspeed restrictions in force in the section. \n2. If control is working, all operations shall be carried out in consultation with the Section \ncontroller. \n3. The Station Master on duty at the other end of the affected block section shall be advised \nof the relief engine / relief trains allowed into the section and the station to which they will \nclear. \n4. When a relief engine is sent, the Loco Pilot should be given clear instructions in the \nCaution Order regarding nature of o bstruction as far as known, the station to which the \ndisabled train / engine could be moved, the location of the train engine and brake -van of the \ndisabled train. During night if electric head light is not working, the train or the light engine or \nany self propelled vehicle must be preceded at an adequate distance by a railway servant \ncarrying detonators and exhibiting red light ahead to stop any other approaching train. The \nLoco Pilot must keep a sharp look–out at all times and be prepared to stop clear and short of \nany obstruction which may exist or crop up on the road and should use engine whistle freely. \nThe Loco Pilot shall bring his train / engine to stop short of obstruction and thereafter will \nobey the hand signal of the employee / supervisor at the site. \n5. In case the relief engine / relief train / any self propelled vehicle / the disabled engine / \ntrain approaching the station from which it is started or the station ahead, the Loco Pilot shall \nact as per the aspect of the signal if it is right line. \n5.1 If it is wrong line, the Loco Pilot must stop at the LSS of wrong line on double line and \nsound continuous long whistle. Further, the train can be piloted into the station on the \nauthority by a competent railway servant duly setting and locking of the points for the line. \n6. On arrival at the block station, the authority (T/C.912) should be handed over to the \nStation Master on duty, who shall retain it in the station records. \n7. A record of trains / engines entering the section during its obstruct ion, timings of their \nclearance from the block section, obstruction clearance, and restoration of normal working \nshall be made in TSR in red ink. \n8. In case of an accident, ‘Track -fit’ certificate shall be obtained from engineering official not \nlower than Permanent Way Inspector before resumption of normal working. \nNote: If it is necessary to despatch a self propelled vehicle like TTM / Tower car into the \nobstructed / occupied block section, the Authority T/C.912 shall be used.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 243, + "text": "216 \n \nSR 9.12.7 Procedure for shunting in the block section; \n1 Station Section– \nAt a block station in the Automatic Block System, where Manual Stop Signals or Semi -\nAutomatic Stop signals are provided and when they are kept in Manual Stop Signal mode, \nthe station section is as under:- \n1.1 On Double Line (MACLS) \na) between the outermost facing point and the last Stop signal of the station; or \nb) between the Block Section Limit Board and the last Stop signal of the station. \n1.2 On Single Line (MACLS) \nbetween up and down Advanced Starters of the station. \n2 Shunting \n2.1 On Double Line \n2.1.1 Shunting within station section in the face of an approaching train: \nOn double line section, shunting within the station section can be carried out generally and \nalso in the face of an approaching train, provided the necessary signals are kept at ‘on’. \nThe Authority T.806 without PN shall be issued to the Loco Pilot and Guard unless notified \nby Sr.DOM as laid down in SR 5.14.9. \n2.1.2. Shunting outside outermost facing points / BSLB: (block back) \n1. Station Master of a block station, who intends to perform shunting into block section in \nrear (outside outer most facing points / BSLB), shall inform the Station Master of the block \nstation in rear and ensure that all the trains, which entered into the section from the station in \nrear have arrived complete at his station. The entire block section between the two block \nstations should be treated as one block section. \n2. Then the Station Master shall block back duly exchanging the messages with Station \nMaster in rear and obtain private number in assurance that the shunting is permitted into the \nblock section and no train will be despatched from his end till the block back is cancelled. \n3. Then the Station Master shall issue T/806 with Private Number obta ined from station in \nrear, to the Loco Pilot and Guard/Shunting Jamedar with the instructions that the Loco Pilot \nto push back the train into the station. \n4. The Station Master shall ensure correct setting and locking of points before authorizing \noutward / inward movement. \n5. The entries must be made in red ink in TSR. On completion of the movement, both the \nStation Masters shall exchange messages supported by private numbers for cancellation of \nblock back after ensuring that the block section is free from any obstruction. \n2.1.3 Shunting beyond LSS: (block forward) \n1. The Station Master shall ensure that the block section in advance between both the block \nstations is clear and the entire block section in advance shall be treated as one block \nsection. \n2. Then the Station Master shall ‘block forward’ duly exchanging the messages with Station \nMaster of the station in advance and obtain private number in assurance that the shunting is \npermitted into the block section and no train will be despatched until the ‘ block forward’ is \ncancelled. \n3. The Authority T/806 shall be issued to the Loco Pilot with the Private Number given by \nStation Master of station in advance authorizing the Loco Pilot to pass LSS at ‘on’. \n4. The Guard /competent railway servant, supervising the shunting shall accompany the \ntrain. \n5. The SM shall ensure correct setting and locking of points before authorizing \noutward/inward movement.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 244, + "text": "217 \n \n6. While coming back, the Loco Pilot shall stop his train near LSS and thereafter piloted into the \nstation. \n7. The SM shall ensure complete arrival of the train and cancel ‘block forward’ duly exchanging \nmessages with the SM at the other end supported by Private Numbers. \n8. The entries shall be made in red ink in the TSR. \n2.1.4 Shunting in rear of a train travelling away from the station: \n1. The Station Working Rules shall permit such movement duly considering the local conditions \nlike gradient, visibility and the speed, weight and brake power of trains. \n2. If permitted, intimate the Station Master at th e other end, issue T/806 without P.N. and \nauthorize the Loco Pilot to pass LSS at ‘on’. \n3. Guard / competent railway servant, supervising the shunting shall accompany the movement. \n4. If the train traveling away clears into the station in advance, before the return of shunting train, \nthe Station Master shall note down the clearance of the train and block forward if the block \nsection is still obstructed. \n5. If the train travelling away does not clear into the station ahead, but the shunting train returns \nto the station, Station Master shall intimate about the arrival of shunting train, under exchange of \nmessages supported by Private Numbers. Then the trains can be dealt normally. \n2.2 On Single Line \n2.2.1 Shunting within station section in the face of an approaching train: \nShunting is permitted within station section generally. When Line Clear is granted, shunting \nwithin station section is not permitted in that direction, except where shunting in the face of an \napproaching train is permitted in Station Working Rules (i.e. once Line Clear is granted to a down \ntrain, no shunt movement shall take place in up direction). The Authority T/806 without PN shall \nbe issued to the Loco Pilot and Guard unless notified by Sr.DOM as laid down in SR 5.14.9. \n2.2.2 Beyond LSS: \n1. The direction of traffic shall be established by duly intimating Station Master of the block \nstation at the other end under exchange of messages supported by Private Numbers, treating \nsection between both the block stations as one section and the shunt m ovement as train \nmovement. \n2. Take ‘off’ LSS and authorize the movement duly issuing written memo to the Loco Pilot \nmentioning the details such as the location upto which the movement is permitted, time permitted \nand to come back. \n3. While coming back, reception can be done by taking ‘off’ Calling-on signal or by piloting on the \nauthority [T/369 (3)(b)] into station. \n4. After completion of the movement, Station Master shall ensure complete arrival of the train \nand communicate to the Station Master of block station at the other end duly exchanging \nmessages supported by Private Numbers. \n5. The entries shall be made in red ink in the TSR. \nSR 9.12.8 Unusual occurrences: \n1 In the event of a Loco Pilot experiencing a lurch, unusually slack or rough running, he s hould \nbring his train to stop immediately without clearing the automatic block signalling section, \nwherever possible. \n2.He should then immediately inform the Guard of the train and then the Station Master of the \nstation controlling the movement of train service on to this line specifying the kilometreage where \nthe defect was noticed, the nature of defect etc., on emergency portable telephone/VHF set/CUG \nmobile phone etc.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 245, + "text": "218 \n \n3. The obstruction will be protected by the Guard of the train as per GR 9.10 and follow the \ninstructions given in GR 6.01 and SRs thereunder if necessary or otherwise continue the journey. \nOn approaching the block station in advance, Loco Pilot will hand over a written memo specifying \nthe above. \n4. The Station Master receiving th e message on phone should transmit it to the Station \nMaster at the other end of the block section, SCOR and PWI. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1155)) MMooddiiffiieedd \n5. The station masters at both the ends of the block section should stop all trains and issue \ncaution order to the loco pilots / guards specifying the kilometreage to observe special \ncaution and reduce speed as necessary and in any case not to exceed a speed of 10 \nKMPH. On receipt of this information ‘all concerned’ should follow the instructions given in \nrule 6.07 and SRs there under. \n6. On double line section, trains passing on the opposite line shall be issued with a Caution \nOrder to be on the look out for any unusual or dangerous condition on the track. \n7. Station Masters at both the ends of t he section should discontinue the issue of Caution \nOrder only after receipt of specific advice from the PWI of the section that the section is safe \nfor trains to run at normal speed. \n \n9.12.9 Other Restrictions in Automatic territory: \n1. Train Operation during fog: \n((AASS NNoo..66,, ddaatteedd 2255..1111..1100 –– iitteemm NNoo..66)) MMooddiiffiieedd \nS.R.9.12.9.1 : For maximum speed of train during dense fog in Automatic Block \nSystem, refer S.R.3.61.9. \n2. Train without brake-van: \nIn Automatic block section, no train must be allowed to follow unti l the preceding train which \nhas been allowed to run without brake -van has arrived complete at the next block station in \nadvance. \n3. Train without Guard: \nIn Automatic block section, no train shall be allowed to follow until the preceding train which \nhas been allowed to run without Guard, has arrived complete at the next block station in \nadvance. \n \n9.13. Movement of trains against the direction of traffic on the Automatic Block \nSystem.–– \nIn Automatic signalling territory, trains shall run in the established direction of \ntraffic only. Movement of trains against the established direction of traffic is \nnot permitted. When in an emergency it becomes unavoidably necessary to \nmove a train against the established direction of traffic, this shall be done only \nunder s pecial instructions which shall ensure that the line behind the said \ntrain upto the station in rear is clear and free from obstruction. \nS.R.9.13. When the train is unable to proceed further due to unusual occurrences like floods, \nbreaches, accidents etc., the following procedure shall be followed: \n1. the train shall be protected in rear as per S.R.9.10, \n2. inform Station Master in advance or Station Master in rear or SCOR or TPC and obtain \npermission only from Station Master in rear to push back, \n3. such permission can be given only by Station Master of the block station in rear provided \nthat no train has been despatched behind this train, \n4. the said permission can be obtained by establishing telephone contact or by sending a \ncompetent railway servant. I f telephonically contacted, Station Master in rear shall give a \nPrivate Number. If the competent railway servant is sent, Station Master in rear shall", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 246, + "text": "219 \n \n \n \n \ngive a Caution Order permitting pushing back of the train. He shall also intimate the Station \nMaster at the other end about the occurrence. \n5. before authorising the movement, the SM shall ensure that the LC gates, if any, are \nclosed against road traffic. The Loco Pilot, after obtaining permission form the Station Master \nin rear as above, shall follow the rules laid down under S.R.4.12. \n \n9.14. Procedure when Semi-Automatic Stop signal is ‘on’.— \n (1) When a Semi -Automatic Stop signal is worked as an Automatic Stop \nsignal, Rule 9.02 or 9.07 shall apply as the case may be. \n (2) When a Semi -Automatic Stop signal is working as a Manual Stop \nsignal and becomes defective, it may only be passed under relevant \nrules detailed in Chapter III, Section ‘H’. \n (3) When a Loco Pilot is authorized to pass a Semi-Automatic Stop signal \nat ‘on’ by tak ing ‘off’ the Calling -on signal fixed below it, he shall \nfollow the precautions stipulated in Rule 9.02 or 9.07 as the case may \nbe. \nSR 9.14.1 A fixed signal which can be operated either as an Automatic Stop signal or a \nManual Stop signal, as required, is called Semi-Automatic Stop signal. Semi-Automatic Stop \nsignals are provided at the block stations in Automatic Block System in order to avail the \nfacility to divert the trains from the main line to other lines or required to stop the train at the \nsignals when need arises and also to pass through the trains on the main line in automatic \nmode of block working without necessitating operation of the signals for every train \n2. A king knob is provided to make Semi -Automatic Stop signal to work either as an \nAutomatic Stop signal or as a Manual Stop signal. When king knob is in reverse position, \nSemi-Automatic Stop signal works as an Automatic Stop signal and when the king knob is in \nnormal position, it works as a Manual Stop signal. When a Semi -Automatic Stop sign al \nworks as an Automatic Stop Signal, the ‘A’ marker provided under the signal is illuminated. \nWhen the ‘A’ marker is extinguished, the signal shall be deemed to work as a Manual Stop \nsignal. \n3. The working instructions regarding the operation of Semi -Automatic Stop signals in \nrespect of reception and despatch of trains and run through of trains shall be detailed in the \nrespective SWRs. On double line, at the block stations, where the facility for passing the \ntrains through the stations on main line is avai lable, with the provision of Semi -Automatic \nStop signals, Station Master on duty, shall ensure that all the point knobs are kept in normal \nposition and all the Semi Automatic Stop signals are kept in automatic mode of working by \nkeeping the up and down king knobs in reverse position. The control panel should be locked \nand the panel key should be kept under the personal custody of the Station Master on duty. \nIn conjunction with the reverse position of king knobs, the Semi Automatic Home, Starter \nand Advanced Starter signals work as Automatic Stop signals for main line, facilitating the \nrun through of trains without necessitating the operation of signals for every run through train \nin automatic mode of working. \n4 Whenever the trains are required to be receive d on lines other than main line, the manual \nmode of Semi Automatic signals shall be switched over by on duty Station Master by \nnormalizing the relevant directional king knob duly unlocking the panel with Station Master’s \nkey, to operate the signals manually for required route. \n5 When a Loco Pilot finds a Semi -Automatic Stop signal with illuminated ‘A’ marker at ‘on’, \nhe shall bring his train to a stop in rear of it and follow the instructions given in Rule 9.02 and \nSRs thereunder.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 247, + "text": "220 \n \n \n \n6 When a Loco Pilot finds a Semi-Automatic Stop signal with extinguished ‘A’ marker at ‘on’, \nhe shall pass such signal only on assumption of ‘off’ position or on receipt of written authority \nT/369 (3)(b) and PHS. \n9.15. Passing a gate Stop signal at ‘on’ in Automatic signalling territory.–– If \nthe Loco Pilot finds a gate Stop signal at ‘on’ in an Automatic signalling \nterritory,— \n (a) he shall comply with the provisions of Rule 9.02 or 9.07 as the case \nmay be, if the ‘A’ marker is illuminated, or \n (b) (i) if the ‘A’ marker light is extinguished, he shall sound the prescribed \ncode of whistle to warn the Gateman and bring his train to a stop \nin rear of a signal and \n (ii) if after waiting for one minute by day and two minutes by night, \nthe si gnal is not taken ‘off’, he shall draw his train ahead \ncautiously upto the level crossing and \n (iii) if the Gateman is available and exhibiting hand signals, proceed \nfurther past the level crossing gate cautiously or \n (iv) if t he Gateman is not available or is available but not exhibiting \nhand signals, stop in rear of the level crossing and after \nascertaining that the gates are closed against road traffic and on \ngetting hand signals from the Gateman and in his absence from \nthe Assistant Loco Pilot, the Loco Pilot shall sound the prescribed \ncode of whistle and cautiously proceed upto the next Stop signal \ncomplying with the Rule 9.02 or 9.07 as the case may be. \nSR 9.15.1 Automatic signals interlocked with level crossing gates are d istinguished by the \nprovision of ‘G’ marker i.e., letter ‘G’ in black on yellow circular disc and white illuminated \nletter ‘A’ against black background. When the gate is in open condition, the gate signal \nexhibits danger aspect with extinguished ‘A’ marke r. When the gate is in closed condition, it \nworks as Automatic Stop signal with illuminated ‘A’ marker. \n 2. On being advised by the Station Master, and immediately on getting the ‘approach’ \nindication and the buzzer indicating the train entering the section, the Gateman on duty shall \nclose the gate against the road traffic by lowering lifting barriers and lock in the lowered \ncondition. On closing the gate, the buzzer stops and the ‘A’ marker will be illuminated on the \ngate signal and the gate signal will as sume the aspect depending on the condition of the \nsection ahead. After the passage of the train/trains, the free indication on becoming \navailable, the Gateman can open the gate for the road traffic. \n3. If the gate signal is at ‘on’ and the ‘A’ marker is ex tinguished, the Loco Pilot has to follow \nthe gate rules [Rule 9.15(b)]. If the ‘A’ marker is illuminated and the signal is at ‘on’, the Loco \nPilot shall follow the rules for the automatic signalling. (Rule 9.02 and 9.07 and SRs \nthereunder) \n4. In case of no n-availability of the ‘free’ indication even after the passage of the train and \ndisappearance of the approach indications, the Gateman can open the gate after obtaining \nthe permission of Station Master and by operating emergency rotary switch provided in t he \ngate lodge for this purpose duly making an entry and recording the changed consecutive \nnumber in the register meant for this. \n5. Even after the gate is closed, if the gate signal continues to be at ‘on’ and the ‘A’ \nmarker is also not illuminated, t he Gateman shall inform the Station Master of the \ncontrolling station. On receipt of this information, the Station Master shall inform the S&T \nofficials concerned for rectification and the Station Master at the other end of the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 248, + "text": "221 \n \naffected block section. U ntil the failure is rectified, Station Master will treat the gate as non -\ninterlocked and exchange private numbers with Gateman as an assurance of closure of gate \nbefore despatching a train. Station Master of the block section will issue Caution Order to the \nLoco Pilots of the trains entering into the section to observe Rule 9.02 and 9.07 and SRs \nthereunder from the gate signal. On rectification of the defective gate signal, the issue of \nCaution Orders will be discontinued. \n6. The particulars shall be record ed in the register kept for this purpose both at the station \nand the gate lodge as per the proforma given in Appendix-II. \n \n9.16. Illustrative diagrams.— \nAutomatic change of sequence of aspects behind the train in three -aspect and \nfour–aspect signalling is illustrated in the following diagrams, which are not \ndrawn to scale. \n1. Automatic change of sequence of aspects behind the train in three aspect \nsignalling territory \n \n \n2. Automatic change of sequence of aspects behind the train in four -aspect \nsignalling territory", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 249, + "text": "222 \n \n \n \n \n \nTHE FOLLOWING TRAINS SYSTEM \n \n10.01. Essentials of the Following Trains System.— \n (1) Where trains are worked on the Following Trains System, they may \nbe despatched from one station to the next, following each other in \nsuccession in the same direction on the same line in such manner \nand at such intervals of time as may be pre scribed by special \ninstructions. \n (2) Trains shall not be worked on the Following Trains System unless \nthe Station Master of the block station in advance has exchanged \nmessages regarding his readiness to receive the trains and has, in \naddition, given his assurance that no train will be allowed to leave his \nstation for the station from which the following trains are to be \ndespatched, until the latter have all arrived at his station and until he \nhas received permission to despatch trains in the opposite direction. \nS.R 10.01. This system of working is not in use on this railway. However, this may be \nintroduced in case of emergency when specially ordered by the authorised officer. \n \n10.02. Report to the Commissioner of Railway Safety.–– \nWhen the Followi ng Trains System is introduced on any portion of a railway \nunder Rule 7.01, a report shall be sent by telegram to the Commissioner of \nRailway Safety. \n \n10.03. Conditions to be observed in working trains on the Following Trains \nSystem.–– \nWhen the Following T rains System is adopted, the following conditions shall \nbe observed, namely:– \n (a) no train shall start until the Loco Pilot has been given a written \nauthority to proceed in the form prescribed for the purpose and a \nwritten acknowledgement thereof has been obtained from him, the \ntrains being stopped for the purpose, if not booked to stop, \n (b) the authority to proceed shall state the station at which the train is \nnext to stop, the speed at which it is to run and the actual time of \ndeparture of the preceding train, \n (c) the Loco Pilot and Guard of each preceding train shall have been \ninformed of the fact that a train will follow, and of the probable period \nwhich will elapse the following train shall start, \n (d)a train shall not follow another from a station unless there has \nelapsed since the departure of the previous train, an interval of not \nless than 15 minutes, or such shorter interval as may be fixed by \nspecial instructions, \n \n \n \nCHAPTER X", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 250, + "text": "223 \n \n (e) all the trains following the first train shall be timed to run at the \nsame speed and such speed shall not exceed 25 kilometres an hour \nexcept under special instructions. \n (f) the actual time of the departure of each train shall at once be \nintimated to the block station in advance and the actual time of \narrival of each train shall at once be intimated to the block station in \nrear, and \n (g) the number of following trains running at the same time between any \ntwo block stations shall not b e more than one for each 5 kilometres \nof station interval; and unless permitted by special instructions, shall \nnever exceed four, whatever may be the length of the station interval. \nS.R10.03 Passenger trains shall neither follow any train nor be followed by any other train \nfor this purpose. No passenger train shall be allowed to enter a block section on which the \nFollowing Trains System, has been introduced, unless the block section is clear of all trains. \nFurther, no train shall be allowed to follow a pa ssenger train until it has cleared the line \nbetween the two stations. \n \n10.04. Delivery of authority to proceed to Loco Pilot or Guard on the Following \nTrains System.— \n (1) Every authority to proceed shall be delivered to the Guard or Loco \nPilot by the Station Master, or by some railway servant appointed in \nthis behalf under special instructions. \n (2) When such authority to proceed is delivered to the Loco Pilot under \nsub–rule (1), a duplicate shall be given to the Guard. \n (3) When an authority to proceed is delivered to the Guard under sub –\nrule (1), it shall be either-– \n (a) handed personally by the Guard to the Loco Pilot; or \n (b) countersigned by the Guard and then handed to the Loco Pilot \neither by the Station Master or by some railway servant appointed \nin this behalf by special instructions. \n (4) An authority to proceed shall not be handed to the Loco Pilot under \nsub-rule (2) or (3) -– \n(a) until the train is ready to start, and \n(b) if the train is waiting to pass another train, until the whole of the \nlatter train has come in and is clear of the running line for the former \ntrain. \n \n10.05. Authority to proceed on the Following Trains System.— \nThe written authority to proceed for use on the Fo llowing Trains System shall \nbe in the following form–", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 251, + "text": "224 \n \nS. No. …………….Railway \nTHE FOLLOWING TRAINS SYSTEM \n \nAUTHORITY TO PROCEED \n \nUP (OR DOWN) \n \nTrain No …………..up ( or Down) Date …………………………………. \n Time……. Hours ……….. Minutes. \nFrom ………………………station to……………………………………station. \nTo \nLoco Pilot and Guard. \n(1) You a re hereby authorised to proceed with your train from……………….. \nstation to ………………… station. \n \n*(2) Train No ……………ahead of your train left this station at ……….hours \n………………... minutes. \n \n*(3) Train No…………….. shall follow your train from this station at ……..hours \n…………………..minutes. \n \n(4) You are required to observe a speed restriction of ………….kilometres an hour. \n \n \n Signed ………………… \nStation Master at ………………. \n (Station stamp) \nSignature of \nGuard at ……………………….station \n \n*Strike out whichever is inapplicable, \nThis ticket shall be given up by the Loco Pilot immediately on arrival to the Station \nMaster or other person authorised to receive it and such person shall immediately \ncancel it and place it on record. \n \n \n10.06. Responsibility as to proper preparation o f authority to proceed on the \nFollowing Trains System.— \n (1) When an authority to proceed is delivered to the Loco Pilot under \nsub–rule (1) of Rule 10.04, the Station Master shall see- \n (a) that it is properly filled up in the form prescribed for the \npurpose, and \n (b) that it is signed in full and in ink. \n \n (2) When the authority to proceed is delivered to the Loco Pilot under \nsub–rule (1) of Rule 10.04, he shall satisfy himself that the authority \nto proceed delivered to him has been correctly and completely \nprepared in the form prescribed for the purpose and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 252, + "text": "225 \n \nhe shall not proceed with his train until he has done so and the \nmistake or omission, if any, has been rectified. \n (3) When an a uthority to proceed is delivered to the Guard of the train \nunder sub –rule (3) of Rule 10.04, he shall, before it is handed to \nLoco Pilot, satisfy himself similarly. \n \n10.07. Obstruction in the face of approaching train or trains on the Following \nTrains System.— \nThe line shall not be obstructed outside the outermost facing points in face of \nan approaching train as long as this system of working is in force. \n \n10.08. Cessation of working on the Following Trains System.— \nWhen it is intended that no more fol lowing trains shall be despatched in the \nsame direction, the Station Master shall intimate such intention by a message \nto the block station in advance, after which no more trains in either direction \nshall be despatched between the two stations until the la st train has arrived at \nthe block station in advance and the line has been cleared between the two \nstations. \n \n10.09. Protection of trains on the Following Trains System.— \n (1) When a train is stopped between stations and if the detention \nexceeds or is likely to exceed five minutes, it shall be protected in \naccordance with the provisions of Rule 6.03, except that the Guard \ngoing back to protect the train shall place one detonator, at 250 \nmetres from the train on the way out, and two detonators, 10 metres \napart, at 500 metres from the train, irrespective of gauge. \n (2) In case the train, stopped between stations, is unable to proceed on \naccount of accident, failure, obstruction or any other exceptional \ncause, the Loco Pilot shall also arr ange to protect the train in the \nfront in the manner laid down for the Guard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 253, + "text": "226 \n \n \n \nCHAPTER XI \n \nTHE PILOT GUARD SYSTEM \n \n11.01. Essentials of the Pilot Guard System.— \nWhere trains are worked on the Pilot Guard System,— \n (a) a railway servant (hereinafter called a Pilot Guard) shall be specially \ndeputed to pilot trains; and \n (b) no train shall leave a station except under the personal authority of \nthe Pilot Guard. \nS.R 11.01 (1) Pilot Guards shall be selected from St ation Masters or Guards or from railway \nservants qualified in Station Master’s or Guard’s duties. In selecting Pilot Guards on the \ndouble line, Station Masters working in cabins who are acquainted with double line working \nand the signals and points on the section shall as far as possible be preferred. \n(2) Trains may be worked on the Pilot Guard System– \n(a) on short single line branches; or \n(b) on lines to which the application of the system is authorised by special instructions. \n(3) This system may be introduced when specially ordered by the authorised officer. \n \n11.02. Conditions to be observed for following trains on the Pilot Guard \nSystem.— \nTrains shall not follow one another in the same direction between stations, \nunless– \n (a) the Loco Pilot h as been properly warned of the time of departure of \nthe preceding train and of the place at which it will next stop; \n (b) all the trains are timed to run at the same speed, and such speed \nshall not exceed 25 kilometres an hour except under spe cial \ninstructions; and \n (c) an interval of fifteen minutes has elapsed since the departure of the \npreceding train. \nS.R.11.02.1. Pilot Guard System procedure for introducing– \nThe Station Master or the official introducing this system of working s hall prepare as many \nnotices in ink as are necessary for serving them on the Station Masters at both ends of the \naffected block sections and Station Masters of intermediate stations, if any, and on the Pilot \nGuard. The Pilot Guard shall countersign all the notices and retain one for himself. The \nStation Master introducing this system will retain a copy, the other copies being handed over \nto the Pilot Guard for delivery to the other Station Masters concerned. The Pilot Guard shall \nobtain the signature of all Station Masters concerned on his copy of the notice. \n(2) The aforesaid notice shall be in the following form; \n“Line clear cannot be obtained for trains to enter the section between …… and …… stations. \nTrains will be worked on the Pilot Guards System (add “Owing to obstruction of the Up/Down \nroad, single line working will be introduced on the Down/Up road” in case of temporary single \nline working)………… will act as Pilot Guard and no trains will enter the section unless he \naccompanies it or gives his written permission. This order will remain in force until cancelled \nby Pilot Guard” \n(3) The engine of the first train waiting to go forward will be detached and sent light \naccompanied by the pilot Guard to the next station for establishing Pilot Guard working.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 254, + "text": "227 \n \nThe Loco Pilot must be advised of the circumstances and the Station Master shall give him \nan ‘Authority to proceed without Line Clear’ and a Caution Order restricting the speed to 15 \nkilometres an hour, stating that Pilot Guard working is being introduc ed. The Pilot Guard’s \nname shall be mentioned on the Caution Order which will be counter- signed by him. \nNote–The speed restriction of 15 kilometres an hour is subject to the speed restriction \nprinted on the reverse of the ‘Authority to proceed without Lin e Clear’ form wherever \napplicable and other speed restrictions in force. \n4. The Loco Pilot shall proceed very cautiously at a speed not exceeding 15 kilometres an \nhour and be prepared to stop within a short distance. He shall frequently sound his whistle \nand before entering tunnels, cuttings or curves shall satisfy himself that they are clear. \n5. If Pilot Guard working is to be introduced simultaneously from both the ends on the \nsection and should the light engines meet in the section, the engines will be coupled, if \npossible, and proceed to the nearest station. If it is not pos sible to couple the engines, the \none nearer a station shall push back, the other engine following it at a safe distance. The \nPilot Guard on the engine, which pushes back shall bring the engine to a stand at the first \nStop signal and thereafter be guided by the instructions from the Station Master. On arrival \nat the station, the Pilot Guard will immediately remove the badge or red flag from his arm \nand cancel all the notices appointing him as Pilot Guard. \n6. On arrival of the engine at the other end of the section, the Pilot Guard will hand over a \ncopy of the notice to the Station Master and obtain the latter’s signature on his own copy. If \nthere is a train waiting at the station, to go towards the station from which the Pilot Guard \nstarted, the light engine may, if possible be attached to the train and the tail lamp or the tail \nboard transferred to it. The Pilot Guard will then ride on the train engine. If it is not possible \nto attach the light engine to the train and the waiting train happens to be an impo rtant one, \nthe Pilot Guard shall authorize the loco pilot of the important train to go forward in \naccordance with S.R.11.05. He may then follow on the light engine after an interval of 15 \nminutes. If there is no train waiting, the Pilot Guard will return t o his original station with the \nlight engine. \n \n11.03. Pilot Guard’s dress or badge.— \nThe Pilot Guard shall be distinguished by a red dress or badge. \nS.R.11.03 The Pilot Guard shall wear on the left arm a red armlet marked “Pilot Guard” or in \nthe absence of armlet, tie a red flag around his left arm above the elbow. \n \n11.04. Pilot Guard to accompany train or give authority to proceed.— \n (1) No train shall be started from a station unless the Loco Pilot sees \nthat it is accompanied by, or that the a uthority to proceed is given \npersonally by the Pilot Guard wearing the dress or badge prescribed \nin Rule 11.03. \n (2) The Pilot Guard shall accompany every train: \n Provided that when it is necessary to start two or more trains form \none end of the section, before a train has to be started from the \nother end, the Pilot Guard shall accompany only the last of such \ntrains, and shall personally give the authority to proceed for the \npreceding trains. \n (3)When accompanying a tra in, the Pilot Guard shall ride on the foot -\nplate of the engine.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 255, + "text": "228 \n \n11.05. Pilot Guard’s Tickets.— \n (1) When the Pilot guard does not accompany a train, he shall deliver to \nthe Guard (or if there be no Guard, to the Loco Pilot) a Pilot Guard’s \nticket on a printed form properly filled up and signed in ink, as the \nauthority to proceed. \n (2) Every such ticket shall apply only to the single journey to the station \nnamed on it. \n (3) If the train is in charge of a Guard, he shall, bef ore the train is \nstarted, deliver the ticket to the Loco Pilot. \n (4) Immediately on the arrival of the train, the Loco Pilot shall deliver the \nticket to the Station Master who shall at once cancel it. \nS.R.11.05.1 When two or more trains are requir ed to be started in succession in the same \ndirection, the Pilot Guard may authorise such trains to proceed by issuing Pilot Guard’s \nTicket in ink and an endorsement made to the effect that another train will follow after an \ninterval of 15 minutes. This for m shall be filled up and signed by the Pilot Guard. This \nauthority will be delivered to the Loco Pilot through the Guard of the train. However, when \nthe Pilot Guard accompanies a train, no ‘Pilot Guard’s Ticket’ need be given to the Loco \nPilot. \n2. All Loco Pilots shall be given Caution Orders advising them about the introduction of the \nPilot Guard System of working and the name of the Pilot Guard. The Caution Orders shall be \nissued by the Station Masters. All speed restrictions shall be indicated in the Caution Orders. \n3. When a train follows another, the speed of the following train shall not exceed 25 KMPH, \nthis restriction being entered in the Caution Order by the Pilot Guard. \n4. Fixed signals with the exception of the LSS may be taken ‘off’ for the reception and \ndeparture of trains. \n5. Single line working on double line section on the Pilot Guard System– \nThe following rules shall, in addition to the foregoing rules, be observed by the Station \nMaster:– \n5.1. The Caution Order will include the following additional particulars:- \nthe track on which the train will run, the site of obstruction, speed restriction of 25 KMPH for \nthe first train and 40 KMPH for subsequent trains except that a train which follows another in \nthe same direction shall tra vel at 25 KMPH. Loco Pilots of trains in the wrong direction to \nwork on hand signals and be piloted into stations. The Loco Pilot of the first train over the \ntemporary single line working to inform all Gatemen and Gangmen on the way about the \nintroduction of temporary single line working naming the road. \n5.2. If there is reason to suspect the line over which temporary single line working is to be \nintroduced is fouled or damaged, temporary single line working shall not be introduced until \nresponsible engineering official of the rank not lower than that of an Inspector has inspected \nthat section and certified that the road is safe for the passage of trains. \n5.3. Fixed signals except the LSS shall be taken ‘off’ for trains travelling in the right direction. \nIn the case of a train passing on the wrong line, the Loco Pilot shall bring his train to a stop \nopposite the first Stop signal pertaining to the right line or at the last Stop signal pertaining to \nthe wrong line (on which he is running) whichever he comes a cross first. Thereafter he shall \nwork on the hand signals exhibited at the foot of such signals. At non –interlocked stations, \nthe Station Master shall personally satisfy himself that all the facing points are correctly set, \nlocked and manned.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 256, + "text": "229 \n \n5.4. Whe n two trains cross, the rules for crossing of trains at non –interlocked single line \nstations shall be complied with. \n6. Pilot Guard working - \nLoco Pilot’s duties – The Loco Pilot of the first light engine shall be given Pilot Guard’s \nTicket and a Caution Order, and Pilot Guard shall be on the engine. No train shall enter \nthe section unless the Pilot Guard is on the foot –plate or the Loco Pilot is given a written \npermission from the Pilot Guard to proceed. No train shall exceed a speed of 25 KMPH \nwhen it is following another train. The Loco Pilot of the first train over the temporary \nsingle line working shall inform all Gatemen and Gangmen en route about the \nintroduction of temporary single line working, mentioning the line on which train will pass. \nOn nearing the site of the obstruction, the Loco Pilot of the first train must proceed \ncautiously and satisfy himself that the line on which he is travelling is not fouled. At a non \ninterlocked station, the Loco Pilot shall not pass the outermost facing points unless they \nare manned. \n7. Provision of a Pilotman on sections worked by a single set of staff— \n7.1. On sections where stations are worked by a single s et of staff and there is difficulty \nin securing the services of a suitable Pilotman to introduce the Pilot Guard working in \naccordance with subsidiary rule 11.02, the Guard of the train will act as the Pilot Guard \nto introduce Pilot Guard worki ng. After the light engine returns from the station in \nadvance, the Pilot Guard’s notice in possession of the Station Master at the starting \nstation will be cancelled by the Pilot Guard and a separate memo given to the Station \nMaster that the Pi lot Guard working will be cancelled as soon as the train reaches the \nstation in advance. On arrival of the train at the station in advance, the notices issued in \nconnection with the Pilot Guard System will be cancelled by the Station Master and the \ntrain allowed to proceed further. All such cancelled notices will be submitted to the DRM \nwith a report. \n7.2. If, subsequently, another train has to pass over the same section, the Guard of that \ntrain will act as a Pilot Guard in the manner described in para 7.1 above. \n8. Engine failed in block section during Pilot Guard working –– \n8.1. When a train accompanied by the Pilot Guard comes to a stand in the section for \nany reason and cannot proceed further, the Pilot Guard will take steps to protect the \ntrain in front and in rear and then proceed to the nearest station or the station from which \nassistance is more likely to be obtained. If the engine is capable of proceeding light or \nwith part of the load, the train will be divided in accordanc e with Rule 6.09 and the Pilot \nGuard will accompany the divided load, and will also return with the engine. The Guard \nin charge of the train shall not permit any other train or engine to move any of the \nvehicles until the Pilot Guard returns. \n8.2. When the disabled train is not accompanied by the Pilot Guard, the Guard of the \ntrain will immediately protect the train in rear and also in front in accordance with Rule \n6.03 and after recovering the Pilot Guards Ticket from the Loco Pilot , send Assistant \nLoco Pilot/Assistant Guard with the necessary memo for assistance to the nearest \nstation and to the Pilot Guard. If the engine is capable of proceeding light or with part of the \nload, the train shall not be divided except in a ccordance with para. 7.1 above under \nthe personal direction of the Pilot Guard. \n9. Pilot Guard relief arrangements, \nIf it be necessary for the Pilot Guard to hand over the duty of Pilot Guard to another, \nfresh notices shall be prepared. The Pilot Guard who is about to be relieved must \nendorse ‘cancelled’ upon the old notice in the possession of the Station Master, and the \nStation Master shall strike out his own signature on the notice of Pilot Guard who is to be \nrelieved. The relievi ng Pilot Guard shall then obtain the Station Master’s signature on a \nfresh notice and shall leave a copy of the notice with the Station Master. Both Pilot", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 257, + "text": "230 \n \nGuards shall travel together to the Station at the other end of the section and on arrival \nthere, the Pilot Guard to be relieved shall endorse ‘Cancelled’ upon the old notice in the \npossession of the Station Master and the latter shall do the same on the notice in the \npossession of the Pilot Guard. The relieving Pilot Guard shall then deliver to t he Station \nMaster the copy of the fresh notice brought from the other end of the section and also obtain \nthe Station Master’s signature on his own copy of the notice. The relieved Pilot Guard will \nthen hand over the duty of Pilot Guard, and he shall not r ide upon the engine unless he \nresumes duty as Pilot Guard. \n10. Pilot Guard working, termination of, \n10.1 When Electric communication has been restored, the Pilot Guard and the Station \nMaster will jointly telephone or wire to the Station Master at the oth er end of the section \n(including intermediate station, if any) as follows: “No. ……….. Up/Down train arrived here \ncomplete. Communication restored. Cancel Notice regarding Pilot Guard Working; Normal \nworking may be resumed. Acknowledge. PN ………….” \n10.2 The Station Master receiving this message will acknowledge it and state that the notice \nof the Pilot Guard working has been cancelled, quoting the same PN. \n10.3 If communication is restored after the departure of a train with the Pilot Guard’s written \npermission and before the Pilot Guard has left with the following train, normal working shall \nnot be resumed until the Station Master at the Pilot Guard’s end of the section has intimated \nto the Station Master, at the other end, the number and description of th e last train to \nproceed on the Pilot Guard’s written permission (supported by a PN) and the Station Master \nso informed has acknowledged this message and intimated the arrival of the train referred to \nat his station. \n10.4. On arrival of the last train work ed under the Pilot Guard System at one end of the \nsection, the ‘train out of block section’ signal shall be given to the station in rear on the block \ninstrument in the usual way before normal working is resumed. \n10.5. All notices issued shall be marked, ca ncelled and collected by the Pilot Guard and \nhanded over to the Station Master for submission to the DRM with his report. \n \n11.06. Protection of trains on the Pilot Guard System.— \nIn the event of a train, which is followed by another train, stopping on the line \nbetween stations, the Guard and the Loco Pilot shall take action to protect the \ntrain in accordance with the provisions of Rule 10.09.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 258, + "text": "231 \n \nCHAPTER XII \n \nTHE TRAIN-STAFF AND TICKET SYSTEM \n \n12.01. Essentials of the Train-staff and Ticket System.— \nWhere trains are worked between two stations on the Train -staff and Ticket \nSystem, –– \n(a) a single Train-staff shall be kept at one of such stations, and \n(b) no train shall start from either of such stations to the other unless the \nsaid Train -staff is at the station from which the train starts and has \neither been handed to or shown to the Loco Pilot by the Station \nMaster when giving such permission. \n \n12.02. System where applicable.— \nTrains may be worked on the Train -staff and Ticket System only when the line \nis single and only between such stations as have been declared by special \ninstructions to be Train-staff stations. \n \n12.03. Conditions to be observed for following t rains on the Train -staff and \nTicket system.— \nTrains shall not follow one another in the same direction between Train -\nstaff station, unless- \n(a) the Loco Pilot has been properly warned of the time of departure of \nthe preceding train and of the place at which it will next stop; \n(b) all the trains are timed to run at the same speed, and such speed \nshall not exceed 25 kilometres an hour except under special \ninstructions; and \n(c) an interval of fifteen minutes has elapsed since the departure of the \npreceding train. \n \n12.04. Loco Pilot to have Train-staff or Train-staff Ticket.— \nNo train shall be started from a station unless the Loco Pilot has in his \npossession to be carried with him on the journey, either the Train -staff or a \nTrain-staff Ticket, for the section of the line over which the train is about to \ntravel. \n \n12.05. Train-staff or Train -staff Ticket : by whom to be delivered to Loco \nPilot.— \nThe Train-staff or Train -staff Ticket shall be delivered to the Loco Pilot by the \nStation Master or by some railway servant appointed in this behalf by special \ninstructions. \n \n12.06. Train-staff or Train-staff Ticket: when to be delivered to Loco Pilot.— \n (1) When no other train is intended to follow before the Train -staff will \nbe required for a train running in the opposite direction, then", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 259, + "text": "232 \n \nsubject to the provisions of sub -rule ( 3), the Train -staff shall be \ndelivered to the Loco Pilot. \n (2) When other trains are intended to follow before the Train -staff can \nbe returned, then, subject to the provisions of sub -rule (3), a Train-\nstaff Tic ket indicating that the Train -staff is following, shall be \ndelivered to the Loco Pilot of each train except the last; and the \nTrain-staff shall be delivered to the Loco Pilot of the last train. \n (3) When a train is assisted by a second engine in the rear, a Train - \n staff Ticket shall be delivered to the Loco Pilot of the front engine \nand the Train -staff shall be delivered to the Loco Pilot of the rear \nengine: \n Provided that if both the engines attached to the train are to \n travel over the entire length of line to which the Train -staff applies, \nand the train is to be followed by other trains, a Train - staff Ticket \nshall be delivered to the Loco Pilot of each of the engines attached \nto the first mentioned train. \n (4) When a train is assisted by a second engine in the front, the Train-\nstaff or a Train -staff Ticket, as the case may be, shall be delivered \nto the Loco Pilot of the leading engine. \n (5) When a material train has to stop between stations, the Train - staff \nshall be delivered to the Loco Pilot. \n (6) The Train -staff or a Train -staff Ticket shall not be delivered to the \nLoco Pilot of any train until the train is ready to start. \n (7) The Loco Pilot shall not accept a Train -staff Ticket unless he sees \nthe Train-staff at the same time in the possession of the person who \ndelivers the Train-staff Ticket to him. \n \n12.07. Train-staff to be kept on engine.— \nWhen the Train-staff is delivered to the Loco Pilot of a train, he shall place it in \na conspicuous place provided for the purpose on the engine. \n \n12.08. Trains not to be started until Train-staff returned. — \nWhen the Train-staff has been taken away from a station by the Loco Pilot of a \ntrain, no other train shall be started from that station to fol low the first \nmentioned train until the train-staff has been returned to the station. \n \n12.09. Train-staff or Train-staff Ticket to be given up and Ticket to be cancelled \non arrival of train.— \n (1) Upon the arrival of a train at the station to which the Train-staff or \na Train-staff Ticket extends, the Loco Pilot shall immediately give \nthe Train-staff or train-staff ticket to the Station Master, or to some \nrailway servant appointed by special instructions to receive it. \n (2) The pe rson to whom any such Train -staff Ticket is so delivered \nshall immediately cancel the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 260, + "text": "233 \n \n \n \n \n12.10. Procedure when engine is disabled on the Train -staff and Ticket \nSystem.— \n (1) If an engine which carries the Train -staff breaks down between two \nstations, the Assistant Loco Pilot shall take the Train -staff to the Staff -station \nin the direction whence assistance can best be obtained, in order that the \nTrain-staff may be availab le at that station for delivery to the Loco Pilot of the \nassisting engine. \n (2) If an engine which carries a Train -staff Ticket breaks down between \ntwo stations, assistance shall ordinarily be obtained only from the station at \nwhich the Train -staff has b een left; but if assistance can more readily be \nobtained from another station in the opposite direction, immediate steps shall \nbe taken to have the Train-staff transferred to the other end of the section. \n (3) Whenever an engine has broken down between tw o stations, the \nAssistant Loco Pilot shall accompany the assisting engine to the spot. \n \n12.11. Train-staff Tickets: how kept.— \nTrain-staff Ticket shall be kept in a ticket -box provided for the purpose and \nfastened by an inside spring, the key to open the box being the Train -staff to \nwhich the tickets apply. \n \n12.12. train-staff: how kept.— \nThe train-staff, when at a station, shall not be left in the box but shall be kept \nby the Station Master in safe custody. \n \n12.13. Distinguishing marks on Train-staff Tickets and boxes.— \n (1) Each Train -staff shall have shown upon it the name of the train -\n staff station at each end of the portion of line to which it applies. \n (2) The Train -staff and Train -staff Tickets and boxes for the different \n portions of the line shall be distinguished by different colours. \n (3) “Up” and “Down” Train -staff Tickets shall also have \n distinguishing marks.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 261, + "text": "234 \n \n \n12.14. Form of Train -staff Ticket. -– Every Train -staff Ticket shall be in the \nfollowing form – \n \n \nTicket No…….. ………….............Railway \n \nTRAIN-STAFF TICKET \n Up (or Down ) \n \nTrain No. ……………….. \nTime………………………… Hours…………………………………….. Minutes. \nFrom ………………………………. To ……………………………………………... \n \nTo \nLoco Pilot and Guard, \n \n You are authorised to proceed from ………………………………. Station to \n…………………………………………… station and the Train-staff will follow. \n \n Train No. ………… in front left …………. Hours …………….. mts \n \n Signed ……………………… \n Station Master at …………… \n (Station stamp) ……………... \n Date ………………………… \n \n( Back of Ticket ) \n The Loco Pilot shall not accept this ticket unless he sees the Train -staff \nfor the portion of line which he is about to enter. \n This ticket shall be given up by the Loco Pilot, immediately on arrival, to \nthe Station Master or other person authorized to receive it, and such \nperson shall immediately cancel it. \n \n12.15. Record of Train-staff Tickets issued.— \nThe Station Master shall keep a record in a book of each Train -staff Ticket \nissued, showing the number of each ticket and the particular train for which it \nwas issued. \n \n12.16. Obstruction outside the Home signal.— \nThe line outside the Home signal shall not be obstructed unless the Train -staff \nof the portion of the line to be obstructed is at the station. \n \n12.17. Protection of trains on the Train-staff and Ticket System.— \nIn the event of a train, which is followed by another train, stopping on the line \nbetween stations, the Guard and the Loco Pilot shall take action to protect the \ntrain in accordance with the provisions of Rule 10.09.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 262, + "text": "235 \n \n \nCHAPTER XIII \n \nTHE ONE TRAIN ONLY SYSTEM \n \n13.01. Use of the One Train Only System.–– \nTrains may be worked on the One Train Only System, only on short terminal \nbranches on the single line. \n \n13.02. Essentials of the One Train Only System.–– \nWhere trains are worked on the One Train Only System, only one train shall be \non the section on which this system is in force, at one and the same time. \n \n13.03. Authority to enter the section.–– \nA Loco Pilot shall not take his train into the section unless he is in possession \nof the authority to proceed as prescribed by special instructions. \nS.R.13.03.1.1. A single metal token bearing the following inscription is provided at ‘X’ station \nfor use as ‘Authority to proceed’. \n \nONE TRAIN ONLY \n‘X’ STATION –– ‘Y’ STATION \n \n1.2 The Station Master on duty shall keep the Metal Token locked in the box, specially \nprovided for the purpose, and retain the key of the box in his personal custody. \n 1.3. The Station Master shall not take the Metal Token out of the box, except when it is \nnecessary for handing it over as ‘Authority to proceed’ to the Loco Pilot of a train ready to \nenter the section. On receipt of the Metal Token from the Loco Pilot of the train, after \ncompletion of the round trip, the Station Master shall immediately secure the token in the box \nmeant for it. \n1.4 The absence of the Metal Token from the box shall be regarded by the Station Master as \nan indication that the section is occupied by a train. \n2.1. The Metal Token constitutes the sole ‘Authority to proceed’ for a train to work on the \nsection, \n2.2.The Station Master shall before allowing a train to enter the section, ‘set the route, lock \nthe facing points/take ‘off’ relevant departure signals’, then personally hand over the \nauthorized Metal Token to the Loco Pilot of the train, and \n2.3. The Loco Pilot of the train shall not enter the section until he has authorized Metal \nToken in his possession. \n3. The Loco Pilot of the train, on completion of the round trip shall personally hand over the \nMetal Token to the Station Master. \n4. The Station Master is also responsible for promptly recovering the Metal Token from the \nLoco Pilot. He shall satisfy himself that the train has arrived complete and immediately \nsecure the Metal Token in the box meant for it. \n5. In the event of the Metal Token in normal use being lost or badly damaged requiring \nreplacement, the Emergency Metal Token, bearing the following inscription which is kept in a \nsealed box in the Duty Station Master’s office shall be brought into use:––", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 263, + "text": "236 \n \n \nEMERGENCY ONE TRAIN ONLY \n \n‘X’ STATION - ‘Y’ STATION \n \n5.1. The Station Master alone is authorized, in the exceptional circumstances referred to \nabove, to break the seal and use the Emergency Metal Token for permitting the working of \ntrains on the section. \n5.2 Whenever the Station Master brings into use the Emergency Metal Token, before \nbreaking the seal of the box, he shall record the fact in the station diary, detailing the \ncircumstances under which the use of Emergency Metal Token was necessary and the time \nat which the Emergency Metal Token was brought into use. He shall also advise the Tra ffic \nInspector of the section and the Sr.DOM/DOM of the division by a special letter. \n5.3 Sr.DOM/DOM shall immediately arrange to supply a duplicate Metal Token, (with the \nfollowing inscription) through the Traffic Inspector of the section: \n \nDUPLICATE ONE TRAIN ONLY \n‘X’ STATION - ‘Y’ STATION \n \n5.4 The Traffic Inspector shall on receipt of the Duplicate Metal Token, proceed to the station \nand bring the Duplicate Metal Token into use. (Emergency Metal Token will be locked in the \nbox and sealed). He shall advise the Sr.DOM/DOM of the division. The Station Master shall \nrecord the fact in the station diary. \n5.5.If the original Metal Token, which was lost, is subsequently found, it shall not be handed \nover as ‘Authority to proceed’ to any Loco P ilot. The Station Master shall immediately return \nit to the Sr.DOM/DOM of the division, advising the Traffic Inspector of the section. \n6. The Sr.DOM/DOM shall arrange through the Traffic Inspector of the section to supply a \nmetal token and withdraw duplicate metal token. \n \n13.04. Procedure in case of accident or disablement on the One Train Only \nSystem.–– \n (1) (a) If the train becomes disabled and requires assistance or if an \naccident occurs which renders it impossible for the train to \nproceed, the train shall be protected in accordance with the \nprovisions of Rule 6.03 in the direction from which assistance, if \nnecessary, is being obtained. \n (b) The Guard of the train shall convey advice of the circumstances \nunder which the train has be come disabled and is not able to \nproceed, to the Station Master of the station from which \nassistance can best be obtained, and if it is necessary for such \nGuard to proceed to such station, he shall instruct the Loco Pilot \nin writing to keep the train stat ionary until his return, and obtain \nhis written acknowledgement. \n (2) (a) Such Station Master, if he is not the Station Master of the \nbase station, shall communicate this information to the \nStation Master of the base station. On receipt of such", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 264, + "text": "237 \n \ninformation, the Station Master of the base station may allow \nanother engine to enter the line. \n (b) The engine so sent shall either be accompanied by the Guard of \nthe disabled train, who shall explain to the Loco Pilot where and \nunder what circumstances the disabled train is situated, or the \nLoco Pilot of the engine so sent shall be given a written \nauthority, containing such instructions as to where and under \nwhat circumstances the disabled train is situated and such other \nparticulars as may be necessary to enter the line \nunaccompanied by the Guard of the disabled train. \n (3) The Guard of the disabled train shall be responsible for the safe and \nproper working of the line until the disabled train has been moved \nand any other engine sent to the assistance of the disabled train \nhas been returned to the base station. \n (4) If there is no Guard of a disabled train, the Assistant Loco Pilot or, \nif necessary, the Loco Pilot shall perform the duties imposed by \nthis rule on the Guard, provided that the engine is not left \nunmanned in terms of Rule 4.20.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 265, + "text": "238 \n \n \n \nCHAPTER XIV \n \nBLOCK WORKING \n \nA. General Provisions \n \n14.01. Means of granting or obtaining Line Clear.— \nThe running of every train shall, in its progress from one block station to \nanother, be regulated by means of any one of or a combination of the following \n–– \n (a) electrical block instruments of token or tokenless type, \n (b) track circuits, \n (c) axle counters, or \n (d) electrical communication instruments. \nSR 14.01. The following electrical communi cation instruments are the authorised alternative \nmeans of communication to be used in the order of priority indicated below:- \n(i) Telephone attached to Block Instrument. \n(ii) Station to station fixed telephones where available. \n(iii) Fixed telephone such as railway autophone and BSNL telephone. \n(iv) Control telephone. \n(v) VHF set. \n \n14.02. Provision of instruments.— \n (1) Electrical communication instruments shall be provided at every \nstation, except at class ‘D’ stations, where they may be provided \nunder special instructions. \n (2)(a) The electrical block instruments, where provided, and electrical \ncommunication instruments at any station shall be of a type \napproved by the Commissioner of Railway Safety and shall not be \nbrought into use in the first instance unless they have been \npassed by him. \n (b) The person incharge of the maintenanc e of electrical block \ninstruments or electrical communication instruments shall not \nwithout the approval of the Commissioner of Railway Safety, \npermit the substitution, for the instruments and installation \nbrought into use in the first instance, of any in struments or \ninstallation which do or does not satisfy the conditions prescribed \nin clause (a). \nS.R.14.02. The sections of the line provided with different types of block instruments shall be \nnotified in the Working Time Table for passenger trains. \n \n14.03. Consent required before interfering with Block working equipment.— \nNo railway servant shall interfere with the block working equipment, or their \nfittings for the purpose of effecting repairs, or for any other purpose, except \nwith the previous consent of the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 266, + "text": "239 \n \n \nB. Block Station at which Electrical Block Instruments Track Circuits or Axle \nCounters are provided \n \n14.04. Certificate of competency.— \n(1) No person shall operate the electrical block instruments until he has \npassed a test in the operatio n of block instruments and unless he holds \na certificate of competency granted by a railway servant appointed in \nthis behalf by the Railway Administration. \n(2) The certificate of competency referred to in sub -rule (1) shall only be \nvalid for a period of three years or such longer period as may be laid \ndown by special instructions. \nS.R.14.04. The Principal, Zonal Railway Training Institute, Moula-ali is the authorised official \nto issue the Competency Certificate, which shall be valid for a period of three years. \n \n14.05. Bell code.— \nFor the signalling of trains, the prescribed code of bell signals as detailed \nbelow, shall be used, and a copy thereof shall be exhibited in each block \nstation near the place of operation of the block working equipment –– \n \nRef. \nNo. \nIndication Code How \nsignalled \nHow \nacknowledged \n1 Call attention or \nattend telephone \n0 One stroke \nor beat \nOne stroke or \nbeat \n2 Is line clear or \nline clear \nenquiry \n00 Two Two \n3 Train entering \nblock section \n000 Three Three \n4 (A)Train out of \nblock section \n \n(B) Obstruction \nremoved \n0000 Four Four \n5 (A) Cancel last \nsignal \n \n(B) Signal given \nin error \n00000 Five Five \n6 (A) Obstruction \ndanger signal \n(general) \n \n(B) Stop and \nexamine train \n000000 \n \n \n \n000000 – 0 \n \nSix \n \n \n \nSix pause \none \nSix \n \n \n \nSix pause one", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 267, + "text": "240 \n \n(C )Train passed \nwithout tail lamp \nor tail board \n \n(D) Train divided \n \n \n(E) Vehicles \nrunning away in \nwrong direction \non double line or \ninto the block \nsection on \nsingle line \n \n(F)Vehicles \nrunning away in \nright direction \non double line \n000000 – 00 \n \n \n \n000000 – 000 \n \n \n000000 – 0000 \n \n \n \n \n \n \n \n000000 – 00000 \nSix pause \ntwo \n \n \nSix pause \nthree \n \nSix pause \nfour \n \n \n \n \n \n \nSix pause \nfive \nSix pause two \n \n \n \nSix pause \nthree \n \nSix pause four \n \n \n \n \n \n \n \nSix pause five \n \n7 Testing 0000000000000000 Sixteen Sixteen \n \nNote:- (1) ‘0’ indicates a stroke or a beat and ‘–‘ indicates a pause \n(2) Exchange of bell codes under reference numbers 3 and 4 are not \nrequired in a section provided with block proving axle counters or \ntrack circuit having complete track circuiting of station yard \nexcluding non-running lines on either end. \n \n14.06. Acknowledgement of signals.— \n (1) Each signal received shall be acknowledged by sending its \nauthorised acknowledgement. \n (2) No signal shall be acknowledged until it is clearly understood. \n (3) A signal shall not be deemed to be complete until it is acknowledged. \n (4) If the station to which a signal is sent does not reply, the signal shall \nbe repeated at intervals of not less than 20 seconds until reply is \nreceived. \n \n14.07. Train Signal Register.–– \n (1) A Train Signal Register shall be kept by the Station Master or under \nhis orders. \n (2) All signals received or sent on the electrical block instruments and \nthe timings of receipt and despatch shall be entered therein, \nimmediately after acknowledgement, by the person operating the \nblock instruments. \n (3) The timings entered in the register shall be the actual timings, except \nthat any fraction of a minute shall be counted as one.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 268, + "text": "241 \n \n (4) All entries in the register shall be made in ink. \n (5) No erasure shall be made in the register, but if any entry is found to \nbe incorrect, a line shall be drawn through it, so that it may be read at \nany time and the correct entry shall be made above it. \n (6)The person who keeps the register for the time being shall be \nresponsible for all entries made there in and for correctly filling in \neach column thereof. \n \nS.R. 14.07.1 The Station Master who makes an entry for a train in the TSR shall continue to \nbe on duty till all entries pertaining to that train are completed. By this, it is meant that the \nStation Master who asked for Line Clear for a train to enter the block section shall remain on \nduty till the ‘Train out of block section’ signal is given and acknowledged and the Station \nMaster who gives Line Clear for a train to enter a block section shall remain on duty till the \ntrain has arrived and the ‘Train out of block section’ signal is given and acknowledged. \n2. .A line shall be drawn across the TSR whenever Station Masters change duty. The \nStation Master who is going off duty shall sign his name legibly and enter the time above the \nline and the Station Master coming on duty shall sign legibly and enter the time below the \nline. \n3. In the case of a train working on line, (clause 1) need not be observed but enter in the \nTSR, so far made, shall be initialed by both the Station Masters. An entry, as under, shall be \nmade immediately below the entry for the train and above the line (clause2). “Block section \nstill occupied by train (number and description)……………working on line”. Both the Station \nMasters shall sign thi s entry as required in clause 2. An entry to this effect shall also be \nmade in the station diary and initialed by the both Station Masters. \n4. The procedure detailed in clause 3 above shall also be applicable in case of accidents, \nengine failures, OHE fa ilures etc, when there is a likelihood of trains getting abnormally \ndelayed and it is not possible for the same persons to continue to remain on duty to \ncomplete all the transactions for which he/they had granted/obtained Line Clear. \n \n14.08. Authority to proceed.— \nThe Loco Pilot shall not take his train from a block station unless he has been \ngiven an authority to proceed –– \n (a) on the double line, by taking ‘off’ of the last Stop signal, and \n (b) on the single line, either- \n (i) by a token for the block section, taken from an electrical block \ninstrument, or \n (ii) by a Line Clear Ticket duly signed by the Station Master, or \n (iii) by any document prescribed in this behalf by special instructions, \nor \n (iv) by taking ‘off’ of the last Stop signal in lieu of tangible authority as \nmentioned in sub -clauses (i) to (iii) on sections provided with \nelectrical block instruments of tokenless type or track circuits or \naxle counters. \n \n14.09. Loco Pilot to examine authority to proceed.— \n (1) The Loco Pilot shall ensure that the authority to proceed given to him \nis the proper authority under the system of working and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 269, + "text": "242 \n \n refers to the block section he is about to enter, and i f the said authority is in writing \nthat it is complete and duly signed in full and in ink. \n(2) If the conditions mentioned in sub -rule (1) are not complied with, the Loco Pilot \nshall not take his train past or start from the station until the mistake or t he omission \nis rectified. \n14.10. Conditions for closing the block section.— \n(1) When the block section has been cleared by the arrival of the train or by the \nremoval of the cause of blocking, the block section shall be closed by the block \nstation in advance by giving the prescribed bell code signal. \n(2) Before such signal is given, the Station Master shall satisfy himself as per the \nprescribed special instructions –– \n (a) that the train has arrived complete or the cause of blocking the section has \nbeen removed, and \n (b) that the conditions under which Line Clear can be given, are complied with. \n(3) The provision of clause (b) of sub -rule (2) may be relaxed at class ‘A’ single line \ncrossing stations. In such cases, the Station Master shall satisfy himself that the train \nis standing at its Starter clear of the line on which the second train is to run. \n(4) Where in a section, a block proving axle counter or continuous track circuiting \nbetween block stations and complete track circuiting of station s ection excluding \nnon-running lines of the receiving station is installed and is functioning and there is a \nclear indication of clearance of block section as well as complete arrival of the train \nas per indication given, it would be taken as assurance for c omplete arrival of the \ntrain to the Station Master. \n((AASS NNoo..44,, ddaatteedd 1111..1100..22001100 –– iitteemm NNoo..1144)) MMooddiiffiieedd \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..11)) RReeppllaacceedd aass uunnddeerr \nS.R.14.10.1- Except where the block proving axle counter or continuous track circuiting between \nblock sections and complete track circuiting of station section, excluding non -running lines of \nthe receiving station, is provided and functioning; and there is a clear indication of clearance of \nblock section as well as complete arrival of the train, for all run through trains and for other \ntrains which usually come to a stop at a place from which the tail lamp/tail board can \nconveniently be observed, the responsibility for ensuring that the train is complete devolves on \nthe Station Master. \nS.R. 14.10.2.- At all other stations or yards where BPACs are not provided/not functioning, the \nguard of the train after ensuring that his train has arrived complete and standing within the \nfouling mark, shall call the SM on duty of that station on Walkie-Talkie. After clearly mentioning \nthe identity of the guard and Station Master along with station name/train No. to each other, the \nguard shall give private number to SM on duty, in support of having ensured complete arrival of \ntrain within fouling mark. The SM will recei ve the PN in turn issue a PN to the guard that the \nrelevant block section will be cleared. The Station Master on duty shall record the PN given by \nthe guard and name of the guard in the remarks column of the Train Signal Register against \nthe entry of the t rain. The guard shall record the PN received from SM on duty in his rough \njournal. The SM shall not give ‘Train out of block section’ signal to the Station Master in rear \nuntil he receives the private number from the guard. \nS.R. 14.10.3. - During failure o f Walkie -Talkie/VHF sets when SM is not in a position to \ncommunicate with the guard of the incoming train, he shall send the ‘Train intact Arrival \nregister’ (T.1410) to the guard through pointsman, duly entering the date and train No and his \nPN. The guard after ensuring that the train has arrived complete within fouling mark shall \nrecord the PN, arrival time with his full signature in the relevant columns of the ‘Train intact \nArrival register’ and arrange to return the register to the station master on duty. The guard shall \nrecord the PN of the SM in his rough journal. The Station Master on duty shall record the PN \nreceived from the guard in the remarks column of the Train Signal Register against the entry of \nthe train and shall not give ‘Train out of block section’ signal to the Station Master in rear until \nhe receives the register(T.1410) back with guard’s PN and signature.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 270, + "text": "243 \n \nS.R. 14.10.4. – At stations or yards where en cabins are provided, the Cabin Station Master or the \nCabin ASM/Cabinman/leverman of the c abin nearest to which the last vehicle stands, shall ensure \ncomplete arrival of train within the fouling mark, by seeing the tail lamp/tail board, and give a PN to \nthe SM on duty to that effect. \nS.R.14.10.5. – When a stopping goods train is running without brake van or without guard, the Station \nMaster shall depute a pointsman in advance towards the fouling mark in rear. The Pointsman shall \nensure the complete arrival of train within the fouling mark and inform SM on duty on Walkie -Talkie \nor record the same in ‘Train intact register’ as the case may be, with a PN to that effect. \nS. R. 14.10.6. – Exchange of private numbers between the guard and the Station Master is not \nrequired in the following circumstances. \n(a) Where BPACs are provided and functioning. \n(b) Where end cabins are provided (c) In case of run through trains, where SM from platform \nside/Pointsman from off side of the station can see the LV board during day/Tail lamp during night. \nS. R. 14.10.7. – The instructions detailing the procedure of exch anging private numbers as above to \nensure complete arrival of train, where BPACs or continuous track circuiting are not functioning; and \nalso the instructions as per G.R. 14.10(4) and G.R.4.17(3) where BPACs/continuous track circuiting \nare provide, shall be incorporated in the respective Station Working rules. \n \n14.11. Responsibility of Station Master as to authority to proceed.–– \n (1) An authority to proceed shall not be given to the Loco Pilot until the \nprocedure prescribed for the purpose, so far as it is applicable in the \nparticular case, has been followed. \n (2) An authority to proceed shall not be give n to the Loco Pilot except by the \nStation Master or by some railway servant appointed in this behalf by \nspecial instructions. \n (3)The Station Master shall see that the authority to proceed given \n to a Loco Pilot is accurate and that, when it is in writing, it is \n complete and is signed in full and in ink. \n (4) If the train stops at the station and is waiting to cross another train, the \nauthority to proceed shall not be given to the Loco Pilot until the whole of \nthe latter train has arrived and is clear of the running line for the former \ntrain. \n (5) If two engines are coupled together or if one engine is in front and another \nin rear of the train, the authority to proceed shall be given to the Loco \nPilot of the leading engine. \n14.12. Special responsibility as to electrical token instruments and to the token.–– \n (1) The Station Master shall be responsible to ensure that – \n (a) no one but himself operates the electrical block instruments, \n (b)the procedure regarding bell signals and, in addition any commun ication \nmade by electrical communication instruments including the use of a \nprivate number, as laid down under special instructions, is correctly \ncarried out, \n (c) in the case of stopping trains, the incoming token is surrendered by the \nLoco Pilot before an outgoing token is delivered to him, \n (d) when he receives the token of an incoming train, it is put in the electrical \nblock instrument immediately, and \n (e) no one except the person authorized by special inst ructions opens the \nelectrical block instruments.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 271, + "text": "244 \n \n \n (2) (a) A token shall not be taken out of an electrical block instrument earlier \nthan necessary and when taken out, its number shall be recorded \nin the Train Signal Register, and it shall be kept in the personal \ncustody of the Station Master till issued to a Loco Pilot or \nreturned to the instrument. \n (b) On arrival of the train at the block station in advance, the Loco \nPilot shall give up the token in accordance with special \ninstructions, and this token shall then be placed in the electrical \nblock instrument at that station. \n (c) If the train has to return to the block station from which it started, \nthe token shall, on such return, be replaced in the electrical b lock \ninstrument from which it was extracted. \n \n14.13. Failure of electrical block instruments or track circuits or axle \ncounters.— \n (1) If the electrical block instruments, track circuits or axle counters or \ntheir electric connections fail, Line Clear shall be obtained through \nthe electrical communication instruments. \n (2) When Line Clear has been so obtained, an entry to that effect shall be \nmade in the Train Signal Register, and the train may be allowed to \nproceed on the issue of a written a uthority to proceed, which shall \nalso bear a remark to that effect. \nS.R.14.13.1. Resetting buttons for failure of Analog Axle Counter in IB section. \nPB.1. To reset the axle counter whenever the IB Home is passed at 'on'. \nPB.2. To reset the axle counter due to failure or improper counting. \nPB.3. To give co-operation to the station in rear. \n14.13.2. PB 1 or PB 2 is used only with the co -operation of the station ahead. This co -\noperation is given by pressing PB 3 and indicated by a white light near PB 1 or PB 2 button. \n2.1. Resetting buttons for failure of Digital Axle Counter in IB section. \nPB.1. To permit LSS of the rear station to be taken 'off' whenever the IB Home is passed at \n'on'. \nPB.3. To give co-operation to the station in rear. \nReset Button: To reset the axle counter of rear section due to failure or improper counting. \n2.2. PB 1 is used only with the co -operation of the station ahead. This co -operation is given \nby pressing PB 3 and indicated by a white light near PB 1 button. \n2.3. (a) When reset is in itiated, Digital Axle Counter of rear section enters into preparatory \nreset mode. The first train shall be dealt on authority to pass station LSS at 'on'. \n(b) On clearing the section by first train on preparatory reset, if the axle counter shows clear \nindication at both stations, all subsequent trains can be dealt normally. However, if again the \naxle counter does not show clear indication, but 'occupied' indication continuously, the \nDigital Axle Counter shall be treated as failed. \n14.14. Closing of Intermediate Block Post.— \nIf the electrical block instruments provided at the stations on either side of an \nIntermediate Block Post or the track circuiting provided beyond the last Stop \nsignal, or the axle counters provided at either end of block section", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 272, + "text": "245 \n \nfail, the Intermediate Block Stop signal shall be treated as defective and the \nIntermediate Block Post shall be deemed to be closed and the section between \nthe stations on either side of the Intermediate Block Post shall be treated as \none block section. \nSR 14.14 The following indications are provided at the place, where IB signal is operated: \n14.14.1 K1 INDICATOR \n1.1 K1 indicator appears and audible alarm sounds, when a train passes IBS at ‘on’. The \naudible alarm can be stopped by pressing the acknowledgement button. Immediately Station \nMaster on duty must alert Station Master at the station in advance and then he must notify \nthe particulars of the train and time at which the train passed the IBS at ‘on’. \n1.2 In case the train entered into the IB section, which is already occupied with a train, the \nStation Master shall -- \n1.2.1 advise the Gateman, if any, in section to stop the train and inform Loco Pilot and Guard \nof the circumstances, \n1.2.2 inform the TPC in case, the train is hauled by electric loco, to switch off OHE power \nsupply and to advise the circumstances when Loco Pilot contacts on emergency phone, \n1.2.3 advise the Station Master at the station in advance to issue Caution Order to the train \nwhich may enter block section on adjacent line from the other end to proceed cautiously and \nbe prepared to stop short of any obstruction. \n1.3 In case the train entered into the IB section, which is not occupied, Station Master shall \nact as per para 1.1 above. \n1.4 On complete arrival of the said train in both the circumstances, at the station in advance, \nStation Master must inform the arrival of train and clearance of section under exchange of \nprivate numbers duly making all the entries in the TSR / Station Diary in RED INK at both the \nstations. \n1.5 The indic ation disappears after normal restoration of circuits by using PB1 and co -\noperation from Station Master from other end of the block section. Till that time, no other \ntrain shall be allowed to enter into axle counter block section. \n \n14.14.2 K2 INDICATOR \nK2 indicator appears and audible alarm sounds when train passes LSS and enters axle \ncounter section. The indication disappears and the audible alarm stops as LSS knob is put \nback to normal. \n \n14.14.3 K3 INDICATOR \nK3 indicator appears and audible alarm sounds as train passes IBS at ‘off’ position and \nenters block section. The indication disappears and audible alarm stops as IBS knob is \nnormalised. \n \n14.14.4 K4 INDICATOR \nK4 indicator appears and audible alarm sounds whenever the normal / clear aspect bulb of \nIBS / IB distant signal bulb fuses or power supply to IB signal fails. Pressing the \nacknowledgement button stops the alarm. The indication will disappear after the \nreplacement of fused bulb or resumption of power supply as the case may be.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 273, + "text": "246 \n \nC. Block Stations at which Electrical Block Instruments are not provided. \n \n14.15. Transmission of signals.— \nFor the working of trains at such stations where electrical block instruments \nare not provided, signals as prescribed under special instructions shall be \ntransmitted, as occasion may require, on the electrical communication \ninstruments. \n \nS.R.14.15. For detailed instructions, see Chapter VIII of Part A (BWMS -T), Part B (BWMS -\nTL) and Part C (BWMD) of Block Working Manual 2005. \n \n \n14.16. Train Signal Register.— \nThe Train Signal Register referred to in Rule 14.07 shall also be maintained at \nblock stations where block instruments are not provided. \n \n14.17. Forms for messages and written authority to proceed.— \n (1) All messages despatched in connection wit h the working of trains, \nand all written authorities to proceed, shall be written on forms \nspecially provided for the purpose by the Railway Administration. \n (2) Such forms shall be bound up in books and kept at each block station \nby the Stat ion Master, or by some railway servant appointed in this \nbehalf by special instructions. \n \n14.18. Distinction of messages.–– \n (1) Every message despatched in connection with the working of a train \nshall distinctly describe the train to which it relates. \n (2) For every train a separate enquiry and reply shall be sent. \n \n14.19. Writing and signing of messages and written authorities to proceed.– \n (1) All messages despatched in connection with the working of trains, \nand all written authorities to proceed, shall be written up in ink and \nsigned by the person authorised to despatch or issue the same. \n (2) No message or written authority to proceed shall be written out, \neither in full or in part or signed, until necessary. \n \n14.20. Completion of messages.— \nNo part of any message shall be despatched or acted upon until the whole \nmessage has been written ou t except with a view to the prevention of an \naccident, or in some other case of emergency. \n \n14.21. Preservation of messages and written authorities to proceed.— \nMessages and written authorities to proceed shall be destroyed at such time \nafter issue as may be prescribed by special instructions: \nProvided that no message or written authority to proceed shall be destroyed \nbefore one month after issue.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 274, + "text": "247 \n \n14.22. Cancellation of Line Clear.— \nOn a single line when a Line clear has been cancelled, no train shall be \nallowed to leave in the opposite direction until a message has been received \nacknowledging such cancellation and stating that the train for which the Line \nClear has been given is and shall be detained. \n \n14.23. Loco Pilot to have authority to proceed.— \nThe Loco Pilot shall not take his train from a station unless he has in his \npossession as his authority to proceed, a Line Clear Ticket duly signed by the \nStation Master. \n \n14.24. Authority to proceed: when to be given to Loco Pilot.— \nAn authority to proceed shall not be given to the Loco Pilot until the procedure \nprescribed for the purpose, so far as it is applicable in the particular case, has \nbeen followed. \nS.R.14.24. For special instructions regarding the delivery of Line Clear Ticket, refer \nAnnexure of Block Working Manuals 2005. \n \nD. Line Clear Tickets \n \n \n14.25. Line Clear Tickets.–– \n (1) When owing to failure or non -provision of electrical block \ninstruments the authority to proceed is a Line Clear Ticket, it shall, \nexcept under special instruction, be in the following form–", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 275, + "text": "248 \n \n (Blue) \n Form No. T/C 1425 \n Sr. No._________ \nSouth Central Railway \n \nPAPER LINE CLEAR TICKET \n \n(Loco Pilot / Record) \n \nUp \n Number of Train________________________ UP (Description)__________ \n Date______________________ \n Time____________ hours_________ minutes. \n \n From \nStation Master____________________________ \n \n To \nThe Loco Pilot of Train No._______________________ UP \n \n The line is clear and you are authorised to proceed to _____________ station \n \n Last train No.________________ cleared section at ____________ station. \n \n Private No.(in words) __________________ (in figures)________________ \n \nAUTHORITY TO PASS SIGNAL AT ‘ON’ POSITION \n \n *You are authorised to pass Last Stop Signal at danger, when the signal is \n interlocked with Block Instrument. \n \n \n _______________________ \n Signature of Station Master \n Station Master Stamp \n *Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 276, + "text": "249 \n \n (Blue) \n Form No. T/D 1425 \n Sr. No._________ \nSouth Central Railway \n \nPAPER LINES CLEAR TICKET \n \n(Loco Pilot / Record) \n \nDown \n Number of Train________________________Down (Description)__________ \n Date______________________ \n Time____________ hours_________ minutes. \n \n From \nStation Master____________________________ \n \n To \nThe Loco Pilot of Train No._______________________ Down \n \n The line is clear and you are authorised to proceed to _____________ station \n \n Last train No.________________ cleared section at ____________ station. \n \n Private No. (in words) __________________ (in figures)________________ \n \nAUTHORITY TO PASS SIGNAL AT ‘ON’ POSITION \n \n *You are authorised to pass Last Stop Signal at danger, when the signal is \n interlocked with Block Instrument. \n \n \n _______________________ \n Signature of Station Master \n Station Master Stamp \n *Strike out whichever is not applicable.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 277, + "text": "250 \n \n (2) Each such ticket shall bear a serial number which shall be recorded \nin the Train Signal Register, the numbers for the Down direction \nbeing clearly distinguished from those for the Up direction. \n (3) The ticket referred in sub -rules (1) and (2) shall be printed on white \npaper with blue font. To distinguish Paper Line Clear Ticket for up \nand down directions, water mark arrow pointing “up” and “down” \nshall be printed on the ticket. \nSR.14.25 On double line and single line sections, when blo ck instrument is interrupted or \nsuspended, every train shall be stopped, run through trains being stopped out of course and \nthe Station Master shall issue to the Loco Pilot of train a Paper Line Clear Ticket in the \nprescribed form which will be the Authori ty for the train to proceed. The prescribed Paper \nLine Clear form numbers are— \n(A) Line Clear Enquiry Message issued by train despatching station - T/A 1425 \n(B) Line Clear Reply Message issued by train receiving station T/B - 1425 \n(C) Paper Line Clear Ticket – UP T/C 1425 \n(D) Paper Line Clear Ticket – DN T/D 1425 \n \nNote : On double line section between ‘A’ and ‘B’ block stations, in case of partial failure of \nthe Block Instruments, if the Block Instrument is working in, say UP direction (‘A’ to ‘B’) the \ntrain will be dispatched after taking Line Clear on the Block Instrume nt from ‘A’ to ‘B’. In the \nreverse direction (‘B’ to ‘A’) the train will be despatched on the authority of Paper Line Clear \nTicket. \n \nE. Use and Operation of Block Working Equipment \n \n14.26. Use and operation of block working equipment.— \nThe use and operation of el ectrical block instruments shall be governed by \nspecial instructions to be issued with the prior approval of the Railway Board.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 278, + "text": "251 \n \n \nCHAPTER XV \nPERMANENT WAY AND WORKS \n \nA. Railway Servants Employed on the Permanent Way or Works \n15.01. Condition of Permanent Way and Works.–– \nEach Inspector of Way or Works shall be responsible for the condition of the \npermanent way and works under his charge. \n \n15.02. Maintenance of Line.–– \nEach Inspector of Way or Works shall – \n (a) see that his length of line or works in his charge are efficiently \nmaintained, and \n (b) promptly report to the Engineer -in-charge all accidents to, or defects \nin the way or works, which he considers likely to interfere with the \nsafe running of trains, at the same time taking such action as may be \nnecessary to prevent accidents. \n \n15.03. Keeping of material.–– \nEach Inspector of Way or Works shall see to the security of all rails, chairs, \nsleepers, and other material in his charge, and ensure that such of the said \narticles as are not actually in use are properly stacked clear of the line so as \nnot to interfere with the safe running of trains. \n \n15.04. Inspection of Permanent Way and Works.–– \n (1) Every portion of the permanent way shall be inspe cted daily on foot \nby some railway servant appointed in this behalf by special \ninstructions: \nProvided that the interval between such inspections may, under \napproved special instructions, be increased to once in two days in \nthe case of lines with light and infrequent traffic. \n (2) All bridges and works including signals, signal wires, interlocking \ngear, points and crossings, overhead equipment and any other \nequipment affecting the safety and working of all trains shall be \ninspected regularly in accordance with special instructions. \nS.R.15.04.1. The Keyman of the Gang shall walk over his length at least once in a day in \neach direction, examining the permanent way and attending to the tightening or replacement \nof loose keys or fastenings. If he discov ers any dangerous condition, such as a broken rail \netc., he shall at once protect the line in accordance with rule 3.62, take such immediate \naction as necessary and report the matter, without delay, to the Gangmate and nearest \nStation Master who shall arrange to communicate the same to the PWI concerned. \n2. The PWIs shall trolly over their lengths in accordance with the instructions issued by the \nEngineering Department. \n \n15.05. Patrolling of lines.–– \n(1) In addition to the inspection referred to in Rule 15.04, \nwhenever any portion of a railway is likely to be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 279, + "text": "252 \n \nendangered by abnormal conditions such as heavy rains, \nbreaches, floods, storms and civil disturbances, the line shall \nbe patrolled in accordance with special instructions. \n(2) When a railway servant deputed to patrol the line notices any \ncondition likely to affect the safety of trains or otherwise \napprehends danger, he shall take action in accordance with \nspecial instructions prescribed for the purpose to protect the \nobstruction on line and thereafter inform the nearest Station \nMaster by the most expeditious means. \nsee also Rule 3.62 \nS.R.15.05. For special instructions regarding patrolling of line, see Appendix IV \n \n15.06. Work involving danger to trains or traffic.–– \nA gang shall not commence or carry on any work which will involve danger to \ntrains or to traffic without the previous permission of the Inspector of Way or \nWorks, or of some competent railway servant appointed in this behalf by \nspecial instructions; and the railway servant who gives such permission shall \nhimself be present to superintend such work, and shall see that the provisions \nof Rules 15.08 and 15.09 are observed: \nProvided that, in case of emergency, when the requirements of safety warr ant \nthe commencement of any such work before the said railway servant can \narrive, the Gangmate may commence the work at once and shall himself \nensure that provisions of Rule 15.09 are observed. \nSR 15.06.BLOCK \nIt is an arrangement of blocking of track against movement of traffic over a particular section \nduly allowing the required material train or track machines or tower wagons of departments \nconcerned for maintenance. \n1. Types of Blocks \n1.1. Line Block – means blocking of a portion of line for engineeri ng purposes wherein no \ntraffic is permitted except Material trains and Track Machines. \n1.2. Power Block – means blocking of a section of line against movement of electric traffic. \nHowever, during this block period, diesel traffic may be dealt. This block i s exclusively used \nfor OHE maintenance purposes. \n1.3. Integrated Block – means blocking of a portion of line for maintenance work by more \nthan one department i.e, Engineering, TRD and S&T departments simultaneously. \n1.4. Shadow Block – means a block, which may be or may not be integrated, availed from \neither end of the block section between two block stations simultaneously. (These shadow \nblocks can be planned during special works like changing of bridge girders, replacement of \nturnouts, changing of contact wire etc). \n2.SPECIAL INSTRUCTIONS FOR LINE BLOCK ON SINGLE AND DOUBLE LINES \nEngineering works affecting traffic- \n2.1. For the purpose of these rules, Engineering works are classified under the following \nthree categories:- \n2.1.1. Category I - Works of normal routine maintenance, such as renewals of keys and \nbolts, isolated renewals of a chair, pot or sleeper, picking up of slacks, overhauling etc. \n2.1.2. Category II - Works such as scattered renewals of pots, sleepers, oiling of bo lts, \ngreasing of fish plates, painting of bridges, lifting and packing or other works necessitating \nobservance of hand signals or ‘Stop’ or ‘Proceed with Caution’ signals etc.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 280, + "text": "253 \n \n2.1.3. Category III - Works involving renewal of rails/sleepers, re -laying, tem porary \ndiversions, loading / unloading of ballast, re -girdering, welding of rail joints or other works \ncausing interference with the traffic. \n2.1.4. Engineering works listed under 2.1.1. (Category I): No special precautions are \nnecessary and no advice need be given to any Operating Official. \n2.1.5. Engineering works listed under 2.1.2. (Category II): SCOR and Station Master shall \narrange to issue suitable Caution Order to the Loco Pilots indicating the speed restrictions. \nHowever, Caution Order shall be issued even in the absence of speed restriction indicating \nto look out for engineering signals. The Engineering Official -in-charge will also arrange for \nthe protection of the affected area in accordance with SR 15.09.1. \n2.1.6. Engineering works listed under 2.1.3. (Category III): \n2.1.6.1. In all cases of engineering works involving renewal of rails/s leepers, re -laying, \ntemporary diversions, loading / unloading of ballast, re -girdering, welding of rail joints or \nother works causing interference with the traffic or observance of any other restrictions in \nnormal train running, the engineering department will interact with the operating department \nfor obtaining line block. \n2.1.6.2. Procedure for obtaining Line Block: \nWhen it is necessary to obstruct totally any portion of the running line outside the station \nlimits for engineering purpose, the AEN or the P WI or any other official of the engineering \nbranch specially authorized by the DEN should apply to the DRM for line block order. \n2.1.6.3. Engineering Branch will arrange with the Operating Branch for the issue of a \n‘Circular Notice’. The circular notice shall be valid for 3 months from the date of issue, i.e., \nthe work notified must be taken in hand within 3 months. If the work cannot be commenced \nwithin 3 months, a fresh circular notice must be issued. Once the work is taken in hand, the \nCircular Notice will be effective as long as the work is in progress. \n2.1.6.4. On receipt of advice from the Official -in-charge of the work and before the work is \ntaken in hand, the DOM will issue an all concerned message to the officials mentioned in the \naforesaid circular notice. The name of the Engineering official -in-charge of the work and the \nlast train which may be allowed on the section before imposing the ‘line block’ shall be \nspecially mentioned in the ‘all concerned message”. This message will be issued at least \ntwo days in advance of proposed Line Block. \n2.1.6.5. In the case of daily work on re -laying, the message may cover a period of seven \ndays, on the expiry of which a fresh message shall be issued. \n2.1.6.6. The work must not be taken in hand until acknowledgem ents have been received \nfrom the Station Masters concerned, the SCOR, the TPC and Chief Crew Controller. If \nacknowledgements are not received, the DOM will take steps to prevent the work being \ntaken in hand. \n2.1.6.7. A material lorry may be allowed to wor k in the block section for which the line has \nbeen blocked, but the Engineering Official -in-charge must ensure that before the line is \ndeclared safe for traffic, the lorry is removed off the track. \n2.1.6.8. The Engineering Official-in-charge will also arrange for the protection of the affected \narea in accordance with S.R.15.09.2. \n2.2.1. Slots for integrated blocks for maintenance, identifying the least crowded time span, \nhave been indicated in the Divisional Working Time Tables. The schedule for Line Block \nrequired every week for carrying out maintenance works is to be jointly plan ned by Sr.DOM \n& Sr.DEN(Co-ord) in previous weekends. All other departments like S&T, Electrical should \ninvariably plan their work coinciding with these blocks. However if safety is endangered, the \nPWIs can impose emergency Caution Order for ensuring safety.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 281, + "text": "254 \n \n2.2.2. In case of operational exigencies like late running of scheduled express/ passenger \ntrains/accidents/bunching etc., the block timings can be modified and advised to Engineering \nControl in advance in the morning hours so as to enable them to plan revised utilisation of \nblocks accordingly. \n2.2.3. SCOR will advise the Station Masters on either side who in turn will advise Official -in-\ncharge of the work about the commencement of the Line Block and the last train after the \ndeparture of which t he Line Block will be taken up. Official -in-charge of the work shall \nadhere to block timings, complete all preliminary works and ensure completion of \nmaintenance work strictly within the time as advised to them by the Station Masters through \nthe memo while granting the Line Block. \n2.2.4 The general precautions stipulated in rule No.3 should be adhered to. \n2.3. Caution Orders shall be issued by the Station Masters concerned to the Loco Pilots of \nall trains proceeding to the affected area as imposed by the respective department. \n2.4. Blocking the line on field telephone:- \nWhen for any special reasons, it is decided to permit blocking of the line on the field \ntelephone, the following procedure shall be observed. This procedure is permissible only on \ncontrolled sections. \n2.4.1. The name of the Engineering Official-in-charge of the work, who shall not be below the \nrank of a PWI should be mentioned in the ‘Circular Notice’. Except the railway official so \nmentioned, no other person, will be authorized to obtain blocks on the field telephone. \n2.4.2. The ‘all concerned message’ issued by the DOM will mention the name of the \nEngineering official-in-charge of the work and the last train before permitting Line Block and \nwill also state the Line Block will be allowed on advice from the section on the field \ntelephone. \n2.4.3. On application to the DRM, the official-in-charge of the work will be issued a PN sheet \nto be used. On completion of the work, the PN sheet should be returned to the DRM. \n2.4.4. Before leaving the station for the site of the work, the Engineering official-in-charge will \nconsult the SCOR who will advise him the approximate time and the number and description \nof the last train after which the Line Block will be allowed. \n2.4.5. After the passage of the nominated train, the Engineering official -in-charge will \narrange to protect the place of obstruction in accordance with Rules 15.08 and 15.09 and \nafter having satisfied himself that the obstructed area is properly protected, will call the \nSCOR on the fiel d telephone, give his name and designation and also reference number of \nthe ‘circular notice’ under which the work is being carried out. \n2.4.6. The SCOR will then call the Station Masters at each end of the block section and \nascertain from them if the block section is clear of all trains. \n2.4.7. The Engineering Official-in-charge will then issue a message on the field telephone as \nfollows:- \n \n Date:……………………………… \nFrom: Engineering Official / PWI TO: SCOR / SMs/ X & Y \nNo……………… Refer DRM message number ………………………………….. \ndated ………………………………………. \n Line (Up or Down in the case of double line) between station X & Y will be blocked \nfrom…………Hrs to ……………..Hrs. PN \n Name………………………………………… \n Designation…………………………………..", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 282, + "text": "255 \n \n2.4.8. The SCOR will then issue a message to the SMs X and Y and also to the Engineering \nofficial-in-charge as follows:- \n \n Date: …………………. \nFrom : SCOR To : SMs/X&Y \n Copy to PWI \n T.N. number ……………………………………. you are authorized to block the line \n(Up or Down in the case of double line) between stations X and Y from……………… \nHrs. to …………………… Hrs. \n SCOR (Name) : …………………………. \n \n \n2.4.9. The Station Masters concerned will acknowledge the SCOR mes sage supported by a \nPN. The SCOR will make a note in his chart in the remarks column and record the name of \nthe Engineering official-in-charge and the PNs received from the Engineering official and the \nStation Masters. \n2.4.10. On receipt of the above message form the SCOR, the Station Masters concerned \nwill block the line in accordance with the rules and issue a message to the Engineering \nofficial-in-charge with copy to the SCOR on the telephone as follows :- \n \n Date: ………………….. \nFrom: SM To: PWI/………………. \n Copy to SCOR \nNumber: ………………………………. \nLine (Up and Down in the case of double line) has been blocked From \n………………………….. Hrs. to ………………… Hrs. PN. ……………………. \n Name: ……...................... \n Designation: …………………. \n \n2.4.11. The Engineering official -in-charge will then commence the work. He will keep \nhimself in constant touch with the SCOR. \n2.5. During interruption of Control: \nWhen control lines are interrupted, before the line is blocked for the work, the Official -in-\ncharge of the work will consult the Station Master in regard to the movement of trains in the \nsection and the Station Master after en suring that the block section is clear of trains, will \nblock the line and issue a written memo as specified under 2.4.10 above to the Official -in-\ncharge of the work to the effect that the line has been blocked and specify therein the \nduration of the block. \n2.6. Immediately after blocking the line, the Station Masters at both ends of the block \nsection should place the Line Block caps on the plunger of the block instruments and ‘line \nblocked collars’ on the signal lever of the LSS. The ‘line block caps ’/‘line blocked’ collars, \nshould be removed only when the normal working is resumed. Entries regarding the Line \nBlock should be made in red ink in the TSR. \n2.6.1. While the Line Block is in force, no traffic train shall be allowed to enter the \nobstructed section under any circumstances whatsoever. The Station Masters at both \nends of the obstructed block section shall not ask for or grant Line Clear for any train to \nenter the section. A material lorry may be allowed to work in the block section but the \nEngineering official -in-charge should ensure that before the line is certified safe for \nresuming normal traffic, the lorry is removed off the track. Only when specially \nmentioned in the ‘circular notice’, a material train is allowed to work in the block section \nduring the period of the Line Block. This train will be given an Authority to proceed to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 283, + "text": "256 \n \nenter into an obstructed block section (T/462 / T/A.462) and piloted by a responsible \nEngineering official not below the rank of a PWI and the trai n will work under his personal \nsupervision. \n2.6.2. On completion of the work and after the track is certified safe for the passage of trains, \nthe Engineering official-in-charge will contact the SCOR on the field telephone on controlled \nsections again and a dvise him about the completion of the work. The SCOR will call the \nStation Masters at both ends of the block section and the Engineering official -in-charge and \nthen issue a message in the following form:- \n \n Date:…………………. \nFrom PWI To: SMs/X and Y \n Copy - SCOR \nNo…………………….. Your No……………………………. \nTrack is certified fit for traffic (up / dn line in case of double line) between X & Y \nstations. Train working may now be resumed (speed restriction, if any, to be \nmentioned). P.N.…………………… \n Name:……………………….. \n Designation……………………… \n \nOn receipt of the above message the SCOR will issue a ‘train notice’ to th e Station Masters \nconcerned and authorize them to cancel the Line Block and resume normal working and \nobtain their acknowledgements. \n2.6.3. When control is interrupted, after completion of the work, the Official-in-charge of the \nwork will hand over to the Station Master a message as per para 2.6.2 above for resumption \nof normal traffic and specify therein, whether any speed restriction is to be observed or \nCaution Order to be issued. On receipt of this certificate, the Station Master will advise all \nconcerned specified in the ‘circular notice’ to cancel the Line Block and resume normal \nworking. In addition, the Official -in-charge will also hand over a certificate stating that the \nblock section has been cleared of the material train. \n2.6.4. Extension of the Line Block: If the Line Block is required to be extended beyond \nthe time specified in the ‘circular notice’ and the ‘all concerned message’, the Engineering \nofficial-in-charge of the work shall intimate the SCOR, contacting him on the field telephon e \nand send the Station Master at one end of the block section a written message expeditiously \nnotifying him the time upto which Line Block has been extended. The Station Master, who \nreceives the written message, shall immediately advise the Station Master at the other end, \nof the revised time upto which the Line Block has been extended by the Engineering branch. \n2.6.5. The advice extending the time of the Line Block shall be recorded in the TSR and \nthe station diary, at both ends of the block section an d after the expiry of the extended time, \ntraffic trains may resume running over the section as provided for in paras 2. 6.2 and 2.6.3. \n2.7. Obtaining line block on Portable Radio Communication/VHF: \n2.7.1. The name of the Engineering official in charge of the work, who shall not be below the \nrank of PWI should be mentioned in the “Circular Notice”. Except the railway official \nso nominated, no other person will be authorized to obtain blocks on Portable Radio \nCommunication/VHF. \n2.7.2. All concerned message i ssued by the DOM will mention the name of the Engineering \nofficial-in-charge of the work and the last train before permitting Line Block and also \nstate the Line Block will be allowed on advice from the section on Portable Radio \nCommunication/VHF.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 284, + "text": "257 \n \n \n \n2.7.3. If PWI is not in possession of PN sheet, he shall obtain one from section Traffic \nInspector and return the same on completion of the work. \n2.7.4. Before leaving the station for the site of the work, the Engineering official -in- charge \nwill consult the SCOR who shall advise him the approximate time and the number \nand description of the last train after which the Line Block will be allowed. \n2.7.5. After passage of the nominated train, the Engineering official -in-charge will arrange to \nprotect the plac e of obstruction in accordance with the Rules 15.08 and 15.09 and \nafter having satisfied himself that the obstructed area is properly protected, will call \nthe Station Master on Portable Radio Communication/VHF and inform about \nprotecting the work spot and give a PN. \n2.7.6. The Station Master will inform SCOR and the Station Master at the other end. After \nobtaining permission from SCOR for Line Block, the Station Master will give message \nto PWI on Portable Radio Communication/VHF regarding the permission gr anted by \nthe SCOR and give a PN. He will also inform Station Master at the other end of the \nblock section about the Line Block given to PWI with permission of SCOR. \n2.8. During emergencies requisition for Line block when Circular Notice is not in \nforce: \nThe SSE/SE/JE/P.Way will give written requisition to the on duty Station Master for Line \nBlock, indicating the mode of block, the location of work spot, time required for the \nworking, the nature of work required to be done and the station to which the \nengineering unit will clear. Station Master shall in turn co -ordinate with the control for \nimposition of Line block. \n2.9. Cancellation of Line Block: \n2.9.1. On completion of the work and after the track is made safe for the passage of trains \nthe engineering of ficial-in-charge shall remove the protection and convey to his \nrepresentative at the station on Portable Radio Communication/VHF (PWI shall keep his \nrepresentative at the station with a signed written memo from his side with the time and PN \ncolumns being kept blank) \n2.9.2. The PWI shall also communicate a PN to his representative. His representative shall \nenter the PN and time of cancellation of Line Block and hand over the memo to the Station \nMaster. \n2.9.3. On receipt of Line Block cancellation memo signed by the PWI, the Station Master will \nadvise SCOR and the Station Master at the other end of the block section and take \nnecessary action for the cancellation of Line Block. \nNote: In the event of failure of Portable Radio Communication/VHF, the procedure la id \ndown in SR 15.06.2 will be followed. \n3. General Instructions for the other Blocks \nSCOR shall call both the Station Masters on either side of the block section and convey \nthe message permitting the Block. Then the Station Masters on either side of the block \nsection exchange messages in relation to the imposition of the Block, the number of units \nwork in the section in each direction, duration of the Block, where the units to clear under \nexchange of private numbers. \nOn double line, block commutator should be kept in TOL and a Line Blocked collar \nshould be placed on the plunger of the block instruments. \nOn single line, in token and tokenless sections, a Line Blocked collar shall be placed on \nthe plunger of the block instruments as a reminder. Separate private number should be \ntaken for each unit and recorded in the authority. All the entr ies must be made in red ink in \nTSR. \nBefore introducing the Block, both the SMs should ensure that the block section is free \nfrom obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 285, + "text": "258 \n \nWhen it is not possible to establish the communication with the adjacent station, Block \nshall not be permitted. \n3.1 In case of power block, the instructions for permit to work as per the procedures \ncontained in SR 17.04 should be strictly complied with. \n4. If it is necessary to despatch a material train into the block section during the \nperiod of Line Block: \n(a) When material train is programmed to go into the block section and return to the station \nwhere from it started, T/462 shall be issued. \n(b) When material train is programmed to go into the block section and then proceed further \nto the next block station, T/A 462 shall be issued. \n(c) Only one material train at a time is permitted. \n4.1. When track machine/machines is/are programmed to be sent into the block \nsection during the period of block: \n(a) If one track machine is programmed to go into the block se ction and return to the station \nwhere from it started, T/465 shall be issued. \n(b) When one track machine is programmed to go into the block section and then proceed \nfurther to the next block station, T/A 465 shall be issued. \n(c) If more than one track machine are programmed to go into the block section and return to \nthe station where from they started, the first one will be given T/465 and the succeeding \nones will be given Caution Order. When T/465 is received back by the Station Master, it \nensures that the block section is clear. \n(d) If more than one track machine are programmed to go into the block section and then \nproceed further to the next block station, the first one will be given Caution Order and the \nlast one will be given T/A 465. When T/A 465 is received by the Station Master of the next \nstation, it ensures that the block section is clear. \n4.2. When Tower wagon / wagons is / are programmed to be sent into the block \nsection during block: \n(a) If one tower wagon is programmed to go into the block section and return to the station \nwhere from it started, T/1708 shall be issued. \n(b) When one tower wagon is programmed to go into the block section and then proceed \nfurther to the next block station, T/A 1708 shall be issued. \n(c) If more than one tower wagon are programmed to go into the block section and return to \nthe station where from they started, the first one will be given T/1708 and the succeeding \nones will be given Caution Order. When T/1 708 is received back by the Station Master, it \nensures that the block section is clear. \n(d) If more than one tower wagon are programmed to go into the block section and then \nproceed further to the next block station, the first one will be given Caution Ord er and the \nlast one will be given T/A 1708. When T/A 1708 is received by the Station Master of the next \nstation, it ensures that the block section is clear. \n4.3 Speed of track machine / tower wagon: \nThe speed of the first track machine / tower wagon will b e booked speed and the following \nones will observe a speed restriction of 25KMPH during day and when view is clear and \n10kmph during night and also during day when view is not clear. \n4.3.1 Station Master whoever receives T/462, T/A 462, T/465, T/A 465, T/1708 and T/A1708 \nshall intimate to the other Station Master under exchange of private number in token of block \nsection being free of material trains or track machines or tower wagons. \n4.4 If it is necessary to despatch material train and/or track machine and/or tower \nwagon into the block section during the period of integrated block: \n4.4.1. If material train and/or track machine and/or tower wagon are programmed to go \ninto the block section and return to the station where from they started, they are issued", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 286, + "text": "259 \n \nwith the relevant authorities i.e., T/462, T/465 and T/1708 and information in the Caution \nOrder regarding the number of material train / track machines / tower wagons are \npermitted to precede / follow to work in the same block section and to m aintain a \ndistance of 150 metres among them all the time. They shall maintain the speed of 15 \nKMPH when view is clear and during day time and 8 KMPH when view is not clear and \nduring night time. The receipt of all the authorities back by the Stati on Master ensures \nthat the block section is clear. \n4.4.2. If material train / track machine / tower wagon are programmed to go into the block \nsection and proceed further to the next block station, they are issued with the relevant \nauthorities i.e., T/A 462, T/A 465 and T/A 1708 and information in the Caution Order \nregarding the material train / track machines / tower wagons that are permitted to precede / \nfollow to work in the same block section and to maintain a distance of 150 metres among \nthem all the time and to maintain the speed of 15 KMPH when view is clear and during day \ntime and 8 KMPH when view is not clear and during night time. The receipt of all the \nauthorities by the Station Master of the block station at the other end ensures that the blo ck \nsection is clear. \nHowever, only one material train is permitted along with TT machines and / or tower wagons \n4.5. If it is necessary to despatch material train and/or track machine and/or tower \nwagon into the same block section from both the ends during shadow block the \nfollowing procedure shall be observed: \n4.5.1 If material train and/or track machine and/or tower wagon are programmed to go into \nthe block section from either end, they are issued with the relevant authorities i.e., T/462, \nT/465 and T/170 8 and information in the Caution Order how many material train / track \nmachines / tower wagons are permitted to precede / follow to work in the same block section \nfrom either end and to maintain a distance of 150 metres among them all the time and \nalways look out for the obstruction in the opposite direction and on sighting the obstruction, \nmaintain atleast 150 metres distance from the opposite obstruction. During this block the \nspeed should not exceed 15 KMPH when view is clear and during day time and 8 KM PH \nwhen view is not clear and during night time. \n \nDuring the shadow block, only one material train can be permitted in the block section. All \nthe units should return to the station from where they started. The receipt of all the \nauthorities back by the Station Masters at either end of the block section ensures that the \nblock section is clear. \n4.5.2. This shadow block can be permitted only when the units at either end can work at their \nwork spot without overlapping. In case the work spot of any unit is be yond the work spot of \nthe other unit towards the other end of the block section, the units shall be permitted from \nonly one end. \n5. Brake Power: \nThe driver of every TT Machine/Tower wagon shall check the fitness of the unit and its brake \npower. The Official-in-charge and the driver must personally satisfy with the efficacy of brake \npower before the unit enters the block section. \n6. Communication: \nAll the units shall be equipped with adequate communication facilities i.e., walkie talkie / \nCUG phones / Field telephones etc. \n7. Despatch: \nIf the unit is to be allowed on to right line, Starter signal can be taken ‘off’. If the unit is \nallowed on to the wrong line, all the points over which the unit/s move shall be correctly \nset, clamped and padlocked. The unit shall be piloted out of the station on PILOT-OUT", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 287, + "text": "260 \n \nmemo. Invariably, the machine that is programmed to work at a farther distance from the \nstation shall be despatched first. \n \n8. Protection: \nWhile moving into the block section, a competent rail way servant shall be deputed with stop \nhand signals to look out for the other units and in any case walkie-talkie sets shall be used to \nknow the whereabouts of other units. At the time of working, each machine shall be \nprotected by a competent railway serv ant walking at a distance of 150 metres with hand \ndanger signals exhibiting towards the direction of the other machine. If any one of the \nmachines stops at a particular place without movement, the machine shall be protected by \nplacing two detonators, 10 me tres. apart, at 150 metres away in the direction of the other \nmachine expected and a competent Railway servant standing at 45 metres beyond the \ndetonator exhibiting hand danger signal. The distance may suitably be increased in case of \ncurves / poor visibility. \n8.1. On double line sections, when one line is obstructed for working of these units, the \nofficials-in-charge of the units at the work spot shall ensure that the units should not infringe \nthe movement of traffic on the adjacent line. \n \n9. Shunting: \nNo shunt movement is permitted towards the block section, in which the material train / track \nmachine / tower wagon are working under block. \n \n10. Reception: \nOn completion of the block, the units shall clear at their designated ends. All the units should \nstart back at one time, duly maintaining the distance of 150 metres among the units. \n10.1. Right Line: \nThe first unit can be received on reception signals. The following units will be admitted on \nCalling-on signal or all the points over which the unit/s move shall be correctly set, clamped \nand padlocked and the units one after the other shall be received on a written authority \n(T/509) with proceed hand signals separately for each unit on the same line duly observing \nthe precautions for reception on an obstructed line. \n10.2. Wrong Line: \nThey shall be brought to a stop at LSS of the wrong line and then give a continuous long \nwhistle. The units one after the other shall be received on ‘Pilot-in’ memo separately for each \nunit on the same line after all the points over which the unit/s move s hall be correctly set, \nclamped and padlocked. \n11. Resumption of normal working: \n11.1. On completion of the work and after ensuring that the block section is free from \nmaterial train/track machine/tower wagon, the respective officials -in-charge of various units \nwho have carried out the works during block will hand over to the Station Master a \n‘Safety Certificate’ in writing for resumption of normal traffic and specify therein whether \nany speed restriction is to be observed. On receipt of this certifica te, the Station Master will \nadvise the SCOR, the Station Master at the other end and all concerned. \n11.2. Before cancelling the block and resuming normal working, Station Masters at both \nends must scrutinise the TSR entries to satisfy themselves that the section is clear of all \nunits such as material train / track machine / tower wagon. They shall exchange the \nmessages to that extent supported by private numbers. Then the Line Blocked collars from \nthe block instruments shall be removed and normal working can be resumed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 288, + "text": "261 \n \n \n \n15.07. Work in thick, foggy or tempestuous weather impairing visibility.— \nIn thick, foggy or tempestuous weather impairing visibility, no rail shall be \ndisplaced and no other work which is likely to cause obstruction to the \npassage of trains shall be performed, except in case of emergency. \n \n15.08. (1) Precautions before commencing operations which would obstruct \nthe line.— \nNo person employed on the way or works shall change or turn a \nrail, disconnect points or signals, or commence any ot her \noperation which would obstruct the line until Stop signals have \nbeen exhibited and where prescribed detonators used; and if \nwithin station limits, he has also obtained the written permission \nof the Station Master and all necessary signals have been pla ced \nat ‘on’: \nProvided that the exhibition of Stop signal may be dispensed with, if \nsuch operations are performed or carried out after the necessary \nsignals, other than Automatic Stop signals, have, in addition to being \nplaced in the ‘on’ position, been dis connected, so that such signals \ncannot be taken ‘off’ again until it is safe to do so and the \ncorresponding adequate distance beyond such signals is kept clear: \nProvided further that when the area of work is controlled by \nAutomatic signals, the railway ser vant in charge of the work shall \npost a competent railway servant at an adequate distance in rear \nof the site of the work to stop and warn any train approaching the \naffected area. \n (2) No work involving removal of any rail from the track shall be \nundertaken without traffic block, except as provided in sub - rule \n(3) below. \n (3) In emergent cases, the Engineering official not below the rank of \nPWI – Grade III, undertaking such operations shall first bring the \ntrain to a stop and advise the Loco Pilot of the train about the \nneed to stop the train through a written memo. The Engineering \nofficial shall simultaneously arrange to send a message to the \nStation Master for the need to block the track and obtain written \nconfirmation of the same. In such emerge nt cases work may be \ncommenced only after bringing the train to a stop and the Loco \nPilot has been advised. \n \n15.09. Showing of signals.–– \n (1) Whenever due to lines being under repair or due to any other \nobstruction it is necessary to indicate to the Loco Pilot that he has to \nstop or proceed at a restricted speed, the following signals shall be \nshown and, where prescribed, detonato rs used, if on a double line in \nthe direction from which trains approach, and if on a single line in \neach direction ––", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 289, + "text": "262 \n \n (a) When the train is required to stop and the restriction is likely to \nlast only for a day or less — \nA banner flag shall be exhibited at a distance of 600 metres on the \nBroad Gauge and 400 metres on the Metre Gauge and the Narrow \nGauge and three detonators shall be placed, 10 metres apart, at a \ndistance of 1200 metres on the Broad Gauge and 800 metres on \nthe Metre Gauge and the Narrow Gauge from the place of \nobstruction. In addition, Stop hand signal shall be shown at a \ndistance of 30 metres from the place of obstruction, at the banner \nflag and at a distance of 45 metres form the three detonators. The \nrailway servant at the place of obstruction shall give Proceed \nhand signal to indicate to the Loco Pilot when he may resume \nnormal speed after the train has been hand -signalled past the \nplace of obstruction. \n (b) When the train is required to stop and the restriction is likely to \nlast for more than a day — \nA stop indicator shall be exhibited at a distance of 30 metres from \nthe place of obstruction and a caution indicator at 1200 metres on \nthe Broad Gauge and 800 metres on the Metre Gauge and the \nNarrow Gauge from the place of the obstruction. In addition, \ntermination indicators shall be provided at the place where a Loco \nPilot may resume normal speed. \n (c) When the train is not required to stop and the restriction is likely \nto last only for a day or less — \nProceed with caution hand signals shall be exhibited at a distance \nof 30 metres and again at a distance of at least 800 metres from \nthe place of obstruction. The distance of 800 metres shall be \nsuitably increased by special in structions, where required. The \nrailway servant at the place of obstruction shall give Proceed \nhand signal to indicate to the Loco Pilot when he may resume \nnormal speed after the train has been hand -signalled past the \nplace of obstruction. \n (d) When the train is not required to stop and the restriction is likely \nto last for more than a day — \nA speed indicator shall be exhibited at a distance of 30 metres \nfrom the place of obstruction and again a caution indicator at a \ndistance of at least 800 metres from the place of obstruction. The \ndistance of 800 metres shall be suitably increased by special \ninstructions, where required. In addition, termination indicators \nshall be provided at the place where a Loco Pilot may resume \nnormal speed. \n (2) In case the place of obstruction is within station limits –– \n (a) the provision of sub-rule (1) may be dispensed with if the affected \nline has been isolated by setting and securing of points or by \nsecuring at ‘on’ the necessary manually controlled Stop signal or \nsignals, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 290, + "text": "263 \n \n \n \n (b) approach signals shall not be taken ‘off ’ for a train unless the \ntrain has been brought to a stop at the first Stop signal, except in \ncases where the Loco Pilot has been issued with a Caution Order \nat a station in rear, informing him of the obstruction and the \ndetails thereof. \n (3) If the place of work is situated in Automatic Signalling territory, and if \nthe distance between the place of obstruction and the Automatic \nsignal controlli ng the entry of train in the signalling section \nconcerned is less than 1200 metres on the Broad Gauge and 800 \nmetres on the Metre Gauge and provided the Automatic signal has \nbeen secured at ‘on’–– \n (a) the banner flag and three detonators r eferred to in clause (a) of \nsub-rule (1) may be provided at 90 and 180 metres respectively; \nand \n (b) the caution indicator referred to in clause (b) of sub -rule (1) may \nbe dispensed with. \n (4) The shapes and sizes of the indicato rs referred to in clauses (b) and \n(d) of sub-rule (1) may be prescribed by special instructions. \nS.R.15.09.1. Engineering fixed signals where special precautions are necessary: \n1.1. The Engineering indicators shall be provided both by day and night, to indicate the place \nwhere a stop or a reduction of speed is temporarily required in terms of Rule.15.09 (1) (b) \nand (d). \n1.2. There are four types of Engineering speed restriction indicators viz., Caution, Speed, \nStop and Termination, the description of which are given below.:–– \n1.2.1. Caution Indicator:–– \nThis board indicates that the line ahead is under repairs necessitating speed restriction with \nthe Loco Pilot to be prepared for either a Speed Indicator or Stop Indicator ahead. This shall \nconsist of a horizontal board 1.371 metres, wide by 0.381 metre deep fish tailed at one end \nas shown in diagram ‘A’. The Caution Indicator shall be situated not less than 1200 metres \nfor B. G. and 800 metres for M. G. from the point, where speed is to be restricted or where \nstoppage is required. \nThis indicator shall be provided both for permanent and temporary restrictions. When used \nfor permanent restrictions, no lights need be displayed. When used for temporary restriction, \nit shall display at night two horizontal yellow lights towards approaching trains. \n1.2.2. Speed Indicator:— \nThis shall consist of a yellow equilateral triangular board with 0.914 metre sides, painted \nyellow and bearing 0.3 05 metre high black figures giving the speed at which a train is to \nproceed past the indicator as shown in diagram ‘B’. The speed indicator shall be provided for \nboth permanent and temporary restrictions, the indicator for temporary restriction shall be \nilluminated by night by fixing a lamp in front of it, the indicator for permanent speed \nrestrictions will not be illuminated. \n Note : (i) The Caution and Speed indicator boards shown in diagrams ‘A’ and ‘B’ along with \nthe legend “goods trains only” on meta l plates fixed below the Caution Indicator and the \nSpeed Indicator shall be provided where speed restrictions exist due to continuous falling \ngradients. The legend shall be in black letters on yellow background. \n(ii) On the MG the maximum permissible speed of all goods trains on the continuous falling", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 291, + "text": "264 \n \ngradients of 1 in 200 and steeper existing for a stretch of 2 kilometres and over shall not \nexceed 30 KMPH. \n(iii) While reckoning the continuous falling gradient, short intervening stretches of level or \neasier gradients of half a kilometre or less shall be ignored and the entire length shall be \nreckoned as continuous falling stretch. \n(iv)The particulars of the sections where such continuous falling gradients exist shall be \nnotified in the WTT. \n1.2.3. Stop Indicator:— \nThis shall consist of a horizontal board 1.371 metre wide by 0.381 metre deep and painted \nwith red and white vertical stripes as shown in diagram ‘C’. The indicator will display two red \nlights by night in a horizontal line. This indicator will b e used when trains are required to \nstop. \n1.2.4. Termination Indicator:— \nThere are two Termination Indicators namely Termination Indicators for passenger trains \nand Termination Indicators for goods trains. These shall consist of one metre diametre disc; \npainted yellow and bearing 250 mm high 40 mm thick letter ‘T/P’ and ‘T/G’ in black as shown \nin diagram ‘D’. The Termination Indicator bearing letters T/P shall be located at a distance \nequal to the length of the longest passenger train operating on the secti on. The Termination \nIndicator bearing letters T/G shall be located at a distance equal to the length of the longest \ngoods train operating on the section. These shall indicate the point from which the normal \nspeed may be resumed. \nNote:— In the case of speed restrictions imposed on account of inadequate sighting \ndistance available for first Stop signal, the Termination Indicator shall be placed at a point \nfrom where the signal can be sighted. \n((AASS NNoo..99,, ddaatteedd 1177..0077..1111 –– iitteemm NNoo..33)) ppaarraa 11..22..55 iiss aaddddeedd \n1.2.5: Loop line clearance Board : Loop line clearance Board with legend “T/Loop ” to be \nprovided at stations at a distance of 720 meters after the loop line cross over point. \n1.3. In areas controlled by Automatic or Semi-Automatic signalling, prior notice shall be \ngiven to the CSTE to enable him to arrange to alter the control of the signals governing the \nsection where Engineering Speed Indicators have to be provided \n1.4. Fortnightly advice of Engineering Speed restrictions and Caution Orders shall be issued \nby the DRM to all concerned. \n1.5. Reflective type indicator for temporary speed restriction need not be lit. \n2.1. Before commencing any work in terms of Rule.15.09 (1) (a) outside station limits, the \nPWI or any other authorized railway servant shall notify the Station Master at each end of \nthe block section and obtain their acknowledgements. The Station Master shall issue \nCaution Orders to Loco Pilots in accordance with Rule. 4.09 and subsidiary rules thereunder. \n2.2. The Engineering official in charge of the work shall protect the line as follows.–– \n2.2.1. Post a Flagman with hand signals at a point not less than 30 metres in rear of the \nwork spot. \n2.2.2. Fix a banner flag across the line at a point not less than 600 metres on BG and 400 \nmetres on MG in rear of the work spot and post a Flagman with hand signals to take his \nstand in rear of the banner flag, at a place from which he can obtain a clear view of an \napproaching train. \n2.2.3. Post a Flagman with hand signals and detonators at a point not less than 1200 metres \non BG and 800 metres on MG in rear of the work spot. This Flagman shall place 3 \ndetonators on the line about 10 metres apart and take his stand at a distance of not less \nthan 45 metres in rear of the rearmost detonator, from where he can obtain a clear view of \nan approaching train and show Stop hand signal. \nNote :—(i) On the single line, the line shall be protected in both directions and on the double \nline, in the direction from which trains will approach.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 292, + "text": "265 \n \n \n \n(ii) At places where there are curves or falling gradients and at times of poor visibility, the \ndistances laid down in paras 2.2.2 and 2.2.3 above may be suitably increased, wherever \nnecessary, in order that the Stop hand signal and banner flag may be visible to the Loco \nPilot of an approachin g train from an adequate distance of not less than 400 metres or in \norder to avoid a girder bridge or any other obstruction which may prevent the fixing of the \nbanner flag, the intermediate Flagman, as and when necessary, shall be posted to relay the \nhand signals. \n2.3.1. The Loco Pilot of an approaching train shall come to a dead stand on seeing the Stop \nhand signal shown by the Flagman farthest from the obstruction, vide clause 2.2.3 above. \nOnly after the train has come to a stand, the Flagman shall remove the detonators and allow \nthe train to proceed by showing ‘proceed with caution’ hand signal. \n2.3.2. The Loco Pilot shall, thereafter, restart and ‘proceed with caution’ and be prepared to \nstop his train short of the banner flag fixed in accordance with cl ause 2.2.2 above. If it is \nnecessary to stop the approaching train short of the banner flag, the Flagman shall show a \nStop hand signal to the train. \nNote:— After the train has passed, the Flagman farthest from the obstruction shall place \nthree detonators again on the line and continue to show a Stop signal, until recalled. \n2.3.3. The Flagman nearest the obstruction at the 30 metres point shall, if it is necessary to \nstop the approaching train, show a Stop hand signal to the train. He shall, on receiving \norders from the Engineering official in charge of the work to allow the train to pass over the \nobstruction at reduced speed, show ‘proceed with caution’ hand signal and intimate the \nintermediate Flagman at the 600 or 400 metres point who shall thereafter, rem ove the \nbanner flag. The train shall then be hand signalled forward by both the Flagmen showing \n‘proceed with caution’ hand signal. \nNote:.–– After the train has passed, the intermediate Flagman shall fix the banner flag again \nacross the line and be prepare d to show a Stop hand signal and stop approaching trains, \nuntil recalled. \n2.4. If, in an emergency, it becomes necessary to carry out the work at night, the provisions \nof clauses 2.1 to 2.3 above shall be complied with, except that red lights shall be exhi bited, \nin the direction from which trains will approach, instead of the flags and banner flags used \nduring day. \n3. Procedure for passing trains in block section for work requiring, ‘stop dead’ speed \nrestriction— For works requiring ‘stop dead’ speed rest riction, Caution, Stop and \nTermination Indicators shall be fixed as indicted in Rule. 15.09 (1) (b). The Loco Pilot of a \ntrain shall, on approaching the Caution Indicator, reduce the speed as necessary and bring \nhis train to a deadstop in rear of the Stop Indicator. The Engineering Watchman posted at \nthe Stop Indicator shall, after the train has actually come to a dead stop, hand over his \nrestriction book Form ER 7 to the Loco Pilot. The Loco Pilot shall fill in the date, train number \nand time in the respec tive columns, affix his signature in full in the column provided for this \npurpose and return the book to the Watchman. The Watchman shall, after satisfying himself \nthat the columns have been filled in, exhibit a ‘proceed with caution’ hand signal to the Lo co \nPilot. The Loco Pilot shall then restart and proceed cautiously at a speed not exceeding 8 \nKMPH and continue at this speed until the train has cleared the restricted length, after which \nhe may resume normal speed in accordance with para 5 below. \n4.1. In the case of works inside station limits, special instructions shall be issued by the DRM \nin regard to the use of the indicators in conjunction with the station fixed signals, detailing the \nposition of the indicators. In such cases, the work shall not b e commenced until the special \ninstructions are issued to all concerned and their acknowledgements obtained.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 293, + "text": "266 \n \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1166)) 44..22,, 44..33,, 44..44,, 44..44..11,, 44..44..22,, 44..44..33,, 44..55--ddeelleetteedd aanndd \nrreennuummbbeerreedd \n \n \n4.2. In case of works within station limi ts, when a train is required to stop and the restriction \nis likely to last only for a day or less, banner flags and detonators shall also be placed on the \nline in accordance with Rule. 15.09. (1) (a), wherever necessary preceding the point of \nobstruction. All trains proceeding towards the obstruction shall be brought to a stand at the \nFSS or banner flag. The banner flag and detonators may then be removed, signals taken \n‘off’ and the train then hand signalled past the obstruction as necessary. This shall be done \nonly under the personal instructions of the Engineering official in -charge. After the train has \npassed complete, the banner flag and detonators shall be placed. \n5. Responsibility of Loco Pilot and Guard. \n5.1. The Loco Pilot of a train shall, on ap proaching the Caution Indicator, reduce speed as \nnecessary and while actually passing over the speed restricted length, take care to see that \nhis train is under proper control, that the speed restriction is strictly observed and avoid the \nuse of brakes as far as possible. In the case of a goods train, the Loco Pilot shall resume \nnormal speed only after his engine has passed the Termination Indicator having the legend \n‘T/G’. In the case of a passenger train, the Loco Pilot shall resume normal speed only afte r \nhis engine has passed the Termination Indicator having the legend ‘T/P’. In the case of \npassenger train shorter than the longest passenger train operating on the section, the Loco \nPilot shall resume normal speed only after getting the ‘All right’ signal from the Guard and \nacknowledging it by giving a short whistle. In the case of the light engine, single unit rail car \nor rail motor coach or electric train, the Loco Pilot shall resume normal speed after clearing \nthe speed restricted length. \n5.2. The Guard of a train shall be on the look -out for signals and be prepared to help the \nLoco Pilot to keep the train under proper control while passing over a speed restricted \nlength. The Guard shall exhibit the ‘all-right’ signal to the Loco Pilot after the last vehi cle has \ncleared the restricted length. \n 6. When a major work, such as, relaying or regirdering is in progress, a speed restriction of \n50 KMPH shall be observed on the adjoining lines in the Zone of obstruction, if necessary. \nThe prescribed Engineering Indicators shall also be provided.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 294, + "text": "267 \n \n((AASS NNoo..99,, ddaatteedd 1177..0077..1111 –– iitteemm NNoo..44)) DDiiaaggrraamm aass ‘‘EE’’ iiss aaddddeedd \nThe following Diagrams ‘A’, ‘B’, ‘C’ , ‘D and ‘E’ ’ show the prescribed standard types of \nindicators: \n \n Diagram ‘A’ Diagram ‘B’ Diagram ‘C’ \n Caution Indicator Speed Indicator Stop Indicator \n \n \n Diagram ‘D’ Diagram 'E; \n Termination Indicator", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 295, + "text": "268 \n \n \n \nSR 15.09.7 .1 Multi speed restriction (i.e. existence of two or more than two speed \nrestrictions in continuation)— \nWhen work of deep screening or sleeper renewal is in progress, there is a situation of having \ntwo or more then two speed restrictions in continuation. In such a situa tion, placement of \nspeed indicators for following speed restriction shall be as under: \n In case of following speed restrictions being more restrictive, a minimum of two \nhundred metres of track should be under earlier speed restriction zone. If not, then o nly one \nspeed indicator board should be provided considering that the previous speed restriction is \nat par with the following speed restriction which is more restrictive. \n In case of following speed restrictions being less restrictive, corresponding spee d \nindicator board for following speed restriction shall be placed at a distance equal to the \nlength of the longest goods train operating on the section after termination point of previous \nspeed restriction zone.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 296, + "text": "269", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 297, + "text": "270 \n \n15.10. Assistance in protection of train.–– \nEvery railway servant employed on way or works shall, on the requisition of \nthe Guard of a train or the Loco Pilot thereof, render assistance for the \nprotection of the train. \n \n15.11. Gangmate in each gang.–– \nEach Inspector of Way or Works shall see that in every gang employed in his \nlength of line there is a competent Gangmate. \n \n15.12. Knowledge of signals and equipment of gang.–– \nEach Inspector of Way or Works shall see – \n (a) that every Gangman and Gangmate employed under him has a \ncorrect knowledge of hand signals and detonating signals; and \n (b) that every gang employed in his length of line is supplied with a \npermanent way gauge, two sets of flag signals, two hand signa l \nlamps and twelve detonators, in addition to such other tools or \nimplements as may be prescribed by special instructions. \nS.R.15.12. In addition to the equipment specified in Rule 15.12(b) every gang shall be \nsupplied with two banner flags for use in ca ses of emergency envisaged in the provision to \nRule 15.06. \n \n15.13. Inspection of Gauges, signals, tools and implements.–– \n (1) Each Inspector of Way or Works shall at least once in every month \ninspect the permanent way gauges, flags, signal lamps, detonators, \ntools and implements supplied to the gangs under clause (b) of \nRule 15.12 and ascertain whether the above e quipment is complete \nand in good order. \n (2) He shall also see that any defective or missing articles are replaced. \n \n15.14. Responsibility of Gangmate as to safety of line.–– \n Each Gangmate shall -– \n (a) see that his length of line is kept safe for the passage of trains; \n (b) that the signals supplied to him under clause (b) of Rule 15.12, are \nkept in proper order and ready for use; \n(c) that the men in his gang each have a correct knowledge of hand \n signals and detonating signals, \n(d) endeavour to p revent any trespassing by persons or cattle on his \nlength of line or within the fences thereof, and \n(e) when repairing, lifting or lowering the line or when performing any \nother operation which shall make it necessary for a train to proceed \ncautiously himself be present at the spot and be responsible that the \ncaution signals prescribed in Rule 15.09 are shown. \nS.R.15.14. Tools and materials, precautions–– \nThe Gangmate will be responsible for the safe custody of the tools issued to him. These \nshall be placed, when not in use, in a tool box properly padlocked. These tool boxes will", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 298, + "text": "271 \n \nordinarily be placed near the Gangman’s quarters or at gate lodges. On no account shall \npermanent way men throw out tools or materials from moving trains. \n \n \n15.15. Blasting.–– \nNo railway servant employed on the way or on any works shall carry on any \nblasting operations on or near the railway except as permitted by special \ninstructions \n \n15.16. Putting in or removing points or crossings.–– \nExcept in cases of e mergency, no railway servant shall put in or remove any \npoints or crossings otherwise than as permitted by special instructions. \nS.R.15.16. For special instructions regarding putting in or removing points and crossings, \nsee Appendix V. \n \n15.17. Duties of Gangmate and Gangman when apprehending danger.–– \nIf a Gangmate or Gangman considers that the line is likely to be rendered \nunsafe, or that any train is likely to be endangered in consequence of any \ndefect in the way or works or of abnormal rain or floods or any other \noccurrence, he shall take immediate steps for securing the stability of the line \nand the safety of trains, by using the prescribed signals for trains to proceed \nwith caution or to stop, as necessity may require; and shall as soon as \npossible rep ort the circumstances to the nearest Station Master and the \nInspector of Way or Works. \nS.R.15.17.1. In the circumstances detailed in Rule.15.17, the Gangmate or any other railway \nservant on the spot shall, if it is considered necessary to stop any approac hing train, protect \nthe line in accordance with Rule. 3.62. \n2. In the case of permanent causeways that are flooded and the velocity of current is \ninsignificant, trains may be permitted to pass when the depth of water above rail level does \nnot exceed the following values, provided in each case the PWI has satisfied himself by \nwalking over and probing that the permanent way is intact and in a fit condition: \n \nGauge Passenger and Mixed trains Goods trains \nBG \nMG \n300 mm (12 inches) \n230 mm (9 inches) \n450 mm (18 inches) \n300 mm (12 inches) \n \n \n \n In electrified area special gauges are provided at places liable to flood, to indicate when \nthe different types of electric stock have to be stopped. \n2.1. Indication posts about 1200 mm (4’) in height shall be fixed at each dip, one at each end \nof the level position, with flat bars attached to them to indicate the levels in sub-para (2). The \nposts should be painted black and white in 300 mm (one foot) length, so arranged that the \nflat bars which shall be painted white, show up against 300 mm (one foot) length of black \ncolour. \n2.2. The posts shall be fixed 3 metres (10 feet) from the centre of the track in the case of BG \nand 2.5 metres (8 feet) from the centre of track in the case of MG. Where desirable, the \nposts may be graduated in millimetres (inches), provided this is clearly marked so as to \navoid interference with visibility.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 299, + "text": "272 \n \n3. Special precautions when water level rises:— \nThe following precautions shall be observed, in each case trains being stopped dead and \nallowed to proceed at a speed not exceeding 8 KMPH. \n3.1. If water rises over the ballast level but is below rail level, the track should be walked \nover by two men abreast one at either end of the sleepers before each train and only if the \ntrack has not been disturbed, should the train be allowed over the track. \n3.2. When water overtops the rail, the PWI should certify by walking over and probing that \nthe track is safe. \n3.3. Message shall be sent by the PWI to the AEN and DEN when water rises above ballast \nlevel and again when it subsides. This should be followed up with special reports. \n3.4. Records of all such occurrences should be entered in the PWIs section register. \n \nB. The Working of Lorries, Trollies and Motor Trollies \n15.18. Distinction between trolly, lorry and motor trolly.–– \n (1) A vehicle which can be lifted bodily off the line by four men shall be \ndeemed to be a trolly and any similar but heavier vehicle shall be \ndeemed to be a lorry. \n (2) Any trolly which is self-propelled, by means of a motor, is a motor trolly. \n (3) A trolly shall not, except in cases of emergency, be used for the \ncarriage of permanent way or other heavy material; and when a trolly \nis so loaded, it shall be deemed, for the purposes of these rules, to \nbe a lorry. \nS.R.15.18.1. Marking of Trollies, Lorries and Motor Trollies:- \n1.1. Each Push trolly, Cycle trolly, Moped trolly, Lorry or Motor trolly shall be painted \nconspicuously, the number, the code initials of the headquarters station and the \ndesignation of the official to whom it is allotted. \n1.2. Push trollies and lorries shall always be pushed and not pulled. \n((AASS NNoo..1133,, ddaatteedd 3300..0077..22001144 –– iitteemm NNoo..11)) MMooddiiffiieedd \n1.3 Cycle trollies or trollies which are propelled by pedaling instead of pushing, and Light \nMotor trollies/Moped trollies/scooter trollies ar e driven by a motor. They may be pushed \nwhen necessary, but not pulled. Cycle trollies and Light Motor trollies/ Moped trollies/scooter \ntrollies are so designed as to be capable of being removed from the track by two men. \nSeats should also be provided in Cycle trollies and Light Motor trollies/Moped trollies/scooter \ntrollies for at least one person other than the person or persons pedaling or driving to sit \nfacing towards the rear continuously to give adequate warning of approaching trains. \n1.4 Use of sails o r any other unauthorised aid for propulsion of trollies or lorries is strictly \nprohibited. \n((AASS NNoo..1133,, ddaatteedd 3300..0077..22001144 –– iitteemm NNoo..22)) MMooddiiffiieedd \n2. Minimum number of men to accompany Push trollies, Lorries and Motor Trollies. \n2.1. Push trollies shall be manned by atlea st four trolly men exclusive of any Flagman who \nmay be required for the protection of Push trolley in accordance with special instructions. \n2.2. Lorries shall be manned by atleast six lorry men exclusive of any Flagman who may be \nrequired for the protection of the lorry in accordance with special instructions. \n2.3. A Cycle trolly or Moped trolly shall be manned by three persons including the persons \npedaling or driving. \n \n(Replacement page (3) to G&SR 2008) \n1.5 Light Motor trollies/ Moped trollies/scooter trollies shall be treated as Motor trollies in all \nrespects for the purpose of these rules except where otherwise provided for. Cycle trollies \nshall be treated as push trollies for all purposes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 300, + "text": "273 \n \n2.4. Motor trolly shall be in all cases be manne d by not less than four able bodied Trolly men. \nWhen a motor trolly is running, there shall be atleast two persons seated in the front. \n3. Maximum number of men to be carried. \n3.1. The number of men that may be carried on a push trolly shall not exceed:- \n3.1.1. ‘eight men on the MG. \n3.1.2. ten men on the BG, provided the push trolly is structurally safe to take the men prescribed. \n3.2. The total number of men including trolly men who can be carried on a cycle trolly or moped \ntrolly shall not exceed five. \n3.3 The maximum number of men that may be carried on a motor trolly shall not exceed:- \n3.3.1. Eight on the MG. \n3.3.2. Ten on the BG. \nThis is subject to the condition that the motor trolly is structurally fit to carry the number \nprescribed. \n15.19. Red flag or light to be shown.— \nEvery lorry or trolly when on the line shall show a red flag by day and a red \nlight by night, during thick, foggy or tempestuous weather impairing visibility \nor in a tunnel in the directions from which a train may come. \n15.20. Equipment of trolly, lorry or motor trolly.— \nEach trolly, lorry or motor trolly shall have the following equipment:- \n(a) two hand signal lamps, \n(b) two red and two green hand signal flags, \n(c) sufficient supply of detonators, \n(d) a chain and a padlock, \n(e) a copy of the Working Time Table and all correction slips and appendices, \nif any, in force on that section of the railway over which the trolly, lorry or \nmotor trolly is to run, \n(f ) a motor horn and a search light (for motor trolly only), \n(g) two banner flags (for lorry only), and \n(h) such other articles as may be prescribed by the Railway Administration in \nthis behalf. \nNote:–The official in charge of the trolly, lorry or motor trolly shall also be in \npossession of a watch in addition to the prescribed equipment. \nS.R. 15.20.1.1 Each push trolly, cycle trolly, moped trolly or lorry shall be provided with five \nred flags instead of two red flags mentioned in Rule 15.20(b). \n1.2. The number of detonators to be supplied for each push trolly, cycle troll y, moped trolly, \nlorry or motor trolly shall be ten. \n1.3. Each motor trolly, cycle trolly and moped trolly, shall also be provided with a five cell \nelectric torch in good order for use during night or when visibility is poor. \n2.1. On the single line and wh en single line working is in force on the double line by day for \nall trollies and lorries a red flag shall be shown so as to be conspicuously visible in both \ndirections and at night a red light shall be shown in both the directions. On the double line, \nby day, a red flag shall be shown conspicuously in the direction from which trains approach \nand at night, a red light shall be shown in the direction from which trains approach and a \nwhite light in the other direction. Inside station limits, by day, a red fla g shall be shown so as \nto be conspicuously visible in both directions and at night a red light shall be shown in both \ndirections. \nNote;– The night signals shall be shown during day at times of poor visibility. \n \n \n(Replacement page (4) to G&SR)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 301, + "text": "274 \n \n2.2. On sect ions where there are tunnels the night signals prescribed for single line or \ndouble line, as the case may be, shall be displayed during the day, in addition to the red flag. \nFurther trollies or lorries not provided with head lights, shall carry a petromax lamp or its \nequivalent and five cell electric torch to illuminate the track ahead. \n3.1. A motor trolly shall show during day on the single line and when single line working is in \nforce on double line section, a red flag so as to be conspicuously visible in both directions \nand on double line a red flag conspicuously to be shown in the direction from which trains \nwill approach. It shall carry a side lamp (for use by night) so as to show a red light in both \nfront and rear on single line, and when single line working is in force on the double line and a \nred light in the direction in which trains will approach and a white light in the other direction. \nNote:– The night signals shall also be shown during day in long and dark tunnels and at \ntimes of poor visibility in addition to the red flag. \n3.2. Inside station limits a motor trolly shall show during day a red flag conspicuously in both \ndirections and at night red light both in front and rear. \n3.3. As soon as a motor trolly is removed from the line and placed clear off the track, the red \nflags or lights should be removed. \n \n \n15.21. Efficient brakes.— \nNo lorry or trolly shall be placed on the line unless it is fitted with efficient \nbrakes. \nS.R.15.21. Before a trolly or lorry is placed on line, the official in -charge shall examine and \ntest the brakes and satisfy himself that they are in good working order. \n \n15.22. Qualified person to be in charge of lorry or trolly when on the line.–– \n (1) No lorry or trolly shall be placed on the line except by a qualified \nperson appointed in this behalf by special instructions. \n(2) Such qualified person shall accompany the lorry or trolly, and shall be \nresponsible for its proper protection and for its being used in accordance \nwith special instructions. \n((AASS NNoo..22,, ddaatteedd 2299..0077..0099 –– iitteemm NNoo..22)) \nS.R. 15.22.1.1 Staff permitted to use push trollies and lorries:- \nSubject to their being certified competent by the authorized officer, all Officers and \nInspectors of the Engineering, Traction Distribution and S & T departments and such other \nOfficers and staff of the Operating and Commercial departments as may be requir ed. \nSection Mates and Head Trolly man of the Engineering department and Signal and Block \nmaintainers of the S&T department, as may be authorized, may be permitted to use push \ntrollies and lorries. \n1.2. Cycle trollies and moped trollies: - All Officers and Inspectors of the Engineering, \nTraction Distribution and S&T departments, such staff of the Engineering, Traction \nDistribution and S&T departments as are specifically authorised by he DRM and such staff \nof the Operating department as are authorised by the CSO. \n1.3. In respect of Officers on the division, the DRM is the authorised officer to issue the \ncertificate of competency. The DEN, the DEE/Tr.D, the DSTE and the DOM are the \nauthorised officers in respect of staff working under them. \n1.4. Before a competency certificate is issued to any one, in the first instance, a written test \nshall be held in rules pertaining to the working of trollies and lorries and only those who \nqualify in the test shall be issued the competency certificate by the authorised offic er. The \ncompetency certificate issued will be valid for one year. \n \n(Replacement page (5) to G&SR 2008)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 302, + "text": "275 \n \n1.5. The staff who are given the competency certificate for working lorries/trollies should be \nliterate, having minimum knowledge of Hindi or other lang uages. No staff who is an illiterate \nshall be issued with the competency certificate. \n1.6. Before the end of December of each year, every trolly or lorry holder will submit a \ncertificate of declaration to the authorised officer in the following form:- \nI, (name) ………..working in the capacity of (designation)……… at (station)………. hereby \ndeclare that I am fully conversant with the sections on which I have to use my trolly/lorry and \nwith the rules in respect of working trollies/lorries and as well as the latest changes made in \nthem and undertake to conform meticulously to these rules. In the event of any failure to \ncomply with these rules I shall alone be held responsible. \n \n Signature………….. Date……… \n1.7. This declaration shall be carefully examined in the divisional headquarters office and if a \ncertificate holder fails to submit it, in time, he will be treated as having forfeited his right to \nuse the certificate until such time the declaration is submitted by him and will also render him \nliable for disciplinary action. \n2 Official in-charge:- \nWhen a trolly is accompanied by more than one railway official qualified to be in -charge of a \ntrolly, the railway official, who is actually manning the brakes, shall act as the official in -\ncharge of a trolly. Senior officials who are being conveyed by the trolly are however \nexpected to take intelligent interest in the working of the trolly and shall call attention to any \nbreach of rules which come to their notice and to the need for adequate protection. \n3. Conveyance of non-railway officials:– \n((AASS NNoo..22,, ddaatteedd 2299..0077..0099 –– iitteemm NNoo..33)) \n3.1. Trollies – Normally persons who are not railway servants shall not be conveyed on \ntrollies. A railway official qualified to be in -charge of a trolly may, however, convey on his \ntrolly, if it will not interfere with his duties and responsibilities. Magistrates and Police \nOfficials (not below the rank of Sub-Inspector) proceeding to the site of a serious accident in \nthe performance of their official duties and other Government officials in general (Civil, P&T, \nMilitary, Medical etc.) when their journey concerns with the working of the railway or a \nperson requiring medical aid. Railway contractors and their agents proceeding in connection \nwith their work may also be co nveyed by trollies. In such cases the prior permission of the \nDEN or the DEE/Tr.D or the DOM or the DSTE, shall be obtained by phone. However, in \nemergency, such permission may be obtained from the AEN, ASTE who shall, at once, \nadvise the DEN regarding th e grant of such permission. Prior to being conveyed, the \nperson(s) concerned shall execute an indemnity bond in the prescribed form. \nNote:– In cases of emergency or when such a journey does not interfere with his duties and \nresponsibilities, the railway o fficial in-charge of a trolly may convey railway employees on \nhis trolly when employees are travelling on duty. \n3.2. Lorries:- No person unconnected with the working of lorry shall be conveyed on a lorry. \n \n15.23. Attachment to train prohibited.–– \nNo lorry or trolly shall be attached to a train. \nS.R.15.23 Conveyance of trollies and lorries by trains— \n1. Trollies and lorries shall not be carried by Mail and Express trains except in an \nemergency. \n \n \n \n \n \n(Replaement page (6) to G&SR 2008)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 303, + "text": "276 \n \n2. Trollies may be carried in the brake-van of goods and mixed trains and also by passenger \ntrains, if there is room and provided the loading and unloading can be done without delaying \nthe passenger train and they are not likely to cause damage to the packages in the van. \n3. Lorries will, ordinarily, be carried in the brake -vans of goods and mixed trains and on \nsections where goods and mixed train services are insufficient, they can be carried by \npassenger trains, provided the conditions prescribed for the carriage of trollies by passenger \ntrains are fulfilled. \n \n15.24. Time of running.— \nA lorry shall ordinarily be run only by day and when the weather is sufficiently \nclear for a signal to be distinctly seen from an adequate distance, which shall \nnever be less than 800 metres. \nS.R. 15.24.1.Working of trollies/lorries:- \n1.1. Ordinary trollies and lorries shall be worked only during day light hours. However, during \nday, when there is rain, thick, foggy or tempestuous weather impairing visibility and always \nat night, trollies and lorries shall be worked under the rules for working of trains. \n1.2. Whenever a trolly/lorry is to be worked under block protection on a double line section or \non a single line section where tokenless block instruments are provided, the Station Masters \non either side of the block section shall adhere to the procedure given in S.R.15.25.7.2. \n‘Trolly/Lorry on line’ cap shall be placed at both stations on the plunger of the block \ninstruments to serve as a visual reminder that the section is occupied. \n1.3. When trolly/lorry is to be worked under block protection, if the visibility is i mpaired, due \nto rain, thick, foggy or tempestuous weather or any other cause, the trolly/lorry shall be \nremoved from the line and not replaced until the visibility is adequate. \n2. Placing of trollies/lorries in track circuited yards:- \n2.1. A trolly/lorry which is not insulated shall not enter or be placed on the line within station \nlimits at stations where track circuits are provided. \n2.2. The person in -charge of a trolly or lorry before placing the trolly/lorry on line at such \nstations shall give in writing to the Station Master concerned that the trolly/lorry is insulated. \n2.3. The Station Master shall permit a trolly/lorry to be placed on the line after getting the \nwritten advice referred in clause 2.2. \n2.4. The person in -charge of a trolly/lorry should have the insulation of his trolly tested and \ncertified once in every six months by an Inspector of the S&T department. \n \n15.25. Motor Trolly.–– \nA motor trolly shall only be run in accordance with special instructions. \n((AASS NNoo..22,, ddaatteedd 2299..0077..0099 –– iitteemm NNoo..44)) \nS.R.15.25.1.Railway Officials permitted to use motor trollies:- \nNo official can place a motor trolly on line, unless he holds a competency certificate. Officers \nof Engineering, Traction Distribution, S&T, Operating and Commercial departments and \nsuch Inspect ors of these departments as may be authorized and motor trolly Drivers are \npermitted to operate motor trollies, subject to their being certified competent by the \nauthorised officer as mentioned below:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 304, + "text": "277 \n \n Category of Staff Officer authorized to issue \ncompetency certificate \nGroup ‘C’ staff of the division \nOfficers of the division \nOfficers in headquarters of the railway (other than \ndeputy/ heads of department and above) \n DSO \n DRM \n \n CSO \n \n2. Certificate of Competency:- \n2.1. The Competency certificate shall be issued, in the first instance, only after the staff or \nofficer is subjected to a written test regarding the rules relating to motor trollies and the \nrelevant General and Subsidiary rules and rules in block working manual, and found fit by \nthe authorised officer. \n2.2. Every Official holding a competency certificate for working motor trolly shall give a \ndeclaration before the end of December of each year that he is well conversant with the \nrules for working motor trolly and apply to the authorised officer for renewal of the \ncompetency certificate. The authorized officer shall then renew the same after conducting an \noral test. \n2.3. The certificate of c ompetency shall be kept in the personal custody of the staff working \nthe motor trolly. \n3. Person in charge of motor trolly and his responsibilities:- \n3.1 When a motor trolly is accompanied by more than one railway official qualified to work, \nthe railway official operating the motor trolly shall act as the person in-charge. \n3.2 The person in -charge of the motor trolly is responsible at all times for its safe working. \nHowever, senior officials who are being conveyed by the motor trolly are expected to take an \nintelligent interest in the working of the motor trolly and shall call attention to any breach of \nrules which come to their notice. \n4. Conveyance of non-railway officials:- \nNormally persons who are not railway servants shall not be conveyed on motor trollies. \nRailway official in-charge as an Officer, he may, however, convey on his motor trolly if it will \nnot interfere with his duties and responsibilities, the non -railway servants mentioned in \nsubsidiary rule 15.22(3) in accordance with procedure laid down therein. \n5. Provision of brakes:- \nA motor trolly shall not be placed on the line, unless it is fitted with efficient brakes. The \nperson in charge shall test the brakes and satisfy himself that they are in working order \nbefore the commencement of each journey. \n6. Motor trollies not in use:- \nWhenever a motor trolly is placed on the platform for being loaded in a train or for any other \npurpose, it shall be invariably placed parallel to the track properly locked and in -charge of a \nrailway servant. It shall be so pl aced, as not to come in the way of passengers and railway \nstaff, when not in use, it shall either be placed clear off the track with the wheels secured by \na chain and padlock or berthed on a non-running line with the wheels chained to the rail and \npadlocked. \n7. Working of motor trollies:–– \n7.1 A motor trolly shall always run under block protection and shall be treated and signalled \nas a train. Motor trolly shall not be placed on any line without the permission of the Station \nMaster in writing. \n7.2 Proced ure when working under block protection on double line and single line \nsections provided with tokenless block instruments. \n7.2.1 Whenever a motor trolly has to enter a double line section or a single line section, \nwhere tokenless block Instruments are provided, the Station Master of the block station from \nwhere the motor trolly has to leave, will obtain Line Clear from the Station Master at", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 305, + "text": "278 \n \nthe other end of the block section on block telephone without the operation of the block \ninstruments. \n7.2.1.1 When a motor trolley is to be despatched into a block section provided with IBS, the \nblock section between the two block stations shall be treated as one block section, till the \nmotor trolley clears into the block station in advance. \n7.2.1.2 Then Station Master will prepare an authority to enter the block section in duplicate in \nthe prescribed form (T/A1525) which includes (a) authority to proceed and (b) authority to \npass LSS and IBS, if any, at ‘on’ and hand over one foil to the person in -charge duly \nobtaining his signature in the counterfoil. \n7.2.1.3 While leaving the station, the relevant free starter signal, may however, be taken ‘off’. \nImmediately after the departure of the motor trolley, the Station Masters at both ends of the \nblock section shall immediately place the ‘trolly on line’ cap on the plunger of the block \ninstruments to serve as a visual reminder that the section is occupied by the motor trolly. \n7.2.1.4 On double line section, the Station Master of the station from where motor trolly has \nleft shall advise the Station Master of the station at which the motor trolly has to arrive, to \nturn the block commutator at his station to TOL and lock the same in that position. The TOL \nred indication shall serve as an additional visual warning at both the stations. \n7.2.1.5. At the receiving station, the Station Master will arrange for the reception signals to \nbe taken ‘off’. \n7.2.2 On arrival at the station in advance, the official in -charge of the motor trolly will deliver \nthe authority to the Station M aster with an endorsement to the effect, that the motor trolly \nhas arrived duly signing with date and time on it. The authority will be retained by the Station \nMaster and pasted in the station diary. \n7.2.3 On double line, the Station Master at the receivi ng station after verifying and ensuring \nthat the motor trolly has arrived into his station, shall turn the block handle from TOL position \nto ‘line closed’ position and clear back the block section supported by a private number. \n7.2.3.1 On single line, Stat ion Master of the station in advance, after the arrival of motor \ntrolly into the station, inform the Station Master of the station in rear, the time of arrival of the \nmotor trolly supported by a private number. \n7.2.4 All the entries should be made in red ink in the TSR at both the stations \n7.3. Procedure for working of Motor trolley in Automatic Block System: \nAutomatic Block System shall be suspended duly introducing Absolute Block System for \nworking motor trolly/s. \nLet the block stations be’ X’ and ‘Y’ [Rule 9.01 (b)]. \n7.3.1.’X’ shall obtain Line Clear from ‘Y’ for motor trolley. \n7.3.2.’Y’ shall grant line clear to ‘X’ for motor trolley only when ‘Y’-‘X’ Automatic block section \nis clear of all trains. \n7.3.3.’X’ shall prepare T/A.1525 and hand over to the in charge motor trolley and ‘X’ shall not \nallow any train into ‘X-Y’ Automatic block section till the motor trolley reaches ‘Y’. \n7.3.4 A motor trolley / motor trollies may be allowed to follow a motor trolly during day light \nhours and in clear weather on ly. Following motor trollies shall be given T/1525. ‘X’ shall not \nallow any train into ‘X-Y’ Automatic Block section till the last motor trolley reaches ‘Y’. \n7.3.5 Entries should be made in red ink in the TSR at both the block stations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 306, + "text": "279 \n \n7.4 Procedure when a motor trolly / motor trollies following a train or motor trolly:- \n7.4.1. A motor trolly / motor trollies may be allowed to follow a train / motor trolly during day \nlight hours and in clear weather only. However, motor trolly shall not be allow ed to follow a \ngoods train on the sections specified in subsidiary rule 15.26.2.1. \n7.4.2. Before a motor trolly / motor trollies is / are permitted to follow a train or another motor \ntrolly, the Station Master of the station from where the motor trolly / motor trollies is / are to \nleave, shall advise the Station Master of the station in advance by a message and obtain his \npermission supported by a private number for each motor trolly. \nThe messages shall be exchanged in the following form:- \n \nFrom: SM ‘X’ To: SM ‘Y’ \nMessage No.------------------- \n \n Grant permission for \n(1) motor trolly No. -----------------occupied by ------------ \n(2) motor trolly No.___________ occupied by _______ \n(3) motor trolly No.____________occupied by _______ \n(4) motor trolly No.____________occupied by _______ \nto follow train / motor trolley No.---------------to your station. \n \nDate Signature of SM /’X’ \nTime \n \nFrom: SM ‘Y’ To: SM ‘X’ \nMessage No------------------- Your Message No.-------------------- \nPermitted \n(1) motor trolly No._________occupied by __________ P.No.____________ \n(2) motor trolly No._________occupied by___________P.No.____________ \n(3) motor trolly No._________occupied by___________P.No.____________ \n(4) motor trolly No._________occupied by___________P.No.____________ \nto follow train / motor trolly number---------------to my station. Section will not be cleared \ntill the arrival of the last following motor trolly No._________ at my station. \nDate: \nTime: Signature of SM / ‘Y’ \n \n7.4.3 The Station Master of the station, from where the motor trolly / motor trollies is / are \nfollowing, will prepare a motor trolly permit / permits (T/1525) in dupli cate, which includes \nauthority to pass the LSS, if any at ‘on’ and deliver it to the official in charge of the motor \ntrolly / motor trollies and obtain his signature/s in the counter -foil. The out report for the \npreceding train/motor trolly and the follow ing motor trolly / motor trollies shall be sent \nseparately and recorded in the TSR. \n7.4.4. In a block section provided with IBS, if a motor trolly / motor trollies is / are permitted \nto follow a train / motor trolly, Station Master shall treat the entire s ection between the two \nblock stations as one block section, till the following / last motor trolley clears into the block \nstation in advance. \n7.4.5 The motor trolly / motor trollies following the train or another motor trolly shall obey \nthe signals for t he train or the leading motor trolly. When following a train / motor trolly, \nthe last following motor trolly shall, in this sense, is regarded as the last vehicle of the \ntrain / motor trolly. In other words, signals taken ‘off’ for the preceding train or the motor \ntrolly shall not be put back to ‘on’ until the last following motor trolly has passed such", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 307, + "text": "280 \n \nsignals. The motor trolly / motor trollies will be admitted on the same line as the train or the \nmotor trolly, which it / they, is / are following. \n7.4.6 At station, where automatic reversers are in use in conjunction with track circuiting, the \nsignal levers shall not be put back to normal and the road for the reception of the preceding \ntrain or motor trolly shall not be altered until the last fo llowing motor trolly has been admitted \non the same line. The person in-charge of the following motor trolly / motor trollies shall pass \nthe signal/signals at ‘on’ and enter the station with special caution. \n7.4.7 The ‘in report’ for the preceding train/mot or Trolly and the following motor trolly / motor \ntrollies shall be sent and recorded separately in the TSR. Where the block instruments are in \nuse, the block section should not be cleared on the block instrument after the arrival of the \npreceding train/mot or trolly, but the ‘in report’ should be sent. Where token working is in \nforce, the token received from the preceding train/motor trolly shall be kept in his safe \ncustody by the Station Master on duty and inserted in the block instrument for clearing the \nsection only after the arrival of the last following motor trolly. \n7.4.8 On arrival of the (last) following motor trolly at the station, the official in-charge will sign \nin the TSR in token of his motor trolly having arrived intact, indicating the time of arrival. The \nStation Master on duty at the station in advance, on receipt of the motor trolly permit, will \nadvise the Station Master of the station in rear by issuing the following message and then \nclear the block section:- \n \nFrom: SM ‘Y’ To: SM ‘X’ \nMessage No.---------------------------------------------- \nYour Message No. -------------------- My Message No. ------------------- Last following \nmotor trolly No.------------- occupied by _______________arrived here at------------Hrs. \nBlock section between your station __________ and my station ____________ is \nclear. \nMy private number is ___________ \n \nDate: \nTime: Signature of Station Master/’Y’ \n \n7.4.9 Till receipt of this message, the Station Master of the station allowing the motor trolly / \nmotor trollies to follow a train/motor trolly shall not grant / obtain LC on single line and shall \nnot gr ant LC on double line for another train. All these messages exchanged shall be \nrecorded in the TSR at both the stations. \n7.4.10 When a motor trolly / motor trollies is / are following another motor trolly, the leading / \nsucceeding motor trolly / motor trol lies will in addition to the usual ‘authority to proceed’ be \ngiven a Caution Order to the effect that a motor trolly / motor trollies is / are following. \n7.4.11 When a motor trolly follows train / another motor trolly, the distance between the train \nand motor trolly or motor trollies should be at least 150 metres. This should be ensured by \nthe official in charge of the following motor trolly. \n7.4.12 Entries should be made in red ink in the TSR at both the stations for the motor trolly / \nmotor trollies following the train / motor trolly in the usual manner. \n8. Breakdown of motor trolly \n8.1 In the event of complete breakdown of motor trolly in the section, the same shall be \nremoved clear off the track and the Station Master of the nearest station advised in \nwriting to clear the section. The token or the line clear ticket, if any, shall also be sent \nwith the memo. The same procedure shall be observed, if for any reason, a motor trolly", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 308, + "text": "281 \n \nis removed from the track while in the section. Once a motor trolly has been removed from \nthe line, it shall not be replaced on the line, unless the line has been blocked for it. \n8.2. Before a motor trolly is to be replaced on the line, intimation in writing shall be sent to \nthe nearest Station Master stating in which direction the motor trolly will proceed. The \nStation Master will, when the train service permits, arrange to block the line from a specified \nhour or after the passage of a particular train. The LC token or the written authority in form \nT/1525 will, then be sent to the official in -charge of the motor trolly together with the \nmanuscript memo given below:- \n \nTo -----------------------------(Designation of the official in charge) at Km---------------------- \n \n Line is blocked for your motor trolly from -------------------- hours-------------- after the \npassage of --------------- train until the arrival of your motor trolly at ---------------- station. \n \n Token number --------------------- or authority number------------------sent herewith. \n \nSignature of official (To whom handed over) Signature of Station Master \n \nThe carbon copy of this memo shall be kept by the issuing Station Master. The person in -\ncharge shall not place the motor trolly on the line until he has received the above memo \ntogether with the LC token or the written authority in form T/1525. \n8.3. In the event of breakdown of the following motor trolly in section, it shall be removed \nclear off the track and the official in -charge shall send intimation in writing to the Station \nMaster of the nearest station to this effect along with the motor trolly permit. \n8.4. If the breakdown is of the preceding motor trolly, this advice may be sent to the Staion \nMaster of the station in advance through the official -in-charge of the following motor trolly. \nThe official in -charge of the preceding motor trolly will also ha nd over to the official –in-\ncharge of the following motor trolly, the LC token or the written authority (T/A.1525) as the \ncase may be, which shall be handed over to the Station Master of the station in advance by \nthe official in -charge of the following moto r trolly in addition to the motor trolly permit in his \npossession. \n9. Spring points in the path of motor trolly:- \n9.1 Motor Trollies by virtue of their lightness are not able to trail through spring-loaded points \nand, therefore, will derail while passing over such points. \n9.2.1 The Station Master, before granting LC for the motor trolly shall advise the Station \nMaster at the other end of the block section to issue Caution Order to the official in-charge of \nthe motor trolly warning him about the presence of the sprin g points duly furnishing the \nlocation.. \n9.2.2 Similarly if the station from where the motor trolly is being dispatched has a catch \nsiding taking off the running line or any other spring points over which the motor trolly has to \npass while being dispatched from a station, the Station Master of that station shall issue a \nCaution Order to the official in -charge of the motor trolly warning him of the presence of the \nspring points duly furnishing the location. \n9.3 Warning boards have been provided for the guidance of moto r trollies short of spring \npoints. The official in -charge of the motor trolly shall stop short of the spring points, lift the \nmotor trolly off the track, if necessary, and place it on the correct line, before proceeding \nfurther. \n10.Speed of motor trollies: \n10.1. At night a motor trolly shall run at a speed not exceeding 30 KMPH. \n10.2. The speed of a motor trolly shall not exceed 15 KMPH over points and crossings.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 309, + "text": "282 \n \n11. Responsibility of person in-charge of motor trolly with regard to level crossing gate:- \nThe Official in-charge/Driver of a motor trolly while approaching level crossing gates should \nexercise caution and ensure that the level crossing gates are closed against road traffic \nbefore passing the gate. He may, however, pass the gate signals, where provided, in the ‘on’ \nposition, if they are not taken ‘off’ \n12. General:- \n12.1 Attaching to train prohibited:- A motor trolly shall under no circumstances be attached \nto a train. \n12.2 Movement of motor trolly, within station limits: - A motor trolly shall not be placed on \nany line at a station without the permission of the Station Master. A motor trolly which \nhas arrived at a station or which has been placed on line can be moved from one line to \nthe other only with the consent of the S tation Master. The movement may be either a \nshunt move or by lifting the motor trolly off the track.. \n12.3 Care over curves and cuttings: - Great care shall be exercised while approaching \ncurves or cuttings and at such places where the view ahead is not clear. T he person in -\ncharge of motor trolly shall apprehend danger in such places and reduce the speed of motor \ntrolly efficiently to stop short of any obstructions. \n12.4 Working of motor trollies during total interruption of communications:- \nIf there is total interrup tion of communications, the Station Master on duty shall advise the \nofficial in -charge of motor trolly of the same and the motor trolly shall be worked on the \nsection under the rules of working of trains during total interruption of communications. \n \n15.26. Protection of trolly on the line.–– \nThe qualified person in charge of a trolly shall, before leaving a station, \nascertain the whereabouts of all approaching trains, and shall, when a clear \nview is not obtainable for an adequate distance –– \n (a) on a single line, in both directions, or \n (b) on a double line, in the direction from which trains may approach, \ntake such precautions for the protection of his trolly as may be \nprescribed by special instructions. \nS.R. 15.26.1. Working of trollies without block protection:–– \n15.26.1.1. On sections other than those mentioned in SR 15.26.2.1 during day, in clear \nweather, trollies may be worked on the sole responsibility of the official in -charge. He shall, \nhowever, notify the Station Master of th e station at which the trolly will be put on line, the \nblock section he is going to enter and the probable time at which he will clear section. He will \nalso ascertain from the Station Master the particulars of the trains that he is likely to \nencounter on the section. The official in charge shall protect the trolly in accordance with the \nprocedure laid down in clauses 1.2 to 1.7 when the view ahead and/or rear is not clear for a \ndistance of at least 800 metres in the direction from which trains will approach. \n1.2. On the single line, a Flagman shall follow and another Flagman shall precede the trolly \nat a distance of not less than 800 metres plainly showing a Stop hand signal. On the double \nline, a Flagman shall either follow or precede a trolly at a distanc e of 800 metres in the \ndirection from which trains will approach plainly showing a Stop hand signal. \n1.3. The distance of 800 metres mentioned above is the minimum, which shall be increased \non steep gradients and sharp curves or wherever the view is restri cted, to such an extent as \nwill be adequate to ensure the removal of the trolly before the arrival of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 310, + "text": "283 \n \n1.4. When the nature of the line is such that the Flagman in advance or in rear cannot be \nseen by the person in-charge of the trolly, the latter shall arrange before entering the section, \nto take with him sufficient number of Gangmen with hand signals so that the required \nnumber of additional intermediate flagmen can be provided for repeating the signals of the \noutermost Flagman or the Flagman posted at the observation post. \n1.5. On seeing a train approaching, the Flagman nearest the approaching train shall \nimmediately place three detonators on the line, 10 metres apart, and then wave a red flag \nvigorously to warn the official in charge of th e trolly about the approaching train. The official \nin charge shall after removing the trolly from the line, wave a green flag to the Flagman who \nshall then remove the detonators and withdraw the Stop hand signal. \n1.6. Where owing to curves or cuttings or d ue to other causes, the view of the line is \nobstructed, observation posts shall be established at such sites so as to command a good \nview in both directions for the use of Flagman, thus enabling hand signals being conveyed to \nthe person in charge of the trolly. \n1.7. In case no signals are forthcoming from the observation posts or when conditions are \nsuch that the Flagman at the observation posts cannot be seen by the official in -charge of \nthe trolly, the latter shall arrange to post additional intermediate Flagmen at suitable \npositions to relay the signals from Flagman to Flagman. \n2.1 On the following sections, due to existence of sharp curves, cuttings, tunnels etc., \nspecial precautions mentioned in clauses 2.2 to 2.10 shall be taken while working trollies \nwithout block protection:- \n \nSecunderabad division \n(1) Vikarabad-Rukmapur. \n(2) Siripurkaghaznagar-Makaudi. \n(3) Ghatnandur-Parli Vaijnath. \n \nHyderabad division \n Indalwai-Upalwai \n \nNanded division \n Ambari-Kosai \n \nGuntakal division \n(1) Mamanduru-Balapalli \n(2) Balapalli-Settigunta \n(3) Dronachalam-Panyam \n \nGuntur division \n Gazulapalli-Diguvametta \n \n2.2. The official in -charge, shall fill up in duplicate Part ‘A’ the notice portion of Trolly/Lorry \nNotice (T/1518) and send to the Station Master at which he intends to place the trolly on line. \nThe Station Master shall advise on telephone the station at the other end of the block section \nas under:- \n \nTrolly number………………..will enter section at …………………….. hours with Trolly Notice \nnumber……………………………..Issue Caution Order to the trains coming from yours.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 311, + "text": "284 \n \n2.3. The Station Master at the other end shall acknowledge and advise as under:- \nI understand trolly number ………………will enter section at……………hours and will issue \nCaution Order till the trolly is removed from the line. PN…………………. \n2.4. The Station Master shall ascertain from the Control the particulars of trains likely to be \nencountered by the trolly while working in the section, and furnish these particulars in part ‘B’ \nof the Trolly Notice (T/1518). On the non -controlled section, the relevant particulars shall be \nobtained from the station where trains originate. \n2.5 If there is total interruption of communication, the Station Master shall advise the official \nin charge of this fact and make an endorsement on the form T/1518 to this effect and it will \nbe the personal responsibility of the official in charge to protect the trolly as per rules. When \ncommunication is restored, Caution Orders will be issued as per the procedure mentioned \nabove till the removal report of the trolly is received by the Station Master. \n2.6. If it is necessary to place the trolly on the line outside the station limits, the official in - \ncharge shall fill in the particulars in Part ‘A’ and send the form T/1518 through a messenger \nto the Station Master a nd obtain the particulars of trains likely to be encountered. Till this \ninformation is received, the official in-charge shall not place the trolly on line. \n2.7. On arrival of the trolly at the station, the official in -charge shall fill up the removal repo rt \nof the form Part ‘C’ (T/1518) and send it to the Station Master, who shall acknowledge \nreceipt of the same in the office copy and also enter the time. The Station Master shall \nimmediately advise the Station Master at the other end of the block section for the \ndiscontinuance of the issue of Caution Order. All entries relating to the trolly shall be made \nin red ink in the TSR. If the trolly is removed from the line in mid -section and if it is not \nintended to replace it on the line, the official in-charge shall fill up the removal form and send \nit to the Station Master of the nearest block station. The Station Master shall enter the time \nat which the removal report is received by him, sign the entry and return the block foil \nthrough the messenger. He sh all then immediately advise the Station Master at the other \nend of the block section and discontinue the issue of Caution Order thereafter. \n2.8. Immediately a trolly is permitted to be placed on the line, the Station Master shall place \nthe ‘Trolly on Line’ cap on the plunger of the block instruments to serve as a reminder for the \nissue of Caution Order. \n2.9. During the period the trolly is working on the section, the Station Masters at either end of \nthe block section shall issue Caution Orders for all trains entering the section. \n2.10. The official in -charge of the trolly is responsible for the safe working of the trolly. He \nshall ensure that rules for the working of the trolly are strictly adhered to, and always be alert \nto guard against accidents. The iss ue of Caution Orders by the Station Master does not \nabsolve the official in-charge of the trolly from his responsibility for protecting the trolly. \n ((AASS NNoo..1133,, ddaatteedd 3300..0077..22001144 –– iitteemm NNoo..33)) DDeelleettee 1155..2266..33..11 aanndd 22 aanndd aadddd tthhee ffoolllloowwiinngg \naass 1155..2266..33 \n3. Working under block protection:- \nDuring day, when the visibility is not clear and during night a push trolly shall work \nonly under block protection. \n((AASS NNoo..1133,, ddaatteedd 3300..0077..22001144 –– iitteemm NNoo..44)) DDeelleettee 1155..2266..33..11 aanndd 22 aanndd aadddd tthhee ffoolllloowwiinngg \naass 1155..2266..33 \n4. Speed of trollies:- \nThe speed of a trolly or cycle trolly shall not exceed 15 KMPH. \n.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 312, + "text": "285 \n \n5. Responsibility of Engineering staff working on line:- \nGangmates/Gangmen, Keymen and Gatemen shall exhibit Stop hand signals to warn any \napproaching train, when they see the trolly on line and continue to exhibit the Stop hand \nsignal, till the trolly has passed 800 metres away or until it is removed from the line. \n6. Working of private trollies:- \nNo private trolly shall be used by non -railway official except under special perm ission of \nCOM. \n7 Trollies following one another:- \nWhen two trollies are running together in the same direction on the same line, care shall be \ntaken to ensure that they are kept at least one telegraph post apart. \n((AASS NNoo..1133,, ddaatteedd 3300..0077..22001144 –– iitteemm NNoo..55)) SSRR 1155..2266..88 && 1155..2266..99 aarree mmooddiiffiieedd \n15.26.8. Spring points/Catch siding: \nThe official in-charge of the Light Motor trollies/ Moped trollies/ scooter trollies shall stop \nshort of the spring/ catch siding points, lift it off the track, if necessary and place it on the \ncorrect line, before proceeding further. \n9. The Official in -charge of the Light Motor trollies/Moped trollies/scooter trollies , while \napproaching level crossings, shall look out for the road traffic and ensure safe passage for \nhis cycle / moped trolly. \n10. Trolly when not in use:- \nWhenever a trolly is not in use and is placed on the platform for being loaded on a train or \nany other purpose, it shall be placed parallel to the track, properly locked and in charge of a \nrailway servant. It should be so placed as not to come in the way of passengers and railway \nstaff. \n \n15.27. Protection of lorry on the line.–– \n (1) Whenever it is proposed to place a lorry, whether loaded or empty on \nthe line, the line shall, if it is possible to do so, without interference \nwith the working of trains, be blocked under the rules for working of \ntrains. \n (2) Except under approved special instructions, when the line has not \nbeen so blocked and a lorry whether loaded or empty is placed on \nthe line, the lorry shall be protected –– \n (a) on double line, by one or two men as required, at a distance of 600 \nmetres on the Broad Gauge and 400 metres on the Metre Gauge \nand the Narrow Gauge, carrying a banner flag across the track \nand another man plainly showing a Stop hand signal at a distance \nof not less than 1200 metres on the Broad Gauge an d 800 metres \non the Metre Gauge and the Narrow Gauge from the lorry in the \ndirection from which trains may approach, or \n (b) on single line, by one or two men as required, following and \npreceding the lorry at a distance of 600 metres on the B road \nGauge and 400 metres on the Metre Gauge and the Narrow Gauge, \ncarrying a banner flag across the track and another man plainly \nshowing a Stop hand signal at a distance of not less than 1200 \nmetres on the Broad Gauge and 800 metres on the Metre Gauge \nand the Narrow Gauge from the lorry on either side. \n (3) Each man so following or preceding the lorry at a distance of 1200 \nmetres on the Broad Gauge and 800 metres on the Metre Gauge", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 313, + "text": "286 \n \nand the Narrow Gauge shall be provided with detonators and place \nthree on the line, 10 metres apart, immediately the lorry comes to a \nstand for the purpose of either unloading or loading or should any \ntrain be seen approaching, and continue to display the Stop hand \nsignal. \n (4) The man or men carrying the banner flag shall immediately fix the \nbanner flag across the track immediately the lorry comes to a stand \nor a train is seen approaching, and continue to display the Stop hand \nsignal. \n (5) In all cases where the flagmen in advance or in rear cannot be kept in \nview from the lorry, additional intermediate flagmen shall be posted \nto relay the signals. \n (6) The Stop signals and detonators shall not be removed until the \nflagmen have received the orders to withdraw them from the official -\nin-charge of the lorry. \nS.R.15.27.1. Working of Lorries - Within station section: \n1.1. Whenever a lorry has to work within station section, the official in -charge of the lorry will \nadvise the Station Master in writing on Trolly / Lorry Notice form T/1518 specifying the period \nduring which the lorry will work and the line or lines over which the lorry will pass. The \nwritten notice shall be prepared in duplicate and one foil shall be handed over to the Station \nMaster obtaining his acknowledgement on the other foil. \n 1.2. As soon as the lorry is placed on the line, the Station Master shall ensure that ‘line \nblocked’ pins/collars are placed on the Station Master’s control slide and cabin levers \nconcerned and they are removed only when the lorry is removed off the track. \n1.3. The Station Master on duty when granting Line Clear for a train and before authorizing \nthe taking ‘off’ of signals for the reception and despatch of the train will personally satisfy \nhimself that the official in charge of the lorry is advised and that the lorry does not foul the \nroute for the passage of the train. \n2. Working of lorries - Outside station section:- \n2.1 On sections other than those indicated in S.R.15.26.2.1 during day, and when the \nweather is clear, a lorry can be worked without ‘block protection’ in accordance with S.R. \n15.26.2.2. to 2.10. prescribed for trollies. The Station Master receiving the Trolly/Lorry \nNotice shall also advise the Station Master of Notice Stations concerned, who will \nacknowledge receipt of this message a nd intimate the first train number, in which Divisional \nCaution Order, intimation about the lorry on line, has been included. The PWI or the official \nin charge of the lorry will, in no circumstances, place a lorry on line, unless he has obtained \nthe acknowledgment in writing from Station Master of the station at which the lorry enters the \nblock section that he has advised the other Station Master concerned in regard to the issue \nof Caution Orders. However during day, when there is thick, foggy or tempestu ous weather \nimpairing visibility and during night a lorry shall only be worked under the rules for working of \ntrains. \n2.2. On sections indicated in S.R.15.26.2.1 a lorry shall only be worked under the rules for \nworking of trains both during day and night. \n2.3. A lorry shall always be worked under ‘block protection’, when it is loaded with rails, \ngirders or specially heavy materials which may cause delay in unloading. \n2.4. Whenever a lorry is working on a section without block protection, the precautions la id \ndown in Rule 15.27 (2) to (6) shall be complied with by the official in -charge for protecting \nthe lorry.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 314, + "text": "287 \n \n2.5. The distance of 1200 metres on the BG and 800 metres on the MG specified in Rule \n15.27 (3) for following or preceding the lorry is the minimum which may be suitably increased \non steep gradients, sharp curves or where the view is restricted to such an extent as will be \nadequate to ensure the removal of the lorry before the arrival of the train. \n2.6. The issue of Caution Orders to the Loco Pilot s of trains will in no way relieve the official \nin-charge of the lorry of his duty to protect his lorry. The lorry shall be removed from the line \nin time to ensure safety and without causing delay to any train. \n3 Working of lorries on double line section– \n3.1 A lorry shall be run on the proper line, the direction in which trains run except when \nreturning to the station from which it has started. It shall be ensured by the person in - \ncharge of a lorry that under no circumstances a lorry be changed from one line to the other. \n3.2 When working a lorry on a double line section, if the same is removed from the rails in \nthe block section, it should be removed in such a way that the adjacent running line is not \nfouled or infringed in any way. \n3.3 In case of lorries w orking in the block section on double line, when materials are \nunloaded, it should be ensured that no running line is fouled. \n4. Speed of lorries:– \nThe speed of a lorry shall not exceed 10 KMPH over the straight; and when the view ahead \nis not clear, the speed shall not exceed 6 KMPH. \n5. Lorries following one another:– \nWhen two lorries are required to be worked in the same direction on the same line, care \nshall be taken to ensure that they are kept atleast 2 (two) telegraph posts apart. \n6 Working of lorries during total interruption of communications:– \nNormally lorries are prohibited to be placed on line on a section, where there is total \ninterruption of communications. However, when circumstances warrant the necessity for the \nworking of lorry on this section, the following procedure shall be strictly adhered to :– \n6.1. When lorries can be placed on line without ‘block protection’ in accordance with the \nrules prescribed under S.R.15.26.2.2 to 2.10 for trollies, the Station Master shall advise the \nofficial in-charge of the lorry about the total interruption of communications prevailing on the \nsection and make an endorsement in the form T/1518 accordingly, and it will be the personal \nresponsibility of the official in-charge to protect the lorry as per rules. W hen communication \nis restored, Caution Orders will be issued till the removal report is received by the Station \nMaster concerned. \n6.2. When lorries are required to be worked in accordance with the rules prescribed for \nworking of trains under ‘block protection’ the same shall be worked as per SR 6.02.4. \n7. Lorries when not in use:– \nWhen a lorry is not in use and is placed on the platform for being loaded onto a train or for \nany purpose it should be placed parallel to the track properly locked and in charg e of a \nrailway servant. It should be so placed as not to come in the way of passengers or railway \nstaff. \n8. Rail dolly:- \n8.1 Rail dolly is a device with two or more wheels which in balanced condition can be moved \nmanually on one rail of track and can carry one rail/sleeper in suspended condition. When \nnecessary the suspended material can be dropped and rail dolly cleared off the track. \n8.2. Manning of Rail dolly - Every rail dolly shall be manned by not less than two able \nbodied persons. The person in charge for the working of rail dolly shall be a railway servant \nnot lower in rank than a Keyman. The official in charge should have passed in medical \ncategory A3 and must hold a valid certificate of competency for working rail dollies.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 315, + "text": "288 \n \nCertificate of competency shall be issued by the PWI of the section who must satisfy himself \nthat the person, to whom competency certificate is being issued, is fully aware of the rules \nfor the working of rail dollies and is also well acquainted with the concerned section. \nThe certificate of competency shall be issued in the following form. \n \n \n CERTIFICATE OF COMPETENCY Form No.E1527 \n \nCertified that Sri_______________ s/o Sri __________ Desig.____ staff \nNo.______ of Gang No.______ has been examined in the rules for working rail \ndollies. He is fully aware of the rules for working of rail dollies and is also well \nacquainted with the section. \n This certificate is valid upto _____ \n \nStation: Signature: \nDate : Designation: \n \n \n \nThe certificate of competency issued by PWI will be valid for a period of five years from the \ndate of issue. \n \n \n8.3. Working of rail dollies:–: \n(i) The railway servant in charge of the rail dolly must inspect the section in advance \nparticularly in reference to heaping of ballast, girder bridges and any other special features \nwhich make it difficult to drop the materials and remove the rail dolly. He shall get the ballast \nheaps cleared and work the dolly in such locations only when visibility is clear for at least \n1200 metres and the rails can be dropped safely without affecting train safety. \n(ii) Rail dollies shall not be worked on sections having gradients steeper than 1 in 200 \n(iii) Not more than 6 rail dollies should be worked in a group in any one block section. \n(iv) Normally not longer than 3 rail welded panels should be carried by rail dollies. The rail \ndollies must not be worked after sunset and before sunrise and in bad we ather when the \nvisibility is poor. Rail dollies should not be worked in deep cuttings, steep grades, sharp \ncurves, heavily built up areas etc., where the visibility is not clear for 1200 metres on BG and \n800 metres on MG. In such locations the rail doll y should be worked under ‘block \nprotection’. \n(v) In case, a rail dolly is to carry rails longer than 3 rail panel or it is required to move over \ncrossovers in yard, crossing more than one line, then it should work under ‘block protection’. \n8.4. Protection of rail dollies:– \n(i) No traffic block or Caution Order is normally necessary for working of rail dolleys except \nas indicated in para 8.3 (iv) and (v) above. \n(ii) Every rail dolly/group of rail dollies when on line shall exhibit Stop hand signal during day. \nNo rail dolly should work during night or tempestuous weather. \n(iii) On single line, depute Flagmen with detonators and whistles to exhibit Stop hand signal \nat a distance of not less than 1200 metres on BG and 800 metres on MG ahead and behind \non each direction. \n(iv)Where necessary i.e., in case of group of dollies, intermediate Flagmen should also be \ndeputed with flags and whistles for relaying signals.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 316, + "text": "289 \n \n \n(v) On double line, the Flagmen should be deputed in the direction from wh ich the trains \nmay approach. Rail dolly should not be worked during the period when traffic block has been \ngranted on the other line. \n(vi) The Official in -charge of the rail dolly shall keep a sharp look out for approaching train \nand will get the rail dol ly and materials cleared off the track as soon as an approaching train \nis sighted. \n(vii) When a train is sighted, the Flagman ahead or behind the dolly or group of dollies \nshould wave the red flags vigorously to warn the official in charge of the dolly and \nintermediate Flagman if any, of the approaching train and at the same time place 3 \ndetonators 10 metres apart on the line and show Stop hand signal to the Loco Pilot of \napproaching train to protect the rail dollies. The detonators should be removed by the end \nFlagman who has noticed the approaching train, only on receipt of signal from the \nOfficial in-charge by way of Proceed hand signals indicating that the rail dollies have been \nremoved and track is clear. After removing the detonators, the Flagman sho uld show \nProceed hand signals to the approaching train. \n(viii)While approaching level crossings, the official in charge shall look out for road vehicles \nand ensure safe passage of rail dollies. \n(ix) The official in charge shall be fully responsible for the safe working of rail dollies. \n9. RAIL–CUM–ROAD VEHICLE (RRV) \n9.1 Description. \n9.1.1 RRV is a self-propelled one which can run on railway track as well as on road. It shall \nbe treated and signalled as a train. \n9.1.2 RRV will normally run on road and wou ld run on track only on the section, where \nsome maintenance work is required to be done. Its running on track shall be under ‘block \nprotection’ only. \n9.2 In charge of RRV. \n9.2.1 The RRV shall run under the supervision of SSE/SE/JE -Permanent way who \nhereinafter will be referred to as in charge. He will be responsible for all safety aspects \nregarding the movement of the RRV and is also responsible for obtaining and cancellation of \n‘traffic block’ and protection of RRV. \n9.2.2 The Driver, hereinafter to be refe rred as Operator and other staff on RRV shall work \nunder direct supervision of the in charge. \n9.3 Certificate of Competency: \n9.3.1 For transportation training, the operator shall undergo training at Zonal Railway \nTraining Institute (ZRTI) Moula-ali. The syllabus will be that of applicable to Assistant \nLoco Pilot. \n9.3.2 On successful completion of training, Principal/ZRTI/MLY issues a certificate of \ncompetency, which will be valid for a period of 3 years and will be renewed at the \ntime of refresher training. Refresher training modules applicable to Loco Pilots hold \ngood to Operators. \n9.3.3 The Operator shall keep the certificate of competency in his personal custody while \non duty and it shall be produced whenever required. The Operator shall also possess \n‘heavy vehicle driving license’ for road vehicles. In charge shall ensure that driving \nlicence of Operator is renewed on time. \n9.4. Safety Equipment:– \n9.4.1 Auto flasher lights are to be provided on both sides of RRV. \n9.4.2 RRV shall have provision to fix tail board / tail lamp on both sides. \n9.4.3 The Operator and in charge shall be respons ible for ensuring that the equipment is \ncomplete and in working condition. The equipment will be the same as referred under \nSR. 4.65.5.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 317, + "text": "290 \n \n \n9.5 Rules for operation:– \n9.5.1 General \n9.5.1.1 Advance weekly programme of Mobile Maintenance Units (MMU) shall be finalized at \nthe level of Sr.DOM and Sr.DEN and circulated to all concerned. \n9.5.1.2 RRV shall not be moved between running lines and siding / stabling lines without the \npermission of Station Master on duty. It will be treated as shunt movement. \n9.5.1.3 On double or multiple line section, RRV shall run on proper line. \n9.5.2 Movement from one block station to another block station:–– \n9.5.2.1 The in charge shall give requisition to the Station Master for the movement of \n RRV. \n9.5.2.2 On receipt of the requisition, the Station Master shall obtain permission of SCOR, \nobtain Line Clear and dispatch it as a train. \n9.5.2.3 The Station Master at the other end of the block section shall receive RRV by \n taking ‘off’ reception signals. \n9.5.2.4 On arrival of RRV, the in charge shall issue a certificate of complete arrival of RRV to \nthe Station Master. \n9.5.2.5 On receipt of certificate of complete arrival of RRV, the Station Master shall close \n the block section. \n9.5.3 Movement of RRV on Section / Station with track circuiting / Block proving axle \ncounter / RRI / Panel interlocking:– \n9.5.3.1 When RRV is to be dispatched from a station or received into a station provided with \ntrack circuiting / block proving axle counter / RRI / Panel Inter locking, such \nmovements in the block section would be dealt only on PLCT. \n9.5.3.2 In case of IB signaling both axle counter section and IB section shall be treated as \none block section for the purpose of working of RRV. \n9.5.3.3.RRV shall not be permitted on tracking from LC gates in Automatic Block section. On \ntracking of RRV shall be permitted from reporting station only. \n9.5.3.4 Ferrule / slide pins / lever collars will be used to indicate the presence of RRV \nwhenever RRV is stabled at a station and occup ation / clearance will be physically \nverified by Station Master on duty. \n9.5.4 On tracking and off tracking in mid-section:– \n9.5.4.1 On tracking and off tracking in mid -section shall be done from a level crossing \n (LC) gate. \n9.5.4.2 RRV has an unique facility for on tracking and off tracking. The turn table \n attached to RRV is used to rotate the complete vehicle through an angle of 360 \n degrees in either direction during on tracking or off tracking of the vehicle at level \n crossing gate. \n9.5.4.3 RRV has a loading platform of adequate capacity with facility of roller on one side of \nloading platform for easy loading and unloading of two pieces of 6 metres (maximum) \nlong rails. The pay load capacity of vehicle is 3500 kg. \n9.5.4.4 Seating capacity: Seven persons, including Operator are permitted in cabin and four \npersons are permitted on loading platform. \n9.5.4.5 It has facility of 12V / 250 watts swivel type work light which can be used during night \noperations. \n9.5.5 On tracking : \n9.5.5.1 The in charge shall give a message supported by a PN, to the Station Master through \nLC gate phone, indicating – LC gate number, approximate time of on tracking, \napproximate time needed for movement of RRV and the place of off tracking (Station \n/ next LC gate). \n Note: In charge shall have an exclusive private number (PN) sheet.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 318, + "text": "291 \n \n9.5.5.2 In case of failure of LC gate telephone communication, the RRV shall be brought by \nroad to the nearest block station on either end and give requisition to the Station \nMaster for the movement of RRV. \n9.5.5.3 As soon as the RRV is ready for on tracking, in charge applies for traffic block \nthrough LC gate phone. In turn Station Master obtains permission for traffic block \nfrom SCOR and conveys it to in charge supported by a PN. The Station M aster shall \nalso inform the Station Master at the other end of the block section about traffic \nblock, under exchange of PNs. Before permitting on tracking of RRV, the Station \nMaster at the receiving end should comply the conditions under Rules 8.02, 8.03 and \n8.04. \n9.5.5.4 In charge starts the process of on tracking of the RRV. On double line section. RRV \nwill be on tracked as per the established direction of traffic. \n9.5.5.5.Both the Station Masters place traffic block visual indicators on the block \n instruments. \n9.5.6 Off tracking : \n9.5.6.1 In charge asks permission of Station Master through LC gate phone, seeking \npermission for off tracking shall be through a message supported by a PN. \n9.5.6.2 Permission for off tracking will be conveyed by Station Master to the in -charge \nsupported by a PN. \n9.5.6.3 However on double line section, Station Master cautions the in charge about the \nmovement of trains on the other line. In -charge takes all the necessary precautions \nwhile off tracking the RRV on double line section. \n9.5.6.4 In case of failure of telephone communication at LC gate, the RRV shall be worked to \nthe nearest block station on either end and the in -charge of RRV should give \ncertification to the Station Master that the block section is clear of RRV so that \nnormal traffic can be restored. \n9.5.6.5 During the off tracking, the flasher lights of RRV shall be switched ‘on’. \n9.5.7 During on tracking and off tracking of RRV, the LC gate will be closed to road traffic. \nCare shall be taken that LC gate is not closed to road traffic for more than 10 \nminutes. In charge of RRV shall make entries including PNs issued and received, in \nLC` gate register with regard to on tracking/off tracking. \n9.5.8 If no level crossing gate is situated in the block section where the site of work is \nsituated, then on tracking shall be done at the level crossing of block section in rear \nand the block shall be taken from such level crossing gate to the station in advance. \nOn arrival at the said block station, the block shall be removed and for entering the \nrequired block section, block shall be taken afresh. \n9.5.9 On double/multiple line section, adjacent line parallel to the portion of RRV \n working must be protected. \n9.5.10 Speed – Speed potential of RRV is 80KMPH on road and 60 KMPH on rail in \n forward direction and 10 KMPH on rail and road in reverse direction. \n Note : On tracking/off tracking of RRV shall not be done from unmanned level \n crossing and during failure of telephone communication at manned level crossing \n gate. \n9.6. Failures and Accidents:– \n9.6.1 Accidents involving RRV shall be treated as train accidents. \n9.6.2 In case of any breakdown of RRV in the block section, it shall be protected as per \nRule 6.03/9.10 and relief engine will be called to clear the disabled RRV. It can be \ncleared by towing with the help of any light engine. The disabled RRV can be towed \nby linking with the connecting rods and slings similar to that of any road vehicles. \nThe connecting rods and slings should always be kept in the RRV and the same ha s \nto be ensured by the in-charge before entering into block section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 319, + "text": "292 \n \n9.7 Working instructions for RRV in electrified territory: \n9.7.1 It is to be remembered that the OHE shall always be considered live and staff \nworking under live OHE with Rail -cum-Road Vehicle (RRV) shall take care to see \nthat nothing comes in contact with OHE since danger of electric shock/burns \nresulting from coming in contact directly or indirectly with live OHE. \n9.7.2 While Rail -cum-Road Vehicle (RRV) is working in electrified territ ory, a minimum \nworking clearance of 2 metres shall always be maintained from live parts of OHE with \nany working staff. \n9.7.3 Permit-to-work on OHE must be obtained from an authorized TRD official and OHE is \nto be made dead and earthed, if work is to be carried out or any worker is required to \ncome within 2 metres of 25 KV live overhead equipment. \n9.7.4 No one should ever climb on to and stand on the roof of the cabin of RRV when it is \nstanding under live OHE. A shut down should invariably be affected befor e climbing \non the roof of stabled RRV. There is danger to the employees getting a shock if \ninadvertently stand up on the roof in the course of work except when the OHE is \ndead and earthed. A caution notice to this effect in red colour must be painted on the \nvehicle. \n9.7.5 While on tracking / off tracking RRV, care shall be taken that any part of the RRV \nshall not hit OHE mast. \n9.7.6 While RRV is on tracking/off tracking or moving in between two tracks it shall always \nbe remembered that in between tracks al so, OHE masts exist to hold the OHE. \nSufficient mechanical clearance shall be ensured while moving RRV in between \ntracks on road. \n9.7.7 While unloading the rails / sleepers, gadgets or heavy tools from RRV, care shall be \ntaken that they shall not fall on traction bonds. OHE mast / anchor foundation blocks \nor they should not hit OHE mast which will result in damage/disturbance to OHE and \nconsequent disruption to traffic. \n9.7.8 While loading/unloading rails into or from RRV in electrified tracks, it shall be ensured \nthat no rail or tool or any part of the body of the workers, comes within the danger \nzone i.e., within 2 metres of live OHE. \n9.7.9 The flap door of the RRV should be properly closed and secured before placing on \nthe track and should not be kept open or opened while on run to avoid hitting of OHE \nmast. \n9.7.10 All movements of the crane jib shall be carefully controlled so as not to foul the \ntraction overhead equipment. No work shall be done within a distance of two metres \nfrom the live parts of the OHE without a permit-to-work and all safety precautions are \ntaken. \n9.7.11 While the staff are being transported to site sitting or standing in the trolley of RRV, \nthey shall not hold the tools/measuring gadgets etc., vertically so as to fall within the \ndanger zone of 2 metres of live OHE. \n9.7.12 No modification / any extension pieces temporarily or permanently be attached to the \ncrane jib which will raise its effective height as well as width and come in the danger \nzone of OHE. \n9.7.13 When unloading the rails along the track, care shall be taken to ensure that the rails \ndo not touch each other to form a continuous metallic mass of length greater than 30 \nmetres. \n9.7.14 In case of a breakage of an overhead line or defect on the overhead equipment \nwhich is lik ely to interfere with movement of RRV, is noticed ahead, the Driver of \nRRV shall make an emergency stop, if necessary and report to TPC / Station Master \n/ SCOR, and it shall be ensured that no staff comes in contact with the hanging OHE \nparts.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 320, + "text": "293 \n \n9.7.15 Staff who shall work on RRV shall be in possession of competency certificate for \nworking in electrified area issued by competent authority of division. \n9.7.16 Before starting work by RRV in electrified area, a permission shall also be obtained \nfrom Traction Power Controller of concerned section. \n9.8. Safety precautions for the benefit of staff of Rail-cum-Road Vehicle: \n9.8.1 Make sure that all persons are clear of the vehicle before performing any operational \nfunction. \n9.8.2 Understand equipment operation and be aware of all pinch points before operating or \nmaking adjustments to the equipment. \n9.8.3 At maximum loaded gross weight on rail (Including Driver’s equipment, tools, payload \netc.) do not exceed any of the rated values. \n9.8.4 Do not exceed 60 KMPH when operating vehicle on track. Rail/road rules governing \nspeeds should be observed at all times. Reduce speed when propelling the vehicle \nthrough switches, self -guarded frogs, road crossings, curves and branch lines. \nOperating the vehicle at unsafe speeds could result in derailment of vehicle. \n9.8.5 Ensure all safety locks are positioned properly. \n9.8.6 Failure to heed these warnings could result in severe body injury. \n9.8.7 Observe and follow all rail/road safety rules and regulations. \n9.8.8 Know the positio ns and functions of all controls before attempting to operate the \nvehicle. \n9.8.9 Always keep pneumatic shut off cocks in selected mode (rail/road) before setting the \nvehicle in motion on rail or road. \n9.8.10 When performing maintenance making adjustments or whene ver unintended \nmovement of the vehicle could occur apply the parking brake. \n \nATTENTION - RRV OPERATORS: \n9.8.11 Ensure that all five pneumatic shut off valve levers are in required mode (Rail/Road) \nbefore moving. Otherwise serious accident may occur. \n9.8.12 Ensure steering lock lever is in closed position on rail mode and in open position on \nroad mode before moving. \n9.8.13 Ensure that power take off (PTO) of hydraulic pump is in off position before engaging \ngear for traction of vehicle. \n9.8.14 Hydraulic pump will be engaged only during hydraulic operation. \n9.8.15 Before moving the vehicle, ensure indicators for parking brake (P) and low air \npressure are off on panel board. \n9.8.16 Before moving the vehicle ensure that turn table base is fully closed and \nmechanically locked. \n9.8.17 Ensure that rail attachments are mechanically locked in their position. \n \n15.28. Lorries and trollies out of use.–– \nA lorry or trolly, when not in use, shall be placed clear of line, and the wheels \nthereof be secured with a chain and padlock.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 321, + "text": "294 \n \n \nCHAPTER XVI \n \nLEVEL CROSSINGS \n \n16.01. Knowledge of signals.–– \nNo person shall be appointed to be a Gateman unless he has a knowledge of \nsignals. \n \n16.02. Supply and care of equipment.–– \nEvery Gateman shall--- \n (a) be supplied with day and night hand signals, detonators, and other \nprescribed equipment, and \n (b) keep such signals, detonators and other equipment in proper order \nand ready for use. \n \n16.03. Road Traffic.–– \n (1) Subject to such special i nstructions in that behalf as are permitted \nby these rules, all gates at level crossings shall be kept constantly \nclosed and securely fastened across the thoroughfare on both \nsides of the railway and shall only be opened when it is necessary \nand safe to open them for the passage of road traffic: \nProvided that any Railway Administration may from time to time \nissue special instructions for any particular level crossing or class \nof level crossing and may by such special instructions permit the \ngates at any level crossing or class of level crossing to be normally \nkept open to road traffic and may therein prescribe the conditions \nunder which gates are to be kept closed against road traffic for the \npassage of a train or trains or for the purposes of any other r ailway \noperation; and all such special instructions so long as they be not \ncancelled or superseded shall for the purposes only of the Railway \nAdministration issuing the same be deemed to be General Rules \nwithin the meaning and subject to the provision of section 60 of the \nAct. \n (2) If for any reason the gates at level crossings cannot be so closed / \nfastened across thoroughfares on both sides of the track, action to \nprevent the approaching trains, if any, from running into the gate \nmay be taken in accordance with stipulations la id down under Rule \n16.06. \n (3) Gatemen, where provided, shall, at all level crossings be prepared, \nwhenever such level crossings be open to road traffic, to show a \nStop hand signal to any approaching train. \n (4) Where no Gateman i s specially provided for night duty at a level \ncrossing, the gates thereat shall, subject to special instructions, be \nlocked at night and opened only to pass road traffic in such manner \nas may be prescribed by special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 322, + "text": "295 \n \n \n16.04. Gateman to observe passing trains.— \nExcept where otherwise prescribed under special instructions, the Gateman \nshall observe all passing trains and be prepared to take such action as may be \nnecessary to ensure safety of trains. \n \n16.05. Channel for flange of wheels.–– \nThe Gateman shall see that the channel for the flange of the wheels is kept \nclear. \n \n16.06. Defects at level crossings.–– \nIf any gate or the fastenings thereof, or any fixed signal pertaining to the gate \nbecomes out of order, the Gateman shall— \n (a) take action to close the gates, if possible, against the road traffic \n (b) after closing the gates, hand signal that train movements past the \nlevel crossing, \n (c) if the gates cannot be so closed, put the banner flag or level crossing \nflag in such manner as to warn the approaching train to stop short of \ngate and thereafter hand signal the train, \n (d) report the fact to his superior or the nearest Gangmate. \n \n16.07. Obstructions at level crossings.–– \nEvery Gateman, on noticing any obstruction on the line, shall at once remove \nit or, if unable to do so, shall— \n (a) take action to ensure that the fixed signals, if any, protecting the gate \nare kept at ‘on’, \n (b) show Stop hand signal and do his best to stop approaching trains, \nand \n (c) shall protect the obstruction as per Rule 3.62. \n \n16.08. Parting of a train.— \nIf a Gateman notices that a train has parted, he shall not show a Stop hand \nsignal to the Loco Pilot, but shall endeavour to attract the attention of the Loco \nPilot and the Guard by shouting, gesticulating or other means. \n \n16.09. Trespassing.— \nEvery Gateman shall, as far as possible, prevent any trespassing by persons \nor cattle.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 323, + "text": "296 \n \n \n16.10. Transfer of charge of gate.— \nExcept in accordance with special instructions, no Gateman shall leave his \ngate unless another Gateman has taken charge of it. \n \n16.11. Height gauges.— \n (1) Adequate arrangements shall be made to erect height gauges on \neither side of the overhead equipm ent or other equipment at every \nlevel crossing so as to ensure that all vehicles and moving structures \npassing under the height gauge also pass under the overhead \nequipment or other equipment with adequate clearance. \n (2) The adequate clearance referred to in sub -rule (1) shall be sanctioned \nunder approved special instructions. \n (3) Vehicles and moving structures, which cannot pass under the height \ngauge without striking or touching it, shall not be pe rmitted to pass \nthe overhead equipment or other equipment except in accordance \nwith special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 324, + "text": "297 \n \nCHAPTER XVII \n . \nWORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n \n17.01. Applicability of General Rules.— \nAll rules referring to the working of trains shall also apply to electrified \nsections except as otherwise provided in the rules contained in this Chapter. \nS.R. 17.01.1.1.All subsidiary rules and special instructions which control the moveme nt and \noperation of diesel trains shall also apply to the movement and operation of electric trains, \nexcept as otherwise provided for in these rules. \n1.2.1. All officials connected with movement of electric rolling stock shall have a thorough \nknowledge of these rules. They shall also be responsible for ensuring that staff working \nunder them are thoroughly conversant with the instructions relating to their work and the \ncorrect procedure to be followed under normal conditions as well as in an emergency. \n1.2.2 Every railway servant, supplied with these rules shall make himself thoroughly \nacquainted with the rules and shall be held responsible for knowledge of and compliance \nwith them. \n \n17.02. Special definitions applicable to this chapter.— \nIn these rules, unless the context otherwise requires,- \n(1) “ electrical way and works” means the traction installations including \noverhead equipment and other connected works provided on the electrified \nsections of the railway. \nS.R.17.02.1.1. Electrical equipment means any a pparatus used for generation, transmission \nor utilisation of electrical energy. \n1.2. Transmission line means cables or bare overhead conductors by means of which \nelectrical energy is transmitted between various points of a distribution system. \n \n(2) “feeding post” means a supply control post, where the incoming feeder \nlines from grid sub–station are terminated; \nS.R. 17.02.2.1 ‘Feeder’ means a conductor connecting (a) a generating station with a sub –\nstation, or feeding point, or (b) a sub–station with a feeding point. \n2.2 ‘Feeder’ also means a conductor connecting, a supply control post to a grid sub –station, \nand a supply control post or switch gantry to a feeding point. Feeder also includes a \nconductor connecting OHE to switching station. \n \n(3) “neutral secti on” means a short section of insulated and dead overhead \nequipment which separates the areas fed by adjacent sub –stations or feeding \nposts; \nS.R. Neutral section is provided mid–way between two consecutive sub–stations. \n \n(4) “Power Block” means blocking of a section of line to electric traffic only; \n \n(5) “supply control post” means an assembly of interruptors, isolator \nswitches, remote control equipment and other apparatus provided for", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 325, + "text": "298 \n \ncontrolling power supply to overhead equipment. It includes feeding posts, \nsectioning and paralleling post, sub–sectioning and paralleling posts and sub–\nsectioning posts; \n \n5.1 ‘Interruptors’ means a single phase oil circuit breaker without an automatic tripping device. \n \n 5.1.1 ‘Bridging Interruptor’ means an interruptor which is provided at a neutral section to \nenable one sub–station to feed a sector of the overhead equipment normally fed by another \nsub–station during emergencies or when the latter is out of use. Thi s interruptor normally \nremains in the open position. \n \n5.1.2 ‘Sectioning Interruptor’ means an interruptor which connects adjacent sub–sectors together to \nmaintain continuity of supply. This interruptor normally remains in the closed position. \n \n5.1.3. ‘Pa ralleling Interruptor’ which connects overhead equipment of two different tracks. \nThis interruptor normally remains in the closed position to reduce voltage drop. \n \n5.2. ‘Switch Electrical’ means a device for opening or closing an electrical circuit. \n \n5.2.1. ‘Switch Alternate Feed’ means a switch used for connecting the overhead equipment \nof a loop or siding or crossover to alternative sections of the overhead equipment. \n \n5.2.2.‘ Switch, Double-pole, Gang-operated, Earth type’ means a special switch used in electric \nloco sheds, for feeding two sections or for making one section dead and earthing the other. \n \n5.2.3. ‘Switch, interconnecting section or Isolator’ means a switch used for connecting or \ndisconnecting adjacent elementary sections of overhead equipments. \n \n5.2.4. ‘Switchgear’ means Isolator switches, Circuit breakers, interruptors, cut-out and other \napparatus used for the operation, regulation and control of electrical circuits. \n \n5.3.1. ‘Remote Control Centre’ means the centre from which, the equipment at various \nsupply control posts are remotely controlled by the TPC. \n \n 5.3.2. ‘Remote Control Cubicle’ means a room in a supply control post in which remote control \nequipment and batteries are erected for remote operation of switchgear located at the post. \n \n5.4 ‘Section insulator’ means a device for dividing a contact wire into electrical sections while \nmaintaining mechanical continuity and a continuous path for pantograph. \n \n5.5. ‘Sector’ means a section of overhead equipment of a track from a feeding post to a \nsectioning post. \n \n5.5.1. ‘Sub-sector’ means the shortest section of overhead equipment which can be \nisolated by opening of interruptors. \n \n5.5.2. ‘Elementary Sections’ means the shortest section of overhead equipment which can \nbe isolated from the rest of the system by switching operation.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 326, + "text": "299 \n \nSupply control post:- \n \n5.6.1. ‘Feeding post (FP)’ means a supply control post where the incoming feeder lines from \ngrid sub-station are terminated. \n \n5.6.2. ‘Sectioning and Paralleling post (SP)’ means a supply control post situated midway between \ntwo feeding posts at neutral section and provided with bridging and paralleling interruptors. \n \n5.6.3. ‘Sub -sectioning and paralleling post (SSP)’ means a supply control post where \nsectioning and paralleling interruptors are provided. \n \nNOTE:- Sub-sectioning post (SS) – These are provided only occasionally. They are \nsimilar to SSPs with sectioning the OHE, but not paralleling. This is a supply control \npost where only sectioning interceptors are provided. \n \n17.02.(6) “tower wagon” means a self -propelled vehicle which is used for the \nmaintenance and repairs of overhead equipment. \n \n17.02.(7) “Traction Power Controller” means a competent railway servant who \nmay for the time being be responsible for the control of power supply on the \ntraction distribution system. \n \n7.1. ‘Traction Power Controller (TPC)’ means an official who is responsible for ensuring \ncontinuity of power supply and operations appearing thereto on the traction power \ndistribution system. He coordinates the requirements o f traffic and electric power supply \nandarrange for the issue of permit to work on or adjacent to overhead lines, cables and \nswitchgear connected thereto. \n \n7.2. ‘Section Controller (SCOR)’ means an official of the operating department appointed to \ncoordinate the movement of trains over a specified section of the railways. \n \n7.3. Additional definitions. \n7.3.1. ‘Apparatus’ means electrical apparatus and includes all machines, fittings, accessories \nand appliances in which conductors are used. \n7.3.2. ‘Assistant Loco Pilot’ means the duly certified Assistant Loco Pilot of a Single or \nMultiple unit train or of an electric engine. \n7.3.3. ‘Assistant electrical Engineer / Traction Distribution (AEE/Tr.D)’ means an Assistant \nExecutive Officer in-charge of maintenance and repairs of the power distribution system in a \ndivision or in an area and responsible to the DEE/Tr.D. \n7.3.4. ‘Assistant Electrical Engineer/Rolling Stock (AEE/RS)’ means an Assistant Executive \nOfficer in charge of maintenance and repairs of electrical rolling stock in a division or in an \narea and responsible to the DEE/RS. \n7.3.5. Assistant Traction Foreman (ATFO). \n7.3.5.1. ‘ATFO/OHE’ means a subordinate of the area concerned responsible to the \nTraction Foreman for inspection and maintenance of traction overhead lines, rail bonds and \nfor the staff employed thereon. \n7.3.5.2. ‘ATFO/RS’ means a subordinate of the area concerned responsible to TFO/RS for \nthe maintenance of electric rolling stock and for the staff employed thereon. \n7.3.6. ‘Authorised person’ means any person who is duly authorised to perform the duties \npertaining to his employment, the authorisation being by an Officer of the Railw ay \nAdministration empowered for that purpose.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 327, + "text": "300 \n \n7.3.7. ‘Bare’ means not covered with any insulating material. \n \n7.3.8. ‘Brake valve’ means a valve which operates the automatic brake of the train. \n7.3.9.1. ‘Cable’ means a length of insulator single conductor or two or more of such \nconductors, (solid or stranded) each provided with its own insulation, which are laid up \ntogether. Such insulated conductor or conductors may or may not be provided with an \noverall mechanical protective covering/armoring. \n7.3.9.2. ‘Transmission line’ means cables o r bare overhead conductors by means of which \nelectricity is transmitted between various parts of a distribution system. \n7.3.10. ‘Conductors’ means a body or substance which offers a low resistance to the \npassage of an electric current. \n7.3.10.1. ‘Phase Conductor’ means a conductor which carries current to the traction \noverhead equipment. \n7.3.10.2. ‘Return Conductor’ means a conductor which carries return current from the tracks \nto the sub -station. Return conductor also includes carrying return current from booster \ntransformer to the track. \n \n7.3.11. ‘Caution Notice’ means a notice attached to o r placed in the danger zone of live \nequipment calling attention to the danger of touching or interfering with such \nequipment and bearing the words ‘Caution-Live Equipment’. \n \n7.3.12. ‘Chargeman’ means an authorised person in charge of a gang of workmen, \nauthorised to work on specific types of traction equipment such as overhead \nequipment, supply control posts, feeder lines, remote control equipment, electric \nrolling stock etc. \n7.3.13. ‘Circuit’ means an arrangement of conductor or conductors for the purpose of \nconveying electrical energy and forming a system or a branch of a system. When \nthey form a closed path through which a current can circulate, the circuit is referred \nto as closed. When the path is not closed, the circuit is referred to as ‘open’. \n7.3.14. ‘Circuit breaker’ means a device for closing and opening an electrical circuit under all \nconditions unless otherwise specified, and so designed as to open the circuit automatically \nunder abnormal conditions. \n7.3.15. ‘Competency certificate’ means a certificate issued to a person by the Railway \nAdministration authorising him to carry out specified duties pertaining to his employment. \n7.3.16. ‘Contact wire’ means an overhead conductor from which electric power is supplied to \nelectric rolling stock. \n7.3.17. ‘Cut-out (fuse)’ means any ap pliance for automatically interrupting the transmission \nof energy through any conductor when the current rises above a predetermined value. \n7.3.18. ‘Danger’ means danger to health or to life or any part of the body from shock, burn or \nother injury to persons, or p roperty, or from fire or explosion, attendant upon transmission, \ntransformation, conversion, distribution or use of electrical energy. \n7.3.19. ‘Danger Notice’ means a notice attached to dead equipment to convey a warning \nagainst such equipment being made alive and bearing the words ‘Danger-Men Working’. \n7.3.20. ‘Danger Zone’ means the zone, lying within 2 metres of any live equipment in which \nno work is permitted, when the equipment is live. Notwithstanding the above, the Loco Pilot \nof an electric loco is permitted to change the head light bulb of the loco while standing on the \nbuffer beam projection at the floor level of the cab. \n7.3.21 ‘Dead equipment’ means any electric equipment which is not electrically live. \n7.3.22. ‘Dead Man’s handle’ means an emergency saf ety device fitted in the handle of a \nmaster controller which when released, automatically cuts off the supply of electrical energy \nto the traction motors and applies the brakes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 328, + "text": "301 \n \n7.3.23. ‘Distribution system’ means system of electrical equipment by means of which \nelectrical energy in the form of alternating or direct current is distributed over a given area. \n7.3.23.1. ‘Traction power distribution system’ means distribution system provided for traction purposes. \n7.3.23.2 This is also referred to as “Power Distribution system”. \n7.3.24 ‘Divisional Electrical Engineer/Traction Distribution (DEE/Tr.D)’ means an executive \nofficer responsible for the traction power distribution system including power supply \narrangements and remote control equipment in a division or in an area. \n7.3.25. ‘Divisional Electrical Engineer/Rolling Stock (DEE/RS)’ means an executive officer \nresponsible for the electric rolling stock in a division or in an area. \n7.3.26. ‘Loco Pilot’ means the duly certified Loco Pilot of a single or multiple unit train or of \nan electric engine. This definition is in addition to the definition given in GR. \n7.3.27. ‘Driving Trailer’ means a coach which has a driving compartment and which is not a \nmotor coach. \n7.3.28. ‘Dropper’ means a fitting used in ov erhead equipment construction supporting the \ncontact wire from the catenary. \n7.3.29. ‘Earth’ means the conducting mass of the earth or of any conductor in direct electrical \nconnection therewith. \n7.3.29.1‘Earthed’ or Connected to earth’ means connections with the general means of earth \nin such a manner as to ensure at all times an immediate discharge of energy without danger. \n7.3.29.2. ‘Earth’ for the purpose of the overhead equipment only includes the track return \ncircuit and the structures supporting the overhead equipment , provided such \nstructures are connected to earth or track return. \n7.3.29.3. ‘Electrical equipment’ means any apparatus which is used for generation, \ntransmission or utilisation of electrical energy. \n7.3.30. ‘Electrified Track’ means track provided with overhead equipment. \n7.3.31. ‘Emergency Telephone’ means a telephone circuit provided for connecting the TPC. \n7.3.32. ‘Grid sub -station or sub -stations’ means an electrical installation equipped with \ntransformers and switchgear from which power is supplied for electric traction. \n7.3.33. ‘Guarded’ means covered, shielded, fenced or otherwise protected by means of \nsuitable casing, barrier, rails or metal screens to remove the possibility of dangerous contact \nor approach by persons or objects to a point of danger. \n7.3.34. ‘High Voltage’ means a voltage which under ordinary working conditions may \nexceed 650 volts. \n‘Voltage’ means the difference of electric potential measured in volts between any two \nconductors or between any part of either conductor and the earth as measured by a \nsuitable voltameter. \n7.3.35. ‘Independent air brake handle’ means a removable handle controlling independent \nair brake apparatus of electric engine. \n7.3.36. ‘Insulated (Air-gap) overlap span’ means an arrangement of overhead equipment \nover a track where two sets of traction conductors overlap each othe r for a short distance, \nproviding for a smooth passage for the pantographs of electric rolling -stock, the two sets of \nwires being insulated from each other by an adequate air-gap. \n7.3.37. ‘Insulator or insulating material’ means material which offers relat ively high \nresistance to the passage of an electric current. \n7.3.38. ‘Linesman’ means a person authorised to inspect and work on the overhead lines \nand switches in relation therewith. \nNote: He is the lowest grade employee who is allowed to enter an unatte nded supply \ncontrol post unaccompanied by his superior. \n7.3.39.1. ‘Live equipment’ means any electrical equipment which is electrically live. \n 7.3.39.2. Electrical equipment is live when a difference of potential exists between it and \nearth or when it is connected to another conductor or circuit in which such a difference of \npotential exists.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 329, + "text": "302 \n \n7.3.40.’Master Controller’ means a controller in the driving compartments of electric engines, \nmotor coaches and driving trailers, which are not included in the main circuit of the controlled \nmotor or motors but which operate other controller or contactors by means of control circuit \nthereby controlling the supply of electrical energy to the Traction Motors. \n7.3.41. ‘Motor Coach’ means coach equipment with traction mo tors and with the necessary \ncontrol and power apparatus for operating them. \n7.3.42. ‘Multiple Unit train’ means a train consisting of two or more single unit trains coupled \ntogether and operated as one train. \n7.3.43. ‘Off position’ means the position of th e reversing handle whereby a master controller \nis locked ‘off’ and where by the deadman’s handle, if provided, is rendered ineffective. \n7.3.44. ‘Operator’ means a person on duty who is in charge of a supply control post. \n7.3.45. ‘Overhead equipment’ mea ns the electrical conductor over the track together with \ntheir associated fittings, insulators and other attachments by means of which they are \nsuspended and registered in position. \nNote: All overhead electrical equipments, distribution lines, transmission lines and feeders \n may be collectively referred to as ‘Overhead lines’. \n7.3.46.’Pantograph’ means a collapsible device mounted on and insulated from the roof of \nan electric engine or motor coach and provided with means of collecting current from the \noverhead equipment . \n7.3.47.’Permit to work’ means a form of declaration signed and given by an authorised \nperson to a person in charge of work to be carried out on or adjacent to any electrical \nequipment, for the purpose of making known to such person exactly what equipment is \ndead, earthed and safe to be worked on or adjacent to. \n 7.3.48. ’Rail Bond’ means an electrical connection across a joint in or between adjacent \nlengths of rail. \n7.3.48.1. ‘Bond continuity’ means a rail bond used for maintaining continuity of the rail return \ncircuits at points and crossings. \n7.3.48.2. ‘Bond cross’ means a rail bond used for connecting together two rails of a track or \nrails of adjacent tracks. \n7.3.48.3. ‘Bond Joint’ means an electrical connection across a joint between two adjacent \nlengths of rails as part of the track return. \n7.3.48.4.’Bond structure’ means an electrical connection between the steel work of a track \nstructure, bridge or station buil ding, to which the traction overhead equipment is attached, \nand the track return. \n7.3.48.5.’Bond Impedance’ means a special rail bond used to bridge an insulated rail Joint in \nAC track circuited sections in area equipped for electric traction. \n 7.3.49. ‘Reversing handle’ means a handle which controls the forward and reverse running \nof the traction motors and is fitted in such a manner that it can only be removed when the \nmaster controller is locked ‘off’. \n \n7.3.50. ‘Single Unit Train’ means the combination of a motor coach or motor coaches \nadopted by a railway administration as an operating unit. \n7.3.51. ‘Track return’ means the track rails when used as the return conductor for the traction \nreturn current to the sub–station. \n7.3.52. ‘Traction’ means electric traction. \n7.3.53.’Traction engine examiner’ means an official responsible for inspection and \nmaintenance of electric rolling stocks. \n7.3.54. ‘Traction Foreman (TFO)’. \n7.3.54.1.’Traction Foreman/Overhead Equipment (TFO/OHE)’ means a subordinate for the \narea concerned responsible for the operation and maintenance of the overhead equipment \nand for the staff employed thereon.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 330, + "text": "303 \n \n7.3.54.2.’Traction Foreman/Rolling stock (TFO/RS)’ means a subordinate responsible to \nAEE/RS for the maintenance and/or inspection o f electric rolling stock and for the staff \nemployed thereon. \n7.3.55. Traction Loco Controller (TLC)’ means an official under the control of AEE/RS who \nwill be responsible for booking of electric locomotives and running staff to meet the \nrequirements of the traffic. \n7.3.56. ‘Traffic Block’ means blocking of a track against movement of all traffic over a \nparticular section. \n17.03. Inspection of electrical way and works.–– \nThe electrical way and works shall be inspected regularly in accordance with \nspecial instructions by officials nominated for the purpose and in accordance \nwith the duties assigned to them. \n \nSR.17.03.1. Electrical way and works – \nRailway servants employed on electrical way and works shall observe all General Rules \n15.01 to 15.17, 2.05, 4.07 and 6.10 inclusive wherever applicable to electrical way and \nworks except as otherwise provided in the rules contained in this chapter, and the Railway \nAdministration shall prescribe on whom the duties of Inspector of Way and Works and the \nduties of Ganger devolve in each case together with any additional requirements thereto. \n2.1. The duties of the PWIs as stipulated in the General Rules inclusive, wherever applicable \nto electrical way and works shall devolve on the TFO/OHE and ATFO/OHE in so far as these \nduties relate to the respective items of electrical way and works in their charge. \n2.2. The duties of the Gangmate wherever applicable to overhead equipment, shall devolve \non the overhead equipment Linesman. \n2.3 If due to any defect or damage to the overhead equipment, it is necessary to lower \npantograph over any particular section of the running lines, the traction official concerned \nshall communicate with the TPC who in turn shall advise the SCOR for arrangi ng the issue \nof necessary Caution Orders by the Station Master to the Loco Pilots concerned as per rules \nin force. The Caution Order shall specify the exact kilometreage and structure numbers \nbetween which the Loco Pilot shall lower the pantographs and coa st through. In addition the \nTraction official asking for the Caution Order to be issued, shall arrange with the ATFO/OHE \nfor the exhibition of suitable indication boards marking the beginning and ending of the \naffected section in which the Loco Pilot shall coast through with lowered pantograph. \n3.1. Overhead communication circuits - Adequate arrangements shall be made to Guard \ncommunication or electric lighting circuits crossing or running in close proximity to the \noverhead equipment. \n3.2. No conductor shall be erected over or alongside an electrified track, unless it is \nadequately guarded in accordance with the rules laid down for the purpose by the Railway \nAdministration. This guard shall be effectively connected to earth. \n4. Inspection of Elect rical Equipment - All electrical equipment shall be inspected regularly, \nin accordance with special instructions. \n4.1 The inspection of overhead equipment and electrical equipment at supply control posts \nshall be carried out periodically in accordance with instructions issued by the DEE/Tr.D. \n4.2 Electrical Equipment in rolling stock shall be inspected periodically in accordance with \ninstructions issued by the DEE/RS. \n4.3.1. Engine crew of all trains shall be vigilant and keep a sharp look out while the train is in \nmotion and watch the overhead equipment and report any defect noticed to the TPC/SCOR. \n4.3.2. When a defect on the overhead equipment which is likely to interfere with the smooth \nmovement of the pantograph or cause damage to it, is noticed ahead , the Loco Pilot shall \ntrip the circuit breaker and immediately lower the pantograph by placing the pantograph \nhandle in the ‘lower’ position. An emergency stop should be made, if necessary.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 331, + "text": "304 \n \n4.3.3. If the damage to overhead equipment is slight such as a s light break away of the \ncontact wire from the droppers or catenary, it may be practicable to coast under the \ndefective section, but the defect shall be reported to the TPC through the nearest emergency \ntelephone circuit or in case this circuit is not available through any other telephone. \n4.3.4. In case of a major breakdown to overhead equipment requiring trains to be stopped, \nthe Loco Pilot noticing such a breakdown, shall advise the TPC through the nearest \nemergency telephone circuit giving details of the breakdown and in case this circuit is not \navailable, convey the information through the nearest Station Master on any other telephone \ncircuit. The TPC, on receipt of such a message, shall pass on suitable instructions to the \nSCOR and if necessary, advise him to stop running of trains in the affected section. \n4.4.1. All breakdowns or defects noticed in the overhead equipment or in any other traction \nequipments, including continuity bonds, joint bonds, cross bonds, structural bonds by any \nrailway servant, shall be reported immediately to the TPC. In case he cannot be contacted, \nthe nearest Station Master or TFO/OHE or the AEE/Tr.D shall be advised. The Station \nMaster, to whom such breakdown or defects are reported, shall convey the information \nimmediately to the TPC through the SCOR. In case of failure of communications, he shall \nuse his discretion regarding movement of traffic and advise the nearest Traction Official. \n4.4.2. In case of breakage of an overhead line, the railway servant detecting it shal l ensure that \nno person comes in contact with the line until an authorized person arrives on the spot. The \nauthorized person shall take immediate action to make the affected line dead and earthed. \n4.4.3. In the event of break of contact wire of the overh ead electrical equipment, the \nfollowing precautions shall be taken for the safe working of signalling equipment:– \n4.4.3.1. The TPC/SCOR on receipt of an advice of break in traction overhead lines or \nconfirmation of such an advice from the TPC shall immedi ately advise by the quickest \npossible means all the staff responsible for the maintenance and operation of the signalling \nequipment of the section where the catenary/contact wire has broken. \n4.4.3.2. The staff responsible for the operation of the signalli ng equipment of the section \nshall immediately check whether the block and other signalling equipment are working \nnormally. If an abnormal working of any equipment is noticed, its working shall be \nimmediately suspended and necessary action under the rules shall be taken. \n4.4.3.3. On receipt of this information the staff responsible for the maintenance of signalling \nof the section shall immediately proceed to the site and test all circuits and allied equipment \npaying particular attention to the outdoor signalling gear to ensure that no damage has taken \nplace. An authorized representative of the S&T department shall submit a certificate that \neverything is working ‘all -right’ and send it to his superiors along with a detailed test report \nas soon as possible. \n4.5.1 All overhead line staff, when on patrol, shall watch the pantographs of passing electric \nrolling stock and if any defects are noticed, they shall report them to the TPC through the \nemergency telephone circuits or any other telephone, if emergency tele phone circuit is not \navailable, giving full particulars including the number of the electric rolling stock, the location \nof the defect and the time when the defect was noticed. \n4.5.2. The TPC shall communicate reports of a defective pantograph to the TLC who shall \narrange to have the electric rolling stock stopped as soon as possible, for examination of the \ndefective pantograph. \n4.6. TFO/OHE shall be responsible for the proper and efficient maintenance of all breakdown \nequipment, wiring trains, tower wagons, breakdown lorries, etc., so that they are always in a \nstate of good repair. He shall ensure that they are equipped with full quantities of stores and \nspare parts as per approved inventory. All tools, tackles, straining screws, clamps, ropes and \nladders shall be maintained in good condition and ready for use at all times. \n4.7. The staff concerned shall ensure that the equipment not in immediate use is always \nready for service, except such equipment which may be under repair or overhaul.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 332, + "text": "305 \n \n4.8. The supply of power may be interrupted due to fault in the overhead equipment in a \nswitching station or a sub -station. When failure occurs, the TPC shall be informed at once \nover the control telephone. Full information shall be given on such occasions and if it is \nknown that the fault is on the overhead equipment or on a cable, all particulars shall be given \nincluding the exact location of the fault and how it occurred. The TPC shall immediately, on \nreceipt of such information, inform the CHC and make necessary arran gements for isolating \nthe faulty section. He shall also inform the SCOR of the action taken by him and advise \nwhich section of the line is not available for working of electric trains. \n4.9. Special precautions by SCOR, Station Master and train crew on e lectrified sections \nwhen a section of OHE is found faulty. \n4.9.1. When a train comes to a stop in an electrified section and the cause of stoppage is not \nimmediately obvious, the Loco Pilot and Guard shall immediately take action to protect the \ntrain in accordance with the rules made under Rule 6.03 and SRs thereunder. \n4.10.1. In the event of any OHE failure on a multiple line section for any reason and the OHE \nrelating to the other line is in working order, ‘single line’ working is introduced in terms of \nprocedure detailed under S.R.6.02.1. \n4.10.2. There may be occasion when this failure or tripping of OHE could be due to some \naccident and/or obstruction affecting the other tracks etc., also. If no adequate precaution is \ntaken for running of this train on the other lines, there is a possibility of train/trains running \ninto derailed wagons/coaches from the adjacent line/lines and/or some other obstruction \ncausing side collision or derailment. To obviate this possibility, it has been decided that \ninstructions as indicated in S.R. 17.09.16 should be followed by all concerned strictly with \nimmediate effect. \n4.11. In order to reduce chances of collision on adjacent lines in electrified territory in case of \nan accident taking place on the other line, speed of the first train entering the section, from \nopposite direction where tripping has taken place for any reason, should be restricted to 35 \nKMPH during day and 20 KMPH during night after the section has been identified and \nisolated by the TPC. \n5.1. Access to Electrical equipment- \n5.1.1. Adequate precautions shall be taken to prevent unauthorized persons gaining access \nto electrical equipment. Such precautions shall be prescribed by the Railway Administration. \n5.1.2. No unauthorized person shall be permitted to have access to or to operate any switch \nor other apparatus which forms part of the electrical equipment or is used in connection \ntherewith. \n5.2.1. The keys for all outdoor switches shall be kept locked in glass fronted box in the \ncustody of the Station Master or other authorized person stationed conveniently nearby the \nswitches. The keys shall be issued on demand only to authorized persons, whose signatures \nfor receipt shall be obtained in a book maintained for this purpose. \n5.2.2.1. All chambers or en closures containing live equipment shall be kept normally closed \nand locked, with the keys in the custody of the authorized person. A duplicate key shall be \nkept in a box with a fixed glass fronted cover in place notified by the DEE/Tr.D. The key may \nbe re moved by breaking open the glass cover of the box in case of emergency, by an \nauthorized person. A record shall be maintained of every such use of the key. \n5.2.2.2 In the event of breaking the glass of box, the key or keys shall be kept in the safe \ncustody of the Station Master until the glass is replaced. The TPC shall keep a record as to \nwhere such keys are kept, so that in case of emergency, he will be able to direct the staff \nconcerned. \n5.2.2.3. When the glass cover is broken for taking out the duplica te key, the concerned \nTraction Foreman/OHE shall be immediately advised to replace the glass. The person \nreplacing the glass shall obtain the signature of the authorized person who shall record the \ndate of replacement of the glass.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 333, + "text": "306 \n \n5.2.3. Any person while working in a chamber of enclosure containing electrical equipment, \nwhich under normal conditions is live, shall retain the keys of the chamber or enclosure. \nThese keys shall be returned to the person in whose custody they are normally kept, \nimmediately after the chamber or enclosure has been locked. \n5.2.4. Permit-to-work cards shall not be cancelled until the keys have been returned to the \nbox or to the person in whose custody they are normally kept. \n5.3.1. In an emergency, the Station Master shall opera te such switches as per specific \ndirection of the TPC. \n5.3.2. In the event of a fault in the overhead equipment necessitating isolation of a section in \naddition to the faulty one, the ATFO/OHE or an authorised person shall arrange with the \nTPC, to isolate the healthy section also. However if necessary he shall himself open those \nswitches which can be operated conveniently. \n5.3.3.1. Should the TPC wish to have any isolator switch opened or closed he shall ask the \nATFO/OHE or Station Master or any authorised person to carry out the required switching \noperation. The person concerned shall after carrying out the orders, lock the switch either in \n‘open’ or ‘closed’ position as the case may be and inform the TPC of the action taken. He \nshall not part with the k ey until receipt of further orders from the TPC. A record of such \noperation shall be maintained by the person concerned. \n5.3.3.2. The instructions regarding the parting with the keys shall be confirmed by exchange of PNs. \n5.3.4. Every Station Master shall be fully aware of the location of the isolator switches provided for \nthe control of power supply to overhead equipment at the station or near the cabin and shall be \nconversant with the correct method of opening and closing the same in an emergency. The St ation \nMaster, who holds a certificate of competency for operating the overhead switches issued by the \nDEE/Tr. D or his authorised Inspector, shall only be posted at such stations where these switches \nhave been provided. The Station Masters shall be examin ed for their competency in operating \nthese switches once in three years (see SR 17.09.1.3) \n5.4. No person other than authorised maintenance staff, their assistants when \naccompanying them and persons provided with special permits issued by DEE/Tr. D, shall \nbe admitted to supply control posts except the following: \n5.4.1. A person escorted by the DEE/Tr.D or by the AEE/Tr. D. \n5.4.2. A doctor summoned to attend to an accident case. \n5.4.3. Electrical Inspector of the Government for the railway area concerned. \n5.4.4. A person required by an officer to speak from a telephone installed in the premises. \n5.5. No person lower than Linesman in rank, shall be allowed to enter an unattended supply \ncontrol post alone. \n17.04. Permit-to-work on electrical equipment.–– \nIf w ork is to be carried out adjacent to the electrical equipment or any other \npart thereof by other than the competent railway servant, such work shall be \ndone only when and for such time as the person -in-charge of the work has \nobtained a written permit -to-work, duly signed and given by the railway \nservant authorised for the purpose by special instructions. He, in turn, shall \nissue the same only with the knowledge of the Traction Power Controller. \nS.R.17.04.1. Permit-to-work on electrical equipment and on works adjacent thereto. \n1.1. If work is to be carried out adjacent to the electrical equipment or on any part thereof by \nother than authorised persons, such work shall be done only when and for such time as the \nperson-in-charge of the work is in possession of written permit-to-work. Permit –to-work \nshall be obtainable on application in accordance with special instructions. \n1.2 ‘Permit -to-work’ shall only be issued by such authorised persons who are specially \nempowered for this purpose by the Railway administration. ‘Permit -to-work’ shall only be \nissued with the knowledge of the person who is responsible for the operation of power \nsupply on the distribution system.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 334, + "text": "307 \n \n1.3 A duplicate of every ‘Permit-to-work’ issued shall be retained in the personal posse ssion \nof the authorised person issuing it for the period prescribed by the Railway Administration. \n2. Before commencing work and for the whole time that the work is being performed on any \npart of the electrical equipment or adjacent thereto, that part of the electrical equipment shall \nbe made dead and earthed, save and except as provided in these rules. A ‘Permit -to-work’ \nshall be obtained from the TPC or an authorised person in accordance with paras 5.6.10 and \n11 in the prescribed form and also see para 17. \n3.1. All Departments in the electrified area which require traffic blocks, power blocks or \n‘permit-to-work’ in the danger zone of traction equipment or who require overhead line staff \nand/or bonding staff to be present at site for scheduled maintenance works, shall give notice \nsufficiently in advance to the DEE/Tr.D which in any case shall not be later than 10 hours \nevery Monday morning, in the prescribed form showing: \n3.1.1 the nature of the work and the date and time on which it is to be performed. \n3.1.2 by whom the work is to be carried out. \n3.1.3 location of the work and the section of the lines to be blocked. \n3.1.4 the trains between which the block is required and \n3.1.5 whether the track will be available for diesel traffic. \n3.2 The requirements of all departments for traffic block/power blocks and ‘permit -to-work’ \nshall be coordinated by the office of the DEE/Tr.D in consultation with the DOM and a \nconsolidated statement forwarded to the DOM concerned, by 12 hours on every Wednesday \nfor inclusion in the weekly programme of traffic and power blocks. \n3.3. Works of an urgent nature shall be attended to by obtaining emergency blocks and \n‘permit-to-work’ from the TPC. \n3.4.A weekly programme of work involving traffic blocks, power blocks and ‘ permit-to-work’ \nshall be prepared in the office of DOM and despatched to all concerned by Friday evening, \nfor the week commencing on the following Monday. \nNote:- The procedure detailed in paras 4, 5 and 6 shall be followed for obtaining the power \nblock and ‘permit-to-work’ in each case as prescribed, even though the work is included in \nthe weekly programme. \n4.1. When a power block has been sanctioned, the TPC shall issue to the SCOR a power \nblock message (in the prescribed from) in duplicate either throug h a messenger or by \ntelephone with exchange of PNs. The SCOR shall obtain confirmation from the Station \nMaster that the section will be blocked for electric traffic. He shall then, either return one \ncopy of the written message duly acknowledged indicatin g thereon the time from which the \nblock will be given or send a phone message to the TPC giving the same information \nsupported by a PN. The TPC shall thereafter arrange to isolate and make dead the portions \nof electrical equipment concerned at the time indicated by the SCOR and issue a ‘Permit-to-\nwork’ thereon, as detailed in paras 5 and 6 below. \n4.2. However, in case of an emergency, the TPC shall switch off the power first and then, \nadvise the SCOR of the power block imposed and reasons for doing so. \n4.3. When ‘Permit-to-work’ on the electrical equipment has been cancelled and the TPC has \nrestored normal conditions, he shall cancel the power block message issued to the SCOR, \neither by giving a cancellation message in duplicate or by telephone with exchange of PNs. \n5. Method of obtaining ‘permit -to-work’ in the danger zone of overhead equipment for work \nby authorised persons. \n5.1. Except as detailed in SR.17.04.10, permit -to-work shall be obtained by authorised \npersons from the TPC, who shall carry out (thro ugh remote control) or order the switching \noperations necessary to isolate the portion of the equipment concerned. When the TPC \nreceives confirmation that switching operations have been correctly carried out, he shall \ninform by telephone message with excha nge of PNs, the authorised person stating clearly \nthat the electrical equipment has been made dead. The information shall constitute a ‘permit-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 335, + "text": "308 \n \nto-work’. ‘Permit -to-work’ shall be issued in this manner only to authorised persons not \nlower in grade than a Linesman. \n5.2. On receipt of ‘permit -to-work’ and before work is commenced; the electrical equipment \nspecified shall be earthed as per rules in force. Each working party shall be protected by \nindependent earths. \n5.3. On completion of the work, the person who received the ‘permit-to-work’ shall ensure \nthat all men and materials have been withdrawn from the electrical equipment and its \nvicinity. He shall then remove the earths and inform the TPC either by written memo or by a \nphone message supported by a PN that th e work for which the permit -to-work was issued \nhas been completed, men and materials have been withdrawn from the specified electrical \nequipment and the same maybe made live. Such procedure shall constitute cancellation of \nthe ‘permit-to-work’. \n6. For work by other than authorised persons- \n6.1. If work is to be carried out on or adjacent to any part of the electrical equipment by other \nthan authorised persons, such work shall not commence until the ‘person -in-work’ card \nissued to him by an authorised person. \n6.2. The ‘Permit-to-work’ shall be obtained from the TPC by an authorised person who shall \nearth the electrical equipment specified in charge of the work holding an acknowledgement \non the other copy. A duplicate of every ‘permit -to-work’ card shall be ret ained in the \npersonal possession of the authorised person who issued it. \n6.3. On completion of the work and when all men and materials have been withdrawn from \nthe electrical equipment and its vicinity, the person -in-charge of the working shall cancel his \n‘permit-to-work’ card and return it to the authorised person who issued it. The authorised \nperson shall in turn cancel the ‘permit-to-work’ as detailed in S.R.17.04.5.3. above. \n7. If telephone communication with the TPC is interrupted, when a ‘permit -to-work’ is to be \ncancelled, the authorised person to whom the ‘permit -to-work’ was issued shall arrange \nlocally to restore normal (live) conditions, the positions of electrical traction or overhead \nequipment specified in the ‘permit-to-work’ and to cancel the ‘power block’ if possible. \n8. Whenever work has to be carried out by more than one working party, the ‘permit -to-\nwork’ shall be issued by the TPC only to one authorised person who alone shall be \nresponsible under this rule, for all work on the portion of electrical equipment, specified in the \n‘permit-to-work’. Any additional party or parties may work on the same portion of electrical \nequipment only with the permission of this authorised person who shall inform all parties of \nthe total number of parties working o n the same portion of electrical equipment. The \nauthorised person shall cancel the ‘permit -to-work’ only when he is satisfied that all working \nparties have withdrawn all men and materials and removed the earths from the electrical \nequipment. In the event of telephone communication being interrupted, the responsible \nperson shall proceed as provided for in para 7 above. \n9. The number of each ‘permit -to-work’ issued, shall be entered in the log book of TPC, \ntogether with the particulars and time when the equipment is made dead for the work and re-\nenergise after completion of the work, as per information received from the authorised \nperson concerned \n10. In case of work to be done inside the electric Loco sheds, the application for ‘permit -to-\nwork’ shall be made to the TFO/ATFO/Chargeman (RS) who shall arrange for the issue of \nthe ‘permit-to-work after getting the switch of the inspection bay or the feeders opened. No \nintimation to the TPC is necessary and the ‘permit -to-work’ shall be returned for cancellation \nby the person-in-charge of the work to the TFO/ATFO/Chargeman (RS) before the switches \nare closed. \n11.1. Local arrangements may be made with the Station Master, Cabin Assistant Station \nMaster, Yard Master and others responsible for the movement of traffic, for po wer blocks in \nsuch sidings which do not affect the movement of trains on main running lines, loop lines, \nand reception and departure lines in yards. The TPC shall, however, be kept informed as to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 336, + "text": "309 \n \nwhen the power block is taken and cancelled. The Station M aster, Cabin Assistant Station \nMaster, Yard Master and other persons shall also advise the SCOR of such blocks. \n11.2. Local blocks shall be arranged on the forms prescribed for the purpose. \n12.1. In order to prevent electric rolling stock from being admit ted into a track or cross over \nof which the overhead equipment is made dead, or for which a ‘permit -to-work’ has been \nissued, the levers of signals and points in the signal cabins governing such movement of \nelectric rolling stock shall be protected by mean s of ’power block collars’. If the points and \nsignals are locally operated, the same should be locked and the keys be kept with the \nStation Master. \n12.2. The SCOR on receipt of a power block message from the TPC shall repeat to all \nStation Masters concer ned the said message indicating the time from which the block is to \ncommence. Each Station Master shall record and acknowledge the message with a PN and \nthe time of receipt and then block the electric traffic on the line or lines described from the \ntime indicated and place ‘Power block collars’ on the appropriate levers. When lever frames \nor other equipment in signal cabin are controlled electrically from Station Master’s office, the \nStation Master shall place the ‘Power block collars/pins’ on the slides of electric slide \ninstruments or on the keys of electric transmitters or interlocked key boxes. The Station \nMaster shall also ensure that ‘power block collars’ are placed by Cabinmen/Levermen \nconcerned on the relevant levers. \n12.3. The ‘Power bloc k collars’ shall not be removed until the Station Master receives \nmessage from the SCOR and acknowledges the message supported by a PN cancelling the \npower block. The SCOR shall not issue such a message unless he has received a written \nmessage or phone message supported by a PN from the TPC cancelling the power block. \nNOTE: In all cases mentioned under paras 3, 4, 11 and 12 the Station Master must record \nthe information in the Station Master’s diary. \n13. When electric locos are placed in sidings for washi ng, cleaning etc., the section switch \nfor that particular siding shall be opened by the person -in-charge of washing and the keys \nretained by him. \n14. In the event of any accidents occurring in which electric rolling stock is involved or where \ndamage to overhead structures or equipment takes place, the railway servant who notices it \nshall take necessary precautions against danger of electric shock and shall inform the \nnearest Station Master, SCOR and TPC to take immediate action to cut off power supply, if \nnecessary and restore the equipment as early as possible. The line shall not be re -opened \nfor traffic until a responsible Official of electrical department inspects the site and certifies \nthat the line is safe for the passage of trains. \n15. The only author ised person to issue ‘permit -to-work’ is the TPC who will sign the \nprescribed form for DEE/Tr.D. The ‘authorised person’ may issue the certificate that the line \nis safe for passage of trains as required in para 7. \n16. Responsibility for staff and equipment when at work shall always be under the charge of \nthe senior member who shall be responsible for all work being carried out correctly in \naccordance with the rules prescribed and such other instructions as are specifically issued \nby the Railway Administrati on. In the case of illiterate staff working on or near electrical \nequipment, the circumstances of the work as affecting their safety and the safety of the \nelectrical equipment shall be explained to them by the senior members. \n16.1. When repair or adjustme nt to overhead equipment makes it necessary for a train to \nproceed cautiously, an authorised person shall be present at the site of work and shall be \nresponsible for showing the signals prescribed in Rule 15.09 and subsidiary rules \nthereunder. \n16.2. Before commencing work on overhead equipment or in cases of breakdown of \noverhead equipment, when it is necessary for a train to proceed cautiously, the TFO/OHE, \nresponsible for such notification shall arrange for issue of Caution Orders (See S.R. \n17.03.2.3).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 337, + "text": "310 \n \n16.3. No alteration or addition shall be made to any equipment which may infringe the \nstandard dimensions, whether permanently or temporarily. If an infringement is unavoidable, \nsanction shall first be obtained from the DEE/Tr.D. \n16.4. Care shall be taken t o ensure that covers of tank wagons, funnel of steam cranes or \nsuch other items are not left in such a position as to foul the traction overhead equipment. \n16.5.1. No steam or hand -crane shall be worked adjacent to such traction overhead equipment \nwhich is not dead and earthed. All movements of the crane jib shall be carefully controlled to \navoid fouling the traction equipment. Wherever possible, the direct blast form the crane funnel to \nthe overhead equipment and particularly to section insulators shall be avoided. \n16.5.2. Except in an emergency, to work a crane adjacent to overhead equipment, 24 hours \nnotice shall be given to the DEE/Tr.D in order to make arrangement for overhead equipment \nstaff to standby. When possible the working of cranes shall be i ncluded in the weekly \nprogramme detailed in SR. In an emergency, the TPC shall be advised and he shall make \narrangements for overhead equipment staff to standby. \n16.5.3. Cranes shall not be worked adjacent to traction overhead equipment unless the \noverhead equipment staff is present. \n16.6. Before any work is commenced on electric locomotives standing in the loco shed, \nstabling depots or on a station platform line, the staff shall take all precautionary measures \nto ensure safety. Delay or inconvenience to traffic should not interfere with the man taking \nreasonable precautions to protect himself. \n16.7. Each man should provide for his own protection independent of every other man, \nexcept where one man is assisting another, in which case, the person in charge of the work \nis responsible for the proper protection of himself and his assistants. \n16.8. For the protection of staff employed upon electric locos at loco sheds/stabling depots or on \nplatform, warning boards shall be placed in a conspicuous position at th e ends of the electric \nlocos by the staff concerned before proceeding to carry out any work in or under the electric \nlocos. These boards, painted with the legend ‘not to be moved’ in white on a red background, \nshould on no account be removed, except by the staff, who placed them in position. \n16.9. Every possible precaution shall be taken to protect the staff while at work, and as an \nextra precaution Loco Pilots are prohibited from entering any driving compartment while the \n‘warning boards’ are in position. \n16.10.Warning boards shall on no account be removed and power supplied until all \nprecautions have been taken to ensure that all men are clear of danger. \n16.11. The whole of the overhead contact system comprising of contact wire, catenary, \ndroppers, register arms and pull -off wires shall always be considered live and men working \nover the electrified area shall take care to see that nothing comes in contact since danger of \ndeath results from coming in contact, directly or indirectly, with the overhead equipment. \n17. Work on Electrical equipment: \n17.1. Before commencing and for the whole time work is being performed on any part of the \nelectrical equipment or adjacent thereto, that part of the electrical equipment shall be made \ndead and earthed save and except as in clauses 17.2 and 17.3 hereunder. Every working \nparty shall be protected by independent earths. When it is necessary, minimum of two earths \nshall be employed, to the overhead equipment or transmission lines one on each side of the \nworking party. \n17.2. Except in the case of indoor high voltage electrical equipment, authorised staff may \nwork on electrical equipment which is live or dead and not earthed subject to adequate \nprecautions taken for the safety of such staff, the authorisation and precautions shall be \nprescribed by the Railway Administration. \n17.3. Work may be performed by authorised staff on indoor high voltage electric equipment \nwhich is not earthed but which is isolated from the main supply of electrical energy in such a \nmanner that it is safe to work o n. The Railway Administration shall prescribe adequate \nprecautions to cover these conditions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 338, + "text": "311 \n \n17.3.1. No work on live or any unearthed indoor or outdoor equipment above 400 volts is \npermitted. The only occasion when maintenance staff may work on unearthed equipme nt, \nafter it has been isolated, is for the purpose of taking insulation tests. On completion of tests \nthe equipment shall be earthed, before any work is started. \n17.3.2. After the feeder is made dead, it shall first be discharged by throwing an earthed \nchain over the conductors. The feeder line is then connected to earth by means of stranded \ncopper cable of adequate size securely connected to earth and the conductor. \n17.3.3. Interruptors or isolator switches which have been opened for the purpose of isolating \nelectrical equipment for maintenance shall have a danger notice displayed in a prominent position \non the interruptor or operating handle of the switch or on the enclosure containing isolator switch \nand control apparatus as well as on the corresponding switches in remote control centre. \n17.3.4. Before any work is undertaken on a section of overhead equipment which is normally \nlive or any part of the structure adjacent thereto or supporting such equipment situated at a \ndistance of less than 2 metres from the live parts, the over head equipment shall be made \ndead and earthed. A minimum of two earths shall be provided one on either side of the \nworking party. In case, the work is spread over several sub -sectors, additional earth shall be \nprovided close to the feeding points of supply control posts involved. \n17.3.5. No work shall be attempted on insulted overlap spans, or on section insulators unless \nthe adjoining sections of overhead equipment on either side are made dead and earthed. In \nthe case of a sectioning post, the isolator switch, th e bridging or section interruptor, bridging \noverlap span shall be closed. \n18. Works on roofs of rolling stock— \nNo person shall climb on to the top of engines or on to the roof of carriages or wagons when \nthose vehicles are located beneath the overhead equipmen t except when the overhead \nequipment is dead and earthed. \n18.1. Work on pantographs and roof of rolling stock shall normally be carried out on special \nsidings where switches are provided for making such sidings dead and earthed. \n18.2. Traction Engine Examiner or other authorised person in -charge shall be responsible \nfor making dead the overhead equipment over the track of inspection lines in loco sheds and \nstabling sidings before permitting the work to be done on the roof of electric rolling stock. \nThe overhead equipment over these tracks shall not be energised except by the authorised \nperson in-charge, who shall be responsible for every precaution being taken to ensure that \nevery thing is in order and all staff are cleared off the roofs and live parts, before energizi ng \nthe equipment. \n18.3..1. At stations and yards, an authorised person shall arrange to make dead and earth \nthe overhead equipment and a ‘permit-to-work’ card shall be obtained by the staff concerned \nbefore the work on the roofs of rolling stock or engine s is commenced. On completion of \nwork, the card shall be returned to the authorised person for cancellation. The authorised \nperson shall then satisfy himself that everything is in order and that all staff are cleared off \nthe roofs and live parts before energising the equipment. \n18.3.2. Prescribed working rules for isolating and making dead the sections of overhead \nequipment for watering carriages, shall be followed at watering stations. \n18.4. The SWR issued to each station, loco shed etc., shall specify the switches the \noperation of which will make a section dead or live. \n19. Register of Message:- \nAll messages relating to operation of switches, issue of ‘permit -to-work’ and other important \ncommunications shall be recorded in a register by both the sender an d the receiver together \nwith the time when sent and the time when received. \n19.1 All messages relating to operation of switches and issue of ‘permit -to-work’ shall be \nconfirmed by PNs. \n19.2 All messages together with the PNs issued and received shall be recorded in the \nbooks specially maintained for the purpose.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 339, + "text": "312 \n \n \n20. Emergency telephone circuit. \n20.1. Functions- \nThis circuit is provided to facilitate the train crew/ traction maintenance gangs to get in touch \nwith the TPC with the least possible delay, specially during emergencies/accidents since due \nto replacement of aerial lines by underground cables, it will no longer be possible to hook a \nportable telephone on to the control line. This circuit will be operated by the TPC and is \nlocated in the remote control office. \n20.2. Location- \nEmergency socket boxes are provided along the track at an interval of 900 metres generally. \nPortable emergency telephones are given to maintenance gangs and train crew. These \ntelephones can be plugged into the emergency socke t boxes to enable the man on the spot \nto communicate with the TPC. Sockets for emergency telephones are also provided near the \nOHE isolating switches, sub-sectioning and sectioning posts, grid stations and feeding posts. \n \n17.05. Warning to staff and public.–– \n(1) All electrical equipment shall be regarded as being live at all times and \nconsequently dangerous to human life, save and except in cases, where the \nelectrical equipment has been specially made dead in accordance with special \ninstructions. Cautio n notices shall be prominently fixed near all vulnerable \nplaces to warn staff and public to exercise due caution. \n(2) No person shall climb on the top of engines or tenders or on the roofs of \ncarriages or wagons when those vehicles are located beneath over head \nequipment except when the overhead equipment is dead and earthed in \naccordance with special instructions. \nSR.17.05.1. All railway servants other than those deputed to work on or near electrical \nequipment shall keep away therefrom. \n2. Electric shock. \n2.1. Instructions in English and the local language, the vernacular of the district, regarding \nthe treatment of persons suffering from electric shock shall be exhibited in all inspection \nsheds, stabling depots, repair shops, stations and trains, and all st aff concerned shall make \nthemselves familiar with such instructions. \n2.2. The instructions regarding the treatment of persons suffering from electric shock shall \nbe exhibited at all supply control posts, overhead equipment maintenance depots, tower \nwagon sheds, loco sheds and signalling cabins. \n2.3. In the event of electric shocks, the treatment laid down for respiration shall be carried \nout immediately. \n2.4. The names and telephone numbers of the nearest railway and civil doctors and \nhospitals shall also be exhibited at all the places stated in para 2.1. \n3. Fire – \n3.1. In the event of fire on or adjacent to any electrical equipment, the affected part shall \nimmediately be completely isolated from its source of supply of electrical energy. To \nextinguish the fire, the extinguishing arrangements made by the Railway Administration for \nthis purpose shall be used. Adequate extinguishing arrangements shall be made by the \nRailway Administration. \n In the event of fire on or adjacent to electrical equipment being noticed by a railway \nservant who is not an authorized person, he shall take action in accordance with Rule 6.10. \n3.2.1. In the event of a fire of any part of any traction electrical equipment, the affected part \nat first be completely isolated from distrib ution system, if this has not been done \nautomatically. If arching continues due to feed from adjacent supply control posts, it shall be \ngot interrupted either by remote or local operation of switches. The fire shall be extinguished", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 340, + "text": "313 \n \nby means of fire extinguisher provided. The TPC shall be informed immediately of the nature \nof the fire and the extent to which it has affected supply. \n3.2.2. If any unauthorised person notices a fire on or adjacent to traction electrical \nequipment, he shall make no attempt to ex tinguish the fire but shall report the occurrence to \nthe TPC by means of emergency telephone or to the nearest Station Master immediately. In \nthe event of a Gangmate noticing fire on or adjacent to traction electrical equipment, he shall \nin addition, infor m any passing train or trolley. If there be more than one Gangmate, the \noccurrence shall be reported to the Station Master on either side. The Station Master on \nreceipt of such information shall immediately inform the TPC. The TPC shall arrange for fire \nextinguisher in accordance with these rules. If necessary the Station Master should prevent \nthe movement of trains towards the affected section. \n3.3.1. In the event of fire on an electric engine, the Loco Pilot shall immediately switch off the \ncircuit breaker and lower the pantograph. The train shall then be brought to a stop at once. \n3.3.2. After cutting off electric supply to the affected circui ts, the Loco Pilot shall take \nnecessary action to put out the fire. \n3.3.3. If fire cannot be extinguished by the above means, the Loco Pilot shall advise the TPC \nthrough the emergency telephone to arrange for the affected section of the overhead \nequipment to be made dead. \n3.3.4. The Guard shall give all possible assistance to the Loco Pilot in putting out the fire. \n3.3.5. Fire extinguishers of an approved type for use on electrical fires shall be provided on \neach electric engine and the Loco Pilot shall mak e himself familiar with the location and use \nof these extinguishers. During periodical inspection of a locomotive, the extinguisher shall be \nexamined by the locomotive inspection staff. \n3.4. Ordinary fire extinguishers or water from a hosepipe or bucket sh all on no account be \nused to extinguish fires on live electrical equipment. If the services of the fire brigade are \nrequired, the brigade shall not be allowed to commence operations until all electrical \nequipment in the vicinity of the fire has been made dead. \n3.5. Fire extinguishers, which have been used, shall be replaced or recharged with the least delay. \n3.6. Sand -bins are provided at supply control posts, stations and signal cabins. The \nsupervisory official in-charge shall ensure that the sand is kept dry and clear of rubbish and \nis not used for any other purpose. \n4. Precaution to be taken by staff. \n4.1.1. Measuring tapes of all kinds, tools and metal articles, (such as paint pots, oil cans, \nmetal bars) shall not be used where they can be lifted or be d ropped or be carried by the \nwind on to overhead equipment when such overhead equipment is live. \n4.1.2. Where overhead equipment for two or more tracks is supported on one structure and \nwork has to be done on the overhead equipment of one track while the overhead equipment \nof adjacent tracks are live, access to the overhead equipment to be worked shall be by \nladders, trestles or similar means but not by the supporting structures. Staff shall not, in any \ncircumstances, walk or climb across live overhead equipment b y means of the supporting \nbridge to gain access to the overhead equipment to be worked on. \n4.2.1 Railway staff when required to carry out working on service, buildings and structures \nin proximity to overhead equipments shall exercise special care to ensure that tools, \nmeasuring tapes, materials etc., are not placed in a position where they are likely to fall, or \nmake contact with electrical equipments. \n4.2.2. Wherever such work has to be carried out under conditions which involve risk to the \nworkmen or other persons, arrangements shall be made for authorised overhead equipment \nstaff not below the rank of ATFO to be present, who shall take such precautions as may be \nnecessary for the safety of the persons concerned. \n4.3.1. A working party shall not commence or carryout any work on or adjacent to overhead \nequipment involving danger to trains or traffic without the consent of the DEE/Tr.D, or the \nAEE/Tr. D.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 341, + "text": "314 \n \n4.3.2. No person shall disturb the overhead equipment or carryout bonding or other work in \nsuch a way as to obstruct the line necessitating the showing of danger signals. \n4.3.2.1. Until such signals have been shown, and \n4.3.2.2. If within the station limits, until he has also obtained the written permission of \nthe Station Master and all necessary signals have been placed in the ‘on’ position. \n4.3.3. When such work is to be undertaken, the traction official responsible for the work shall \nadvise the Station Master/Station Masters concerned and arrange for showing the necessary \ndanger signals. \n4.3.4. When defects are noticed on overhead equipment which are likely to cause damage to \npantograph or emergency repairs are being effected to overhead equipment and it is not \npossible to convey the information to the Station Master/Station Masters concerned to \nenable them to issue Caution Orders, the line or lines shall be protected in accordance with \nRule 15.09 and SRs thereto. \n4.4.1. Every member of the staff shall provide for his own protection independent of every \nother member, except when one is assisting the other in which case, the person in-charge of \nthe work is responsible for the proper protection of himself and his assistants. \n4.4.2. Delay or inconvenience to traffic shall not be accepted as an excuse for a man not \ntaking reasonable precautions to protect himself. \n4.5.1. No person other than overhead equipment staff climb or work on any permit-to-work \ncard, work shall not be carried out nor shall anything be affixed to any structure without the \nwritten permission of the DEE/Tr.D. (See SR.17.04.1.). \n4.5.2. Before the work is commenced on a structure supporting overhead equipment, the \nlimits of the danger zone/zones shall be defined by means of a red disc by day and red lamp \nby night which shall be placed in a suitable position. \n4.5.3. When work is to be carried out in the danger zone of structure after the overhead \nequipment is made dead, no staff other than the person authorised to test and earth the \noverhead equipment shall attempt to climb the structure, until he has personally received \ndefinite instructions to climb the structure from the persons in charge of the working party \nand no message or signal other than these instructions is permissible. \n4.5.4. The instructions may be conveyed from the person in charge of the party to workmen \nby another person, and such a person shall be individually deputed as a messenger by the \nperson in-charge of the party and shall be of a rank not inferior to Lineman. \n4.5.5. All persons deputed in para 4.5.4. to convey instructions to workmen shall be made known \nto the workmen in advance and the workmen shall be advised that orders regarding the climbing \nof structures shall on no account be accepted from any person other than those deputed. \n4.5.6. The person in charge or the person deputed under para 4.5.4 shall, before instructing \nhis men to climb a structure, explain which section of overhead equipment is dead and which \nsection is live and which parts of the structures are safe to work upon. The person in charge \nor the person deputed under para 4.5.4 shall satisfy himself that his explanation is clearly \nunderstood by all the workmen whom he has instructed to climb the structure. \n4.5.7. It shall be the responsibility of every person conveying instructions to climb structures to \nsee that the danger discs or lamps are correctly fixed before the work is commenced. \n4.5.8. On the structures spanning multiple tracks, where work is being carried out ad jacent \nto one or more sections of overhead equipment the person in -charge shall ensure, before \nany of the line or lines are made live on completion of work that all men and materials \nadjacent to the line or lines have been withdrawn from the danger zone, a nd if work is to \ncontinue on other parts of the structures, the danger discs or lamps have been shifted to \nindicate the changed danger zone. \n4.5.9. The special attention of persons in charge of painting of structures is directed to this rule. \n4.6. Instructions given in SR 17.05.5 shall be observed whenever excavation is carried out \nin the electrified area.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 342, + "text": "315 \n \n4.7. Notice shall be given to the electrical department before changing worn out rails to \nenable copper bonds to be removed and the rail joints properly rebounded after the \ncompletion of the work. Whenever any work is carried out on the permanent way, the track \nbonding Chargeman-in-charge shall personally inspect the track to assure himself that the \ncontinuity of the rail-return is maintained in good order. \n4.8. Before any rep air or alteration to the overhead equipment is commenced, the \nChargeman shall arrange for power to be cut off from the equipment concerned after \nconsulting the TPC. He shall then make sure that the line is dead by testing, following the \nprocedure prescribed by competent authority. \n4.9. The Chargeman shall then fix two earthing connections between the line and the structure \none on each side of the section of the line where the actual work is being carried out and shall \nnot remove it until the work on the line is completed and all workmen are clear of danger. \n4.10. Only after a ‘permit -to-work’ has been received and overhead equipment has been \ncorrectly earthed portions of track structure for a distance of less than 2 metres from any live \nequipment may be scr apped, cleaned or painted. Other portions of the structures of \noverhead equipment may be cleaned and painted while the overhead lines are live, unless \nspecial conditions at site render it unsafe or inadvisable, in which case the work shall only be \ndone after making the equipment dead and earthed. \n5.1. When excavations are being made adjacent to tracks and cable routes in an electrified \narea, adequate precautions shall be taken for the safety of the staff and to avoid damage to \nunderground cables and rail bonds. \n5.2. Markers are placed wherever possible, along the cable alignment and diagrams are \navailable indicating generally the position of buried cables. Excavation shall not be \nundertaken in the vicinity of cable routes until the exact position of the cables has been \nascertained and representative of the department concerned is present. This is applicable to \ncables of P&T department also. \n5.3. If circumstances make it imperative that the work has to be undertaken without sufficient \nnotice, the AEE/Tr. D and ASTE concerned shall be informed by a message for arranging \nstaff to be present. \n5.4. No staff shall be allowed to work on any portion of a signal post or its fittings falling \nwithin a distance of 2 metres from 25 KV live conductor or a metal part electrically connected \nto this conductor unless such portion is protected with an iron screen. \nIf due to any reason, the protective iron screening is not provided, the railway staff shall not \nundertake any work on those portions of the signal or its fittin gs falling within 2 metre zone \nfrom a 25 KV live part unless the power has been switched off and a ‘permit to work’ has \nbeen obtained. To draw the attention of the signal staff in such cases, a caution board 9” X \n8” indicating “Caution” in Hindi, English and the regional language in white letters with red \nbackground shall be provided on the signal post at a height of 10 ft. above the rail level. \nThe Inspectors of the Signal department and Station Masters shall explain these instructions \nto the staff working under them and ensure that they are correctly understood. \n5.5. Induced voltages may appear in signalling and telecom circuits, where the parallelism in \nlengths of track is important. It may be noted that even when there is no induced voltage in \ncircuit at the time of starting the work, precautionary measures listed below shall be taken, \nas induced voltage may appear at any time on account of sudden short circuit in the traction \noverhead equipment. It is also to be noted that in some circuits with earth connection, \ncontact with which may normally be without danger, in case of break of the circuit an induced \nvoltage may appear between two parts created by the break. Consequently each time staff \nhave to work on S &T circuits along with 25 KVAC electrified line, they must take the \nfollowing precautionary measures. \n5.5.1. They should as a general rule wear rubber gloves and use tools with insulated handles.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 343, + "text": "316 \n \n5.5.2. When the work to be done is meticulous and rubber gloves cannot be used, special \nprecautions s hould be taken by splitting the circuit into the section or earthing them. In \nspecial cases both steps should be taken simultaneously. \n5.6.1. All overhead line staff, when on patrol, shall watch the pantographs of passing electric \nrolling stock and if any defects are noticed, they shall report to the TPC through the \nemergency telephone circuit or any other telephone, if emergency telephone circuit is not \navailable, giving full particulars including the number of the electric rolling stock, the location \nof the defect and the time when defect was noticed. \n5.6.2. The TPC shall communicate reports on a defective pantograph to the TLC who shall \narrange to have the electric rolling stock stopped as soon as possible, for examination of the \ndefective pantograph. \n5.7. TFO/OHE shall be responsible for the proper and efficient maintenance of all breakdown \nequipment, wiring trains, tower wagons, breakdown Lorries, etc., so that they are always in a \nstate of good repair. He shall ensure that they are equipped with full quantities of stores and \nspare parts as per approved inventory. All tools, tackles, straining, screw clamps, ropes and \nladders shall be maintained in good condition and ready for use at all times. \n5.8. The staff concerned shall ensure that the equipment not in immediate use is always \nready for service, except such equipments as may be under repair or overhaul. \n \n17.06. Alterations to track.–– \nBefore any alteration to alignment or level of electrified tracks is commenced, due \nnotice shall be given to thos e responsible for the overhead equipment so that the \noverhead equipment may be adjusted to conform to the new conditions. \nSR.17.06.1.1. Before any slewing alteration to super -elevation or level of tracks from the \npermissible parameters is done, notice shal l be given to the DEE/Tr.D to enable him to \narrange for adjustment of over head equipment to conform to the new conditions if \nnecessary. Such work shall be included in the weekly programme detailed in SR.17.04.8. \n1.2 It shall be ensured that the level of rail under foot-over bridges, road-over bridges, tunnels and \nother over line structures does not exceed the level marked under such structures. \n2.1 All minor alterations to overhead equipment whether permanent or otherwise shall be reported \nto the TPC immediately by telephone and to the DEE/Tr.D or the AEE/Tr.D in writing. \n2.2. Major alterations affecting the existing disposition of any section of overhead equipment \nshall not be made unless sanctioned by the DEE/Tr.D. \n3.1. When working on overhead equipmen t, all staff shall ensure that the wires are not \ndeflected, which may foul pantographs of electric rolling stock passing on other lines by \nsteady arm tubes of any other part of the overhead equipment. \n3.2. When the overhead equipment is slewed either temporarily or permanently, the persons \nin-charge shall ensure that section insulators, jumpers and other fittings do not foul the \npantographs of electric rolling stock passing on the other lines or any other parts of the \noverhead equipment. \n4.1. Whenever any w ork on track, which is likely to affect rail bonds, ‘track circuit bond’ is \nundertaken by permanent way staff, adequate notice shall be given to the TFO/OHE and \nSignal Inspector where track circuits are involved to enable him to arrange bonding staff for \nremoval and replacement of bonds. \n4.2. Bonding staff when working with a PWI shall work under his instructions and PWI shall \nbe responsible for the safety of the track and the staff working under him.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 344, + "text": "317 \n \n17.07. Tripping of circuit breakers of locomotives and electrical multiple units \nat neutral sections.–– \nUnless otherwise allowed by special instructions, the Loco Pilot of the \nlocomotive or electrical multiple unit shall coast through the neutral section, \nduly switching off power. Necessary indication boar ds to this effect shall be \nprovided to guide the Loco Pilot to switch off and switch on power. \nS.R.17.07.1. Warning Boards for neutral sections. \nWarning Boards as per figures 1 & 2 shown in the end of this SR, shall be fixed on the OHE \nmasts in rear of neu tral sections at a distance of 500 metres and 250 metres respectively. \nSimilarly the location at which the power has to be switched off and on shall be indicated by \nboards to be fixed on the OHE masts as per figures 3 & 4 respectively. No Loco Pilot shall \npass the neutral section between the warning boards, as per figures 3 & 4, with power on. In \norder to negotiate the neutral section without stalling, the Loco Pilot shall approach it, at a \nspeed not less than 30 KMPH. The Loco Pilot or the Assistant Loco Pilot as the case may be \nshall call out to each other, all the permanent/temporary display boards in the section, in the \nsame manner as they call out the aspects of fixed signals and engineering indicators. \n \n2. Warning Boards for Temporary Neutral Sections. \nDue to exigency of imposition of speed restrictions of less than 30 KMPH, within one \nKilometre on either side of the neutral section, emergency feeding arrangement in case of \nsub-station failures etc., it may be necessary to provide a temporary neutral sec tion, where \nthe Loco Pilots would have to lower and raise pantographs during its negotiation. Warning \nBoards as per figures 1 & 2 shall be fixed on the OHE masts at a distance of 500 metres and \n250 metres respectively, in rear of the temporary neutral sect ion. Similarly, the location at \nwhich the pantographs would have to be lowered and raised shall be indicated by boards as \nper the figures 5 & 6. Such warning boards shall be provided only if temporary neutral \nsection working is to be continued for a durati on of more than 24 hours. All Loco Pilots shall \nbe given Caution Order at station/notice station concerned duly indicating the locations at \nwhich the pantograph has to be lowered and raised. Loco Pilots of all trains shall approach \nthe temporary neutral se ction at a speed of not less than 30 KMPH to negotiate it without \nstalling.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 345, + "text": "318 \n \n \n3. Programmed speed restrictions at Neutral Sections. \nWhenever speed restrictions of less than 30 KMPH on either side of the neutral section (for \nprogrammed works) is neces sary, such speed restrictions shall not be imposed until the \nSr.DEN/DEN concerned has made arrangements with the Sr.DEE/DEE(Tr.D) for temporary \nenergisation of the neutral section. After the neutral section is provided with necessary \nwarning boards, the Tr.D staff shall authorise the Station Master/SCOR to permit movement \nof electric train/EMU into the section, duly exchanging PNs and also after informing TPC that \nthe neutral section has been jumpered and temporary section provided, duly specifying the \nlocation. No electric train/EMU shall be permitted to enter the section with speed restriction \nof less than 30 KMPH. Unless the Station Master/SCOR has received this authorisation from \nTr.D staff, under such conditions, the Loco Pilots of all electric trains/E MUs shall be issued \nwith Caution Orders at stations/notice stations concerned, permitting them to pass the \nneutral section with power on and also indicating to them the location of temporary neutral \nsection, where the pantographs have to be lowered and raised. \n4. Emergency speed restriction at neutral sections. \nWhenever emergency speed restrictions of less than 30 KMPH are required to be enforced \nwithin one KM on either side of the neutral section, the permanent way staff shall \nimmediately arrange to protect the affected section on either side and take all steps to bring \nto halt any train in rear of neutral section. The PWI shall also inform the nearest Station \nMaster regarding imposition of speed restriction. The Station Master shall inform the Stat ion \nMaster at the other end of the neutral section, the SCOR and TPC. The SCOR and Station \nMasters at either end of the neutral section shall not permit the entry of any electric \ntrain/EMU into the section until an advice has been received from the TPC. Th e TPC shall \nmake immediate arrangements for energising the neutral section and provision of a \ntemporary neutral section. After this has been completed, movement of electric trains/EMUs \nshall be permitted in accordance with S. R. 17.07.3. The Tr.D. official, who has jumpered the \nneutral section, shall issue a Caution Order to the Loco Pilot of the train, if any which might \nhave been stopped in rear of the neutral section, advising him that he can pass the neutral \nsection, with power on and also informing him, if necessary, the locations at which he has, to \nlower and raise pantograph at the temporary neutral section. \n17.08. Tower wagon.— \nThe rules for the movement and working of tower wagons shall be laid down \nby special instructions. \nS.R.17.08.1.1. In case of breakdown of overhead equipment, the SCOR, on request from the \nTPC, shall arrange for quick passage of the tower wagons /OHE wiring trains to the site of \nbreakdown. The movement of tower wagons shall be governed by all the rules governing \nmovement of trains. \n1.2. Tower wagons shall not be worked on running lines unless a Driver or an official \nholding a competency certificate for this purpose is on the tower wagon and is in -charge of \nits movements. The certificate of competency shall be issued by DEE/Tr .D after a written, \noral and practical test in the relevant rules. \n1.3.1. Ladder trollies shall be considered as lorries and when placed on the line shall always \nbe accompanied by atleast 4 selected men who can easily lift them off the track.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 346, + "text": "319 \n \n1.3.2. These trollies shall not be used for the carriage of electr ical or other heavy materials. \nThe running of ladder trollies shall be governed by Rules 15.18 to 15.27 and SRs thereunder. \n1.3.3 These ladder trollies along with ladders will move on the track un der protection as laid \ndown in Rule 15.09 and SRs thereunder both outside and within station limits. \n1.3.4. The working of ladder trollies will be supervised by a supervisor not below the rank of \nElectrical Chargeman specially authorised for the purpose. It shall be the responsibility of \nthe supervisor concerned to ensure that Caution Orders and various other advices required \nas laid down in Rule 15.09 and SRs thereto, are issued to all the station staff concerned well \nin time. The supervisor will also en sure that these ladder trollies and ladders are removed \nfrom the track in time to avoid detention to trains. After the trollies are removed, they should \nalso ensure that they are properly secured without any infringement of moving dimensions, \nbefore allowing a train to pass. \n1.3.5. While issuing Caution Orders and advices, specific mention shall be made regarding \nthe type of precautions, the exact kilometreage between which the work is in operation and \nthe block section concerned, so that the Loco Pilots m ay keep a sharp lookout and be \nprepared to stop short of obstruction, if required. \n1.3.6. At places where the trollies are lifted off the track and kept in trolley refuges, special \ncare shall be taken to ensure that these trollies do not endanger safety of moving trains. \n1.4. In the event of a minor defect occurring on the overhead wires which does not \nnecessitate the immediate isolation of the section, Station Masters should stop all trains \noutside the affected section and issue a Caution Order to the Lo co Pilot to proceed \ncautiously until he is clear of the section, or until it is safe for him to proceed at normal \nspeed. Such occurrences should be immediately reported to the TPC who will arrange to \ninform the maintenance party and to proceed with the repairs as soon as possible. \n1.5.1. Supervisory officials in -charge of maintenance of overhead equipment shall carefully \nplan their work in such a way that under normal circumstances, train service is not affected \nin any way, where the nature of the mainten ance work is such that train movement is likely \nto be affected, the TFO/OHE shall give prior intimation to the DEE/Tr.D who will arrange for \ntraffic working rules to be issued to facilitate the execution of the work. \n1.5.2. Whenever any section of the overhead equipment is to be made dead for the purpose \nof maintenance work, the Chargeman in-charge of the section will give intimation to the TPC \nat the earliest possible time, specifying the section where shut -down is required. The TPC \nshall then intimate the Chargeman the time and permissible duration of the shut -down. The \nChargeman is responsible for regulation of work so that permissible duration is not \nexceeded. If for any reason the period of shut -down is required to be extended, the TPC \nshould be advised in good time. \n1.5.3. Where written messages are not exchanged, shut -down will be effected by \nexchanging messages over the telephone, using the PN. The official in actual charge of the \nmaintenance work shall in person exchange messages with TPC. No one below the rank of \nLinesman is authorised to exchange such messages. \n1.5.4. Shut-down on any section of overhead equipment (except at location where Electric \nlocos are stabled for examination), shall be effected only after the SCOR has been informed \nby the TPC and has agreed to shutdown except in case of emergency. When train \nmovement has to be blocked over any crossover road or section of line for the purpose of \neffecting shut-down, the TPC shall advise the CHC, as to what train movements are to be \nblocked during the period of shut -down. The CHC shall advise the Station Masters of train \nmovements as required. The Station Master shall block train movements as required and \nadvise CHC by message. The CHC shall advise the TPC by message that the movements \nhave been blocked. \n1.5.5. After the train movements are blocked as required and after switching of power from \nthe section, the TPC shall inform the Chargeman and other official in charge of the work by \nmessage that power has been switched off and work ma y be commenced. On completion of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 347, + "text": "320 \n \nthe work, the official in -charge of the work shall advice the TPC by message that the work \nhas been completed. The TPC shall then restore power on the section and inform the CHC \nby message that normal traffic may be resumed. \n1.5.6. Operation of the overhead switch isolators at stations for the purpose of effecting shut-\ndown shall be done on instructions from TPC by authorised person available for the purpose. \n1.5.7. Before commencing work on the overhead equipment, the Chargeman shall test lines \nfor supply with the method prescribed by competent authority and fix two earthing \nconnections on the line, one on either side of the section of line where work is to be carried \nout; the earthing connections shall be of approved type and of adequate cross -sectional \narea. The earthing shall not be removed until all work has been completed and all men are \nclear of the line. \n1.5.8. In case of break down of overhead equipment, the official in -charge of the repair work \nshall inform TPC as to what sections of line are to be made dead to facilitate the work. Care \nshall be taken when effecting shutdown to ensure that power is not cut off over those \nsections in which train services may be maintained without hindrance to the repair work. \nThe procedure for cutting off power and for blocking train movements and for restoration of \npower shall be the same as in the case of shut-down for maintenance work. \n1.5.9. On completion of the repair work, the official in -charge of the repairs shall advise \nwhether normal traffic may be resumed or whether any speed restrictions are to be imposed. \nIf a speed restriction is to be imposed, the official concerned shall advise in writing to the \nStation Master and shall also inform the TPC. The TPC shall clearly state so in his advice to \nthe CHC, who will ensure that these instructions are conveyed to the Station Master \nconcerned. When the speed restriction is to be removed or relaxed, supervisory official shall \nadvise in writing to the Station Master and also inform the TP C who shall then convey the \nmessage to CHC. \n1.5.10.1. When loads which exceed the prescribed standard moving dimensions are to pass \nthrough the electrified sections, the CHC shall give atleast 48 hours prior notice to the \nTFO/OHE & the TPC. \n1.5.10.2. When shut-down is to be effected on any section or sections of the line for the \npassage of oversized consignments, the same procedure as laid down in para 1.5.4 shall be \nfollowed. The authorised person receiving the shut-down message from the TPC shall issue \nPermit-to-work to the Guard of the train with the oversized consignment, for each section of \nthe line on which power has been shut-down. The Guard shall not allow the train to enter this \nsection until the Permit -to-work is received by him. Before issuing the Permit-to-work, the \nauthorised person will test the line but it is not necessary to earth the line. When the train \nhas to pass through two or more feeding sections, each section shall be tested before the \ntrain enters the section. \n1.5.10.3. An additional authorised person should be deputed to travel on the engine, to test \nthe line for power supply at each feeding section. The Station Master at the starting point \nshall advise the Loco Pilot in writing to follow the instructions of the authorised person , to \nstop the train as and when required for the purpose of testing the line for power supply. \n1.5.10.4. The Permit-to-work shall be returned by the Guard of the train duly signed, to the \nauthorised person, when the train has passed out of the section concerned. The authorised \nperson shall then issue a message to the TPC that the line is clear. \n1.5.10.5. No work may be carried out in the vicinity that is within 2 metres of live overhead \nequipment, till a Permit -to-work has been obtained as laid down in S R.17.04. Atleast 48 \nhours prior notice shall be given to the TFO/OHE, who shall depute an authorised person to \narrange for the shut -down. The authorised person shall effect the shut -down by following \nthe procedure laid down in Para 1.5 and shall issue a P ermit to work to the supervisory \nofficial in-charge of the work. Before issuing the Permit -to-work the authorised person shall \ntest the line for supply and earth the lines. The Permit -to-work shall be retained by the \nsupervisory official in-charge of the work and on completion of the work, he shall return the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 348, + "text": "321 \n \n‘permit-to-work’ duly certified that the work has been completed and all men are clear of the \nlive equipment. The authorised person shall then remove the earthings and issue a message \nto the TPC that power may be restored on the line. \n1.5.10.6.1. Crow nests or other stray wires, in the vicinity of live overhead equipments, may \nbe removed only after power has been switched off from the line. Such work may only be \ndone, with the aid of insulated hooks of approved type, taking care not to make contact with \nthe over-head wires or insulators. Under these circumstances, it is not necessary to test and \nearth the lines, after it is certified by the TPC. \n1.5.10.6.2. When a nest or stray wire is to be removed, a person not below the rank of a \nLineman, shall inform the TPC over the telephone that power is required to be switched off, \nclearly stating the location where the work has to be done. The TPC shall then switch off \npower from the section, after instructi ng the SCOR to stop train movements which are likely \nto result in making the line live and ensuring that these instructions have been conveyed to \nthe Station Masters concerned and have been acknowledged by them under exchange of \nPNs. The TPC shall then inf orm the Lineman that the power has been switched off from the \nline. The Lineman shall arrange to remove the crow nest or stray wire as expeditiously as \npossible and when this has been done, inform the TPC without delay that the work has been \ncompleted and power may be restored on the line. \n1.5.10.6.3. The TPC shall make detailed entries in the log sheet of all particulars relating to \nthe shutdown. \n1.5.10.7.1. Due to a break of overhead equipment or for any other reason, when it becomes \nnecessary to stop train movements urgently over a section of line or over a cross -over road, \nthe TPC shall inform the SCOR. \n2. Tower wagon Drivers. \nA tower wagon Driver should undergo course of training and tests indicated below, before \nthe certificate of competency is issued to him:- \n2.1. A training in G&SR in the ZRTI/MLY or other approved establishment followed by a \nwritten and practical test conducted by the ZRTI/MLY. \n2.2. A practical test by CTFO/OHE to see if the employee is fully conversant with the engine \nand running gear of the tower wagon, as well as the details of maintenance he is expected to \ncarry out. \n2.3. Training for a period of one month to learn the road in the section in which he is \nexpected to work the tower wagon, at the end of which, the employee should si gn a \ndeclaration that he is fully conversant with the road. \n2.4. A period of practical training for 2 months in the actual driving of the tower wagon under \nthe supervison of a qualified tower wagon Driver at the end of which a driving test will be \ntaken by DEE/Tr.D. \n2.5. Prescribed medical examination. \n3. Competency Certificate: - Tower wagon Driver will be given a competency certificate by \nDEE/Tr.D after written test on form TR-4. \n Form No.TR-4 \nCERTIFICATE OF COMPETENCY \nSouth Central Railway \nElectrical Department. \nNumber ……………………………………….. (for tower wagon Drivers) \nShri ……………………………………… is authorised to drive tower wagons in the section \nbetween …………………………. and ………………. duly observing all the safety rules and \nstanding instructions. His written declaration *dated ……………….. that he is fully familiar with \nthe signals in the above section has been noted while issuing this certificate. \n \nDate: DEE/Tr.D", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 349, + "text": "322 \n \nThis declaration must be countersigned by driving Inspector and pers onally scrutinized by \nthe officer, before issue of the certificate. The driving Inspector before countersigning the \ndeclaration, shall orally examine the employee for his knowledge of the road. \n4. Maintenance. \nTower wagons perform a key role in the maint enance of OHE and for attending the \nbreakdowns. The satisfactory upkeep of tower wagons is, therefore, of utmost importance. It \nwill be the direct responsibility of ATFO/OHE to ensure that the tower wagon under his \ncontrol is maintained satisfactorily and is always available for attending to OHE and for use \nin the event of breakdowns. \nEach tower wagon should carry necessary tools for maintenance of OHE and attending to \nbreakdowns such as tackles, straining screws, clamps, ropes, a minimum of two ladders as \nwell as adequate stock of insulators, contact and catenary wires and other OHE fittings. An \napproved list of tools and equipment to be carried in each tower wagon should be issued by \nDEE/Tr.D. It will be the responsibility of ATFO/OHE to ensure that tool s and equipment as \nper the approved list are always available on the tower wagon. \nA monthly mechanical inspection of the bogie and running gear of each tower wagon shall \nbe done by a nominated TXR of the mechanical department, headquartered close to the \nOHE depot, where the tower wagon is normally stabled. For each tower wagon on a zonal \nrailway, the TXR responsible for monthly mechanical inspection will be nominated and a joint \ncircular to this effect must be issued by CME and CEE. \nThe ATFO/OHE in -charge of the tower wagon will advise the TXR concerned the date on \nwhich the tower wagon is required to be attended for monthly inspection and running repairs. \nSuch advice shall be given 48 hours in advance. It will be the responsibility of the \nATFO/OHE to ens ure that this monthly advice is issued regularly and the tower wagon is \noffered for inspection and attended to every month. The TXR will arrange for examination of \nbogie, running gear, under frame, under gear fittings and axle boxes only, in accordance \nwith IRCA rules Part III. He will also arrange for stenciling the date of monthly examination \non the sole bar of the tower wagon. \nDepending on the intensity of usage of the tower wagon in each railway, the CEE and CME \nshould jointly decide the interval at which the tower wagons are required to be given POH. \nSuch POH will be done in the nominated C&W workshop of the zonal railway. \nThe day to day maintenance of the diesel engines and driving gear of the tower wagons will \nbe the responsibility of the ATFO/OHE concerned. The tower wagon drivers should carryout \nthe daily maintenance. Specialized staff conversant with the maintenance and overhaul of \ndiesel engines and driving gear should be available on each division for attending to the \nmonthly and six monthly maintenance schedule of the diesel engines and driving gear. \nDepending on the work load, two or three divisions may be grouped together for the purpose \nof posting such specialized staff if it is convenient. \nTaking into account the total number of tower wa gons and the need to relieve tower wagons \nfor the purpose of POH etc., in each zonal railway, one or more spare tower wagons may be \nprovided as necessary. \n5. Rules for operating tower wagon. \n5.1. No tower wagon may be operated by anyone unless he is authoris ed to do so after he \nhas been examined for his knowledge of the rules prescribed. \n5.2. Scope:- \nThe following rules shall govern the working of a tower wagon fitted with a pantograph for \nthe purpose of inspection of traction OHE either during commissioning of completed sections \nof traction OHE or during periodical inspections carried out by the traction maintenance staff. \nAll staff in-charge of operation of tower wagons shall make themselves fully conversant with \nand act according to the special instructions given below. \n5.3 Movement:- \nThe movement of tower wagons on tracks will be governed by all rules governing movement of trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 350, + "text": "323 \n \n5.4.1. No tower wagon shall be driven except by an authorised person and no person shall \nbe so authorised unless he has prop er road and working knowledge of the section on which \nthe tower wagon is operating. In addition to being conversant with the operation of the tower \nwagon, he should also be in possession of valid competency certificate for the task. \n5.4.2. The tower wagon shall be driven during contact wire level and stagger recording \noperations at a speed not exceeding 10 KMPH. This shall be done by running on the first \ngear. Riding on the clutch for this purpose is prohibited. \n5.4.3. If the tower wagon is driven for oth er than recording operations, the speed should not \nexceed the maximum permissible speed to which the vehicle is cleared to run (stenciled), \nsubject to the restrictions, temporary or permanent, imposed on account of engineering, \nsignalling or other considerations: \n5.4.4. In each TRD maintenance depot, one or more OHE staff duly trained with valid \ncompetency certificate shall be kept as trainee reserve for driving a tower wagon in \nexigencies. \n Note: High speed tower wagons: These are special type tower wagons with eight \nwheeled bogie under frame intended to run at higher speed duly observing all sectional \nspeeds and other speed restrictions and the maximum permissible speed that it can run will \nbe stenciled on them. \n5.5. Pantograph operation:- \n5.5.1. The pantograph mounted on the roof of the tower wagon is electrically bonded to the \nunder fame by means of cable connections. The cable connections should be checked \nbefore start of each operation for checking and adjustment of OHE. \n5.5.2. The pantograph s hall normally be kept in the fully lowered position and clamped \nsecurely by means of the special clamp provided for the purpose. No string, chord, etc shall \nbe used for the purpose. \n5.5.3. Before any person goes up to the roof for the purpose of commencin g inspection and \nadjustment, the section of the traction OHE concerned shall be made dead and earthed at both \nends. Additional earths shall be provided where necessary. After earthing OHE as above an \nadditional earth shall be provided near the tower wago n on the OHE of the track on which the \ntower wagon is standing. An authorised person, not lower in rank than a Lineman, shall then go up \non the top of the tower wagon and remove the clamps so as to release the pantograph. \n5.5.4. Under no circumstances sho uld the tower wagon work with the pantograph raised \nwithout an earth on either side of it on the section of the OHE on which it is working. \n5.5.5. In order to ensure that the pantograph does not enter a section with live OHE, the \ntower wagon shall be protected on both the sides with banner flags and other signal flags. \nThe Driver shall further stop the tower wagon ahead of all turnouts, crossovers, insulated \noverlaps and section insulators and cross them only after ensuring that the section ahead is \ndead and earthed. Banner flags shall only then be removed for the purpose of admitting the \ntower wagon into the section ahead. \n5.5.6. At the end of the inspection and checking, the pantograph shall be lowered and \nclamped by an authorised person not lower in ran k than a Linesman working on the roof \nafter earthing the OHE of the track on which the tower wagon is working. The earths on \nOHE near the tower wagon shall then be removed after all persons working on the roof have \ncome down from the roof. \n5.6. Tower wagon provided with revolving tower: \n5.6.1. Revolving tower shall ordinarily be in the normal position. i.e., along the length of the \ntower wagon. \n5.6.2. The revolving tower shall be moved out of the normal position, only when the tower \nwagon is stationary. \n5.6.3. The tower wagon shall be moved only after the revolving tower has been put back to \nthe normal position.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 351, + "text": "324 \n \n6. Annual maintenance and check by tower wagons:- \nThis schedule must be carried by tower wagon. During this schedule, fittings are not \ngenerally dismantled but all fittings which are found defective must be replaced. In addition, \nclearances, heights, stagger etc., should be checked and corrected. \nThe details of work to be carried out during this schedule are as under:– \n6.1. Masts, portals and cantilever supports:– \n6.1.1. Check rail level and setting distance against markings on the masts and entries in the \nregisters, variation above 20 mm in setting distance and 20 mm in rail level should be \nnotified to the PWI for correction. Variations, even within the above limits, should not be \npermitted, if the schedules of dimensions are infringed. \n6.1.2. Check all steel parts and remove rust of painted steel works wherever found. Rusty \nportions after cleaning must be given two coats of zinc chromate and painted wherever \nrequired. Grease all turn-buckles and pulleys. \n6.1.3. Check all anchors for tightness of bolts and provision of check nuts and pins \nwherever required. Grease all turn-buckles and pulleys. \n6.1.4. Examine the foot of each structure to ensure that muffs permit drainage of water \noutwards. Clean the muffs of any muck or dirt that might have accumulated. Cracked or \ndamaged muffs must be recast. \n6.1.5. Check all bonds thoroughly.Defective bonds must be rectified and missing bonds replaced. \n6.1.6. Inspect all galvanized pipes and fittings. Where galvanization is found to be chipped \noff, fitting or pipe may be replaced. \n6.1.7. Inspect and tighten all G.I. bolts. \n6.1.8 Examine register arm and steady arm hooks for possible cracks. Check for possible \ncrack on steady arm tube itself. \n6.1.9. Clean all insulators, carefully check for cracks and replace insulators which are \ncracked or chipped. \n6.1.10. Lubricate stay arm fittings i.e., compression tube bolts or turn buckle threads and \nensure free movement. \n6.1.11. Check and adjust heights and staggers on the basis of setting distance and rail level marked. \nClose co-ordination with PWIs is required for keeping the permanent way at correct location. \n6.1.12. Check presence of prescribed sign boards such as caution notice boards, number \nplates, coasting boards etc. Paint the boards as required. Ensure that they are well secured. \n6.1.13. Ensure that the drain holes in the tubes are free and not clogged. \n6.2. Contact and catenary wires:– \n6.2.1. Thoroughly examine conditions of contact and catenary wires, particularly for kinks \nand twists in contact wire and broken strands of catenary wire. \nNote:–Any stranded conductor (catenary wire etc) should be suspended if more than 20 \npercent of the strands are found broken. \n6.2.2. Check tightness of PG clamps and jumpers. If necessary, ope n them for thorough \nexamination. \n6.3. Droppers: Check droppers and tighten bolts wherever required. \n6.4. Turns Outs:– \n6.4.1. With tower wagon running on main line, check up if the loop OHE passes smoothly \non the pantograph. \n6.4.2. With tower wagon running on loop line check up i f the main line OHE passes \nsmoothly under the pantograph. \n6.4.3. Check up stagger at turnout of both the OHEs with respect to both loop and main \nlines. (It shall not normally exceed 300 mm) \n6.4.4. Check up that the main line OHE of overlap type turnout is about 50mm below that of \nthe turnout OHE. \n6.4.5. Check up cross contact bar, if any for displacement and distortion. \n6.4.6. Check for hit marks if any.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 352, + "text": "325 \n \n6.4.7. Check for hard spots near rigid droppers, if any, \n6.5. Section insulators. \n6.5.1. Clean insulators and replace badly chipped or even slightly cracked insulators. \n6.5.2 Check up runners for flash marks. \n6.5.3 Observe for hit marks on runners. \n6.5.4 Check for excessive wear in contact wire near anchor clamps. \n6.5.5 Check the level of the assembly and adjust if necessary. \n6.5.6 Tighten PG clamps of droppers and stiffeners. \n6.6 Isolators: \n6.6.1 Check number plates. They should be clean and well secured. \n6.6.2 Check correctness of operation: correct alignment of contacts and arcing horns. \n6.6.3 Check earth continuity wherever applicable. \n6.6.4 Lubricate moving parts and locks. \n6.6.5 Check interlocks where provided. \n6.6.6 Check that the distance between male and female contacts in open positions is 380 \nmm to 500 mm depending upon the type of isolators. \n6.7 Overlaps: \n6.7.1 Check up height and stagger of OHE in the overlap section. \n6.7.2 Check up whether the normal minimum clearance of 500 mm is available between the \ntwo OHEs in an insulated overlap and 200 mm in the case of uninsulated overlap. \n6.7.3 Check up whether the lifting of out-of-run OHE is correct. \n6.7.4 Check for parallel running of contact wires in the overlap for about 4 M in the panto \nsweep region. \n6.8 Contact wire thickness: \nMeasure and record thickness of contact wire. \n6.9 Neutral Section: \nCarryout all checks as far as overlap in the case of overlap type ne utral sections and as far \nas section insulators in the case of section insulator type neutral sections. \n6.10 Over line structures: \n6.10.1 Check and record horizontal and vertical clearances and adjust OHE as required. \n6.10.2 Check for any flash marks underneath the bridge structures. \n6.10.3 Check if minimum height of contact wire is available. \n6.10.4 Check that the gradient of contact wire on either side does not exceed 3 mm. \n6.10.5 Check up that smoke screens are well secured and have adequate clearance from \nOHE. If not, get these attended to by engineering department. \n6.11. Level crossings: \n6.11.1. Check up height of contact wire. \n6.11.2. Check for any flash marks underneath the bridge structures. \n6.11.3. Check if minimum height of contact wire is available. \n6.11.4. Check that the gradient of contact wire on either side does not exceed 3 mm. \n6.11.5. Check up that smoke screens are well secured and have adequate clearance from \nOHE. If not, get these attended to by engineering department. \n6.11.6. Check and adjust height and slope of contact wire. \nExamine for water tightness and get necessary repairs done by engineering departments. \nCheck rail level marks on side of tunnels. \n6.12. Regulating equipment: \n6.12.1. Check ‘X’ and ‘Y’ in the case of pulley block type equipment an d ‘Z’ and ‘Y’ in the \ncase of winch type equipment against prescribed values of the temperature at the time of \nchecking, making use of turn buckles, adjust as required. \n6.12.2. Check that the compensating plate is vertical, if not adjust as required. \n6.12.3. Lubricate pulleys and other moving parts.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 353, + "text": "326 \n \n6.12.4. Check if 20 mm vide bands in black colour are painted on the mast to indicate upper \nand lower movement of counter weight. \n6.13. Bands and earth connections: \n6.13.1. Check all bands and replace defective or missing bands, and paint all bands. \n6.13.2. Inspect earth and record each resistance. Earth having resistance of over 10 ohms, \nshould be attended to. \n6.14. Masts: \nThe verticality of all masts should be checked up with plump bob and remedial action tak en \nas required. \n6.15. Sites affected by accidents, should be specially checked and adjusted. \n6.16. Feeder lines: \n6.16.1. Inspect guard wires at road crossings. \n6.16.2. Inspect earthing of towers. \n6.16.3. Measure and record the earthing of towers. \n6.16.4. Clean insulators. \n7. Equipment – \nThe following equipment should be carried by the Driver of the tower wagon. \n7.1. One copy of hand book for Loco Pilots & Guards. \n7.2. One copy of Working Time Table. \n7.3. One portable field telephone. \n7.4. One watch. \n7.5. Three sets of HS flags. \n7.6. Two tri-colour HS lamps. \n7.7. One tail lamp. \n7.8. Ten detonators. \n7.9. One Powerful electric torch. \n7.10. One chain with pad lock & Key. \n7.11. One pair of spare spectacles. \n7.12. Such other equipment and stores as may be prescribed by the electrical department. \n7.13. General and subsidiary rules for 25KV A.C. traction. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1100)) SS..NNoo.. 77..1144 ffuusseeee ddeelleetteedd 00 \nSpeed of tower wagons: \nThe tower wagon shall run at a speed stenciled subject to Cauti on Orders in force. If the \ntower wagon is driven for inspecting contact wire level and stagger recording operations, the \nspeed should not exceed 10 KMPH and this shall be done by running on the 1st gear. Riding \non the clutches for this purpose is prohibited. \n8. Working of tower wagons. \n8.1. A tower wagon must always run under block protection and shall be treated and \nsignalled as a train. \n8.2. If there is total interruption of communications, the Station Master on duty, must advise \nthe tower wagon Drive r of the same and the tower wagon shall be worked on the section \nunder the rules for working of trains during total interruption of communications. \n8.3. When a tower wagon has to stop in the block section for inspection work, Line Block has \nto be taken in advance. \n 8.3.1. The running and stabling of tower wagon shall be arranged by Station Master in \nconsultation with the SCOR. In case the control is not working, the Station Master shall \nconsult the Station Masters of the adjoining stations. \n8.3.2. When the tower wagon is stabled on running line due to unavoidable circumstances, \nthe mechanical hand brake shall be applied and the tower wagon shall be securely chained \nto the rails in accordance with Rule 5.23 and SRs thereunder. \n8.3.3. The to wer wagon shall not be moved into or outside the traffic yard without the \npermission of Station Master on duty. No shunting on goods or passenger stock must be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 354, + "text": "327 \n \npermitted on the line, where the tower wagon is stabled. Shunting should not be performed \nwith the tower wagon attached. \n8.3.4. When the tower wagon is moved, attached to a train, it should be inside the rear \nbrake-van and the speed of the train to which the tower wagon is attached should be \nrestricted to the speed of the tower wagon (which is sten ciled on the tower wagon ) \nobserving all other speed restrictions. Necessary Caution Order shall be issued to the Loco \nPilot of the train duly advising the Guard of the train and control. \n8.4. No unauthorised person shall be allowed to operate the tower wagon. \n8.5. Failure of the tower wagon and accidents thereto shall be treated in the same manner \nas train accidents and action taken as per rules in force. \nSpecial responsibilities: \nThe Driver shall be responsible to see at the commencement of the journey that the tower \nwagon is fit in all respects to perform the intended journey that is, brake and horn are in \nefficient working order and the equipment like flags, detonators etc., mentioned in para 7 \nabove are complete. \n8.6. When the tower wagon is required to move from one block station to another block \nstation, the operator should run the machine only with the proper ‘authority to proceed’ under \nthe system of working, to enter the block section. \n8.7. However, the following procedure shall be observed for w orking of tower wagon in a \nblock section between two block stations under traffic block, power block etc: \n8.7.1 If one tower wagon is programmed to go into the block section and return to the station \nfrom where it started, T/1708 with the private number re ceived from the station in advance, \nshall be issued. \n8.7.1.1 If more than one tower wagon are programmed to go into the block section and \nreturn to the station from where they started, the first one will be given T/1708 and the \nsucceeding ones will be gi ven Caution Order with the private number received from the \nstation in advance for each tower wagon. When T/1708 is received back by the Station \nMaster, it is deemed that the block section is clear. \n8.7.2 When one tower wagon is programmed to go into the b lock section and then proceed \nfurther to the next block station, T/A 1708 with the private number received from station in \nadvance, shall be issued. \n8.7.2.1 If more than one tower wagon is programmed to go into the block section and then \nproceed further to the next block station, the first and the following tower wagons will be \ngiven Caution Order and the last one will be given T/A 1708 with the private number \nreceived from the Station in advance for each tower wagon. When T/A 1708 is received by \nthe Station Master of the next station, it is deemed that the block section is clear. \n8.7.3 The speed of the first tower wagon will be booked speed and the following ones will \nobserve a speed restriction of 25kmph during day and when view is clear and 10kmph \nduring night and also during day when view is not clear. \n8.7.4 Station Master whoever receives T/1708 and T/A 1708 shall intimate to the other \nStation Master of the station at the other end under exchange of PN in token of block section \nbeing clear of tower wagons. \nNote: 1. When more than one tower wagon is sent into the block section, the number of tower \nwagons permitted into the block section shall be decided before despatch of the first tower \nwagon and accordingly an endorsement to this effect shall be made i n the Authority/Caution \nOrder about the total number and sequence of despatch of each tower wagon. \n2. All the entries pertaining to each tower wagon shall be made in TSR in red ink. \n8.7.5 On completion of the work and after ensuing that the block section i s clear of tower \nwagons, the official in -charge will hand over to the Station Master a safety certificate for \nresumption of normal working and specify therein whether any speed restriction is to be \nobserved. On receipt of this certificate, the Station Mast er will advise the SCOR and all \nconcerned and cancel the traffic block, power block etc., and resume normal working.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 355, + "text": "328 \n \nSOUTH CENTRAL RAILWAY \nUP/DOWN Form No.T/1708 \nS.No.________ \n \nAUTHORITY TO PROCEED FOR TOWER WAGON \nAND TO RETURN TO THE STARTING STATION \n(DRIVER / IN-CHARGE / RECORD) \n \nStation:_______________ Date:_______________________ \n \nTo: Driver of tower wagon \n \nLINE CLEAR TICKET \n \n1. You are hereby authorised to enter block section on up / down line between –-\n___________ and _____________ stations and permitted to proceed upto \nKM__________ only. \n2. You are permitted to work from ____________ to ____________ hrs. \n3. On completion of work, you are permitted to return to this station. \n4. Private number received _______________ \n5. Number of tower wagons which shall follow:_______________ \n \nAUTHORITY TO PASS SIGNALS AT ‘ON’ POSITION \n \n You are authorized to pass ______________________ signal/signals in ‘on’ position, \nspeed not exceeding 15 KMPH, observing hand signals at the foot of signal post, if it protects \npoints. \n \nCAUTION ORDER \n \nYou are permitted to run your tower wagon at speed as instructed by the in charge of tower \nwagon duly observing the following restrictions in force. \n \nS. \nNo. \nStations between Kilometreage Speed Cause/Remarks \nFrom To \n1. \n2. \n3. \n4. \n \nUnderstood the contents. \n \n \nSignature of Driver Signature of In-charge Signature of Station Master \n Station Stamp \n Time:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 356, + "text": "329 \n \nSOUTH CENTRAL RAILWAY \n \nUP/DOWN Form No.T/A.1708 \nS.No._____ \n \nAUTHORITY TO PROCEED FOR TOWER WAGON TO CLEAR INTO THE STATION \nIN ADVANCE \n(DRIVER / IN-CHARGE / RECORD) \n \nStation:_______________ Date:_______________________ \n \nTo: Driver of tower wagon \n \nLINE CLEAR TICKET \n \n1. You are hereby authorized to enter block section on up / down line between –-\n___________ and _____________ stations. \n2. You are permitted to work from ____________ to ____________ hrs. \n3. On completion of work, you are permitted to proceed to _____________ station. \n4. Private number received _______________ \n5. Number of tower wagons which shall follow ______________ \n \n \nAUTHORITY TO PASS SIGNALS AT ‘ON’ POSITION \n \n You are authorized to pass ______________________ signal/signals in ‘on’ position, \nspeed not exceeding 15 KMPH, observing hand signals at the foot of signal post, if it protects \npoints. \n \nCAUTION ORDER \n \nYou are permitted to run your tower wagon at speed as instructed by the in -charge of tower \nwagon duly observing the following restrictions in force. \n \nS. \nNo. \nStations between Kilometreage Speed Cause/Remarks \nFrom To \n1. \n2. \n3. \n4. \n \nUnderstood the contents. \n \nSignature of Driver Signature of In-charge Signature of Station Master \n Station Stamp \n Time:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 357, + "text": "330 \n \n9. Periodical examination- \nTower wagon is to be inspected monthly by a nominated TXR as per 0519 (2) para of \n“Manual of AC Traction and Operation”. The C&W/RE is nominated for this purpose. \n9.1. Stationing- \nTower wagons are stationed at the stations nominated by the division. \n9.2. Time limit for turning out tower wagons- \nTower wagons, going to the spot for restoration of OHE, have to be moved on top priorit y \njust as ART. The target time for turning out the tower wagon, to go to the spot for restoration, \nis as under:- \n9.2.1. During day light hours i.e., from 6 hrs to 18 hrs – 30 minutes. \n9.2.2 During night hours i.e., from 18 hrs. to 6 hrs - 45 minutes. \nThe TPC and the SCOR shall both make detailed entries in the log sheets showing the time \nwhen the instructions are issued and particulars of train movements stopped. Traffic over \nthe section in which the train movements have been stopped as above, may be resumed \nonly with the approval of the TPC, who shall convey the instructions for the resumption of \ntraffic to the CHC in the form of a message supported by a PN stating clearly whether any \nspeed restrictions are to be imposed. \n17.09. Additional rules for electrified sections.–– \nSpecial instructions for working of trains on electrified sections shall be \nnotified by the authorized officer. \nSR.17.09.1. Transmission and distribution by section and siding switches. \n1.1. Section and siding switches installed in the overh ead equipment shall be operated only \nby the authorized persons. \n1.2. In the event of a fault necessitating the isolation of a section in addition to the faulty one, the \nElectrical Foreman or Chargeman shall open the concerned switch and inform the TPC immediately. \n1.3. Every Station Master shall be trained in the operation of section and siding switches in \nan emergency (See S.R. 17.03.5.3.4). They shall open or close such switches when called \nupon to do so by the TPC and shall be treated as authorized perso ns for this purpose. They \nshall lock the switches in the position advised by the TPC and shall not part with the key until \nit is cleared by the staff of the traction department. \n1.4. No switch affecting the feed to main running line or loco line/lines shal l be closed or \nopened without the prior written permission of the TPC. As an exception to this rule, these \nswitches may be opened in times of emergency by the authorized persons. All operation of \nsectioning or isolating switches shall be reported to the TPC in every case. \n1.5 Section switches are located as indicated in the diagram annexed to SWR and general \nsectioning diagram. These diagrams show the distinguishing numbers of section switches, \nthe stations they control and the location of each switch. \n1.6. The CHC is in direct communication with the TPC who is connected by telephone to all \nsub stations, track sectioning cabins and the receiving station of power supply. All messages \nto the TPC regarding the operation of train services shall be routed through the CHC. In \ncase the CHC cannot be contacted, the information shall be given to the TPC, who in turn, \nshall inform the CHC. \n1.7. Staff employed in the electrified area shall immediately inform the SCOR by telephone \nas quickly as possible in the event of accident, disabled trains, unusual occurrence on \noverhead equipment or unusual occurrences on overhead feeders or high tension cables \netc., or any occurrence affecting the working of trains and shall also inform the TPC or TLC \nas the case may be. \n1.8. Message sent through the Station Masters shall be recorded by them and a note made \nin the station diary. \n1.9. The SCOR shall immediately take action on the information received and promptly \ninform the TPC who shall take necessary action for any switching oper ations which may be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 358, + "text": "331 \n \nnecessary on the overhead equipment or at sub -stations and immediately inform the \nDEE/Tr.D and other concerned officials. \n1.10. Any staff employed in the electrified area noticing sparking of wire near the overhead \ncontact wire at bridg es, structures etc., shall report this at once to the TPC. In the event of \nemergency circuit being cut -off, the nearest Station Master shall be contacted immediately \nfor informing the SCOR, who should advise the TPC. \n1.11. Whenever station staff notices a train worked by an electric engine passing with a hot \naxle/any vehicle running in dangerous condition or smoke/fire emanating from a vehicle or \nwith any other abnormality in the running train which is likely to endanger safety of the \ntrain/passengers, the Switchman/Station Master shall immediately take steps to stop the \ntrain. In case they fail to stop such train by normal means as laid down in G & SR, then, they \nshall immediately inform the TPC either directly or through SCOR to switch off the power \nsupply of the OHE of the affected section under exchange of PNs. In case TPC has been \ndirectly informed, SCOR has also to be informed subsequently. \n1.12. Whenever any train gets held up for more than 5 minutes in the block section on \naccount of no tension, the Loco Pilot of the train shall depute his Assistant Loco Pilot to \ncheck the train in order to look for any abnormality and to advise the Guard of no tension in \nOHE. Together with the Assistant Loco Pilot, the Guard shall check the entire train. \n If, in the mean time, power supply is restored, the Loco Pilot shall call back his \nAssistant Loco Pilot to the locomotive and resume journey. Otherwise, after the train is \nchecked, the Loco Pilot/Guard shall inform the SCOR/TPC of the details of abnormality, if \nany, or otherwise, and assistance required, through the nearest emergency telephone circuit \nor by other available means. \n Further, the Loco Pilot and Guard shall arrange protection of the line affected in \naccordance with Rule 6.03 and SRs thereunder. In case o f Automatic signalling territory, the \nline must be protected in accordance with Rule 9.10. \n After ascertaining from the affected train of the nature of abnormality, decision regarding \nre-charging of the OHE shall be taken by the SCOR in consultation with CHC, Guard & Loco \nPilot and then the concerned Station Masters shall be advised accordingly. Necessary steps \nshall be taken by CHC, thereafter, for clearance of the abnormality. \n1.13 Restoration of OHE supply will be undertaken by TPC only on the advic e of the SCOR \nunder exchange of PNs. \n1.14 If the switching off of the OHE takes place at a graded section and there is a chance \nthat the train may start rolling, then the staff should also follow the instructions laid down \nunder SR. 6.04 to avoid rolling down of train. \n2. Height Gauges. \n2.1. There shall always be a height gauge on each side of the overhead equipment at every \nlevel crossing, so placed as to ensure that all vehicles and moving structures passing under \nthe height gauge without touching it will pass in the same condition under all the overhead \nequipment with adequate clearance. The adequate clearance shall be subject to the \nsanction of the CRS. The placing of the height gauge shall be according to site. \n2.2. Vehicles and moving structures w hich will pass under height gauge without striking or \ntouching it, may only be permitted to pass under the corresponding overhead equipment \nunder special instructions. \n3. Sanded catch siding. \n If an electric engine or motor coach runs into the sande d length of a catch siding and \ndead end, the overhead equipments of the sidings shall not be made live when the engine or \nmotor coach or any vehicles coupled thereto are standing on the sanded track until all \npersons have been moved away from positions where they could make contact between the \npermanent way formation and any part of the engine or motor coach or coupled vehicles. \n4. Rolling stock isolation of high voltage equipment.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 359, + "text": "332 \n \n4.1. The High voltage electrical equipment installed in electric engines and motor coaches shall \nbe so arranged that it will not be possible for any unauthorized person to gain access to it. \n4.2. It shall not be possible to have access to high tension compartment until the power has \nbeen switched off and pantograph lowered. \n4.3. Access to high tension compartment can be had only by authorized persons in \npossession of a reversing handle or special keys provided for this purpose. Loco Pilots and \nother officials to whom such keys are issued should keep them in their personal cus tody to \nprevent unauthorized persons tampering with the equipment. \n4.4. No spanners or keys except those issued by the Railway Administration shall be used \nfor operating the equipment in electric trains. \n \n5. No unauthorized person shall be allowed in driving compartments. \n5.1. No unauthorized person shall be permitted to enter any driving compartment of single or \nmultiple unit trains or electric engines or to handle any apparatus contained therein. \n5.2. Only certified Loco Pilots and Assistant Loco Pilots for electric rolling stock shall be \nallowed to drive electric rolling stock on any part of the running lines. They shall not allow \nany one to enter the driving compartment other than those who are authorized to do so \nunder these rules or who hold a permit signed by the DEE/RS. No person shall be allowed to \nhandle any apparatus in the engine or in the driving compartment unless he is in possession \nof a Loco Pilot’s certificate of competency. \n5.3. If a Loco Pilot has not driven an electric engine or mu ltiple units for six months, he shall \nbe re-examined after a refresher course and his certificate of competency endorsed before \nhe is allowed to drive again. \n5.4. When a Loco Pilot has not worked on any section for six months and over, he shall not \nbe booked on that section unless he has learnt the road and a competency certificate has \nbeen issued in his favour. A record of all competency certificates issued to Loco Pilot shall \nbe maintained in the office of the DEE/RS. \n5.5 However, staff under training for driving electric engines, when specially authorized by \nthe DEE/RS may drive such engines under the supervision of a certified instructor. While a \ntrainee is driving under these conditions, the supervising instructor shall keep a continuous \nwatch over the trainee and keep himself in readiness to take any action that may be required \nto control the train in an emergency. \n5.6. No person shall be allowed to move any electric rolling stock within the limits of the loco \nshed and stabling sidings unless he has been certified competent to do so by the AEE/RS. \n5.7. Assistant Loco Pilots may be allowed to drive the engines on certain sections as \nspecified by the DEE/RS under direct supervision of a Loco Pilot. In cases of emergency the \nAssistant Loco Pilot is authoriz ed to drive the train at a restricted speed not exceeding 40 \nKMPH up to the nearest point where he can be relieved. \n5.8. A Driving Inspector is authorized to drive an electric loco and will work at least 160 \nkilometres in a calendar month and this should cover the entire electrified section. \n5.9. Line chargeman and other maintenance staff who are required to attend defective equipment \nare allowed to handle the equipment in running train. They shall however, do this with the utmost \ncare to ensure that the safety of train and the equipment is not endangered in any way. \n \n6. Train lights. \nAt night and in thick or foggy weather, no single or multiple unit train shall be worked outside \nstation limits unless it has: \n6.1. atleast one head light and two marker light s or a head light and a set of code lights of \nthe nature prescribed by the Railway Administration, and \n6.2. two red tail lights, provided either in separate fittings or in a single fitting as prescribed \nby the Railway Administration. \n6.3. the normal head and marker lights shall be exhibited as per Rule 4.14 and SRs thereunder. \n \n7. Duties of Loco Pilots before taking train on to running line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 360, + "text": "333 \n \n7.1. A Loco Pilot shall not take his train on to a running line until he has tested all the control \npower and brake apparatus and found them in proper and prescribed working order. \n7.2. The Loco Pilot shall, in addition, carry out the inspection and tests in accordance with \nspecial instruction issued by the DEE/RS. \n7.3. When taking over charge from another Loco Pilot, it shall be his duty to ascertain \nwhether any defects exist and the handing over Loco Pilot shall acquaint the relieving Loco \nPilot of any faults or defects likely to affect the working of the train. \n \n8. Coupling single and multiple unit trains:– \nWhen coupling single or multiple units or coaches of any such units together, the Loco Pilot \nshall be responsible for observing that all electrical couplings are properly made. After all \ncouplings have been made, the Loco Pilot taking over the complete train shall satisfy himself \nthat the control and power apparatus and brakes of the complete train are in proper and \nprescribed working order. \n \n9. Trains when coupled to be considered as one train:– \nWhen trains are coupled together, they shall be deemed to be one train. Only one Master \nControl shall be in use at any one time. \n \n10. Loco Pilot to be in the leading driving compartment:– \n10.1. Loco Pilot shall be in the leading driving compartment when the train is in motion or \nwhen the train is standing on any running line except as otherwise prescribed in the rules \ncontained in this chapter. \n10.2. The Assistant Loco Pilot shall assist the Loco Pilot and carry out his instructions. \n \n11. Reversing and brake handles:– \n11.1. The Loco Pilot shall, when leaving any driving compartment, take the reversing handle \naway with him and also the independent air-brake handle on electric engines, where provided. \n11.2. To keep the dead man’s emergency gear ready to function during the whole time that \na train is in motion, the Loco Pilot of single and multiple unit trains shall keep the reversing \nhandle in the forward or in the reverse position when the train is in motion and shall not \nmove the reversing handle into off position until the train has come to a stand. \n11.3. The Loco Pilot shall never relinquish possession of the reversing handle except as \nprovided for in these rules. \n \n12. Driving train from any compartment other than the leading compartment:– \n12.1. When an engine cannot be driven from its leading cab, the Loco Pilot shall follow the \nspecial instructions prescribed by the DEE/RS. \n12.2. If the Driving apparatus in the leading driving compartment becomes defective in the \ncase of a single or multiple unit train, the train shall be driven cautiously from the nearest \ndriving compartment which is serviceable. In this event the Guard shall travel in the leading \ndriving compartment and shall convey the necessary signals to the Loco Pilot. The Guard \nshall also sound the horn or whistle as necessary and apply the brake in case o f emergency \nand shall be responsible for stopping the train correctly at signals, stations and obstructions. \nIn the case of an electric engine, the train shall be driven from the trailing driving \ncompartments by the Assistant Loco Pilot and the Loco Pilot shall remain in the leading \ndriving compartment, and shall be responsible for the correct operation of the train. The \nspeed of the train shall not exceed 40 KMPH. \n12.3. In the event of the driving apparatus in the leading driving compartment becoming \ndefective or in the event of it being necessary for the Loco Pilot to drive from the trailing \ncompartment of the same locomotive or in case of multiple operation from the cab of trailing \nlocomotive for any reason whatsoever, the Assistant Loco Pilot shall st ation himself in the \nleading compartment of the train, sound the horn as necessary and operate the Loco Pilot’s \nbrake valve handle of vacuum/air brake as required . In the event of danger of over -running \nor in case of an emergency, the Loco Pilot shall als o apply the vacuum/air pressure, as the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 361, + "text": "334 \n \ncase may be, from the driving compartment he is occupying. The speed shall not exceed 15 \nKMPH. Such driving shall be resorted to only for clearing the block section. \n12.4. At the first opportunity, the Loco Pilot shall inform the TLC to arrange for a relief engine. \n \n13. Duties of Loco Pilot when single or multiple unit train is disabled:– \nIn the event of a single or multiple unit train becoming disabled and an assisting engine (electric \nor Diesel) being obtained , the Loco Pilot of the disabled train shall hand over his reversing \nhandle to the Loco Pilot of the assisting engine. If the assisting engine is in the rear and the \ncomplete train cannot be driven from its leading driving compartment, the Loco Pilot of t he \ndisabled train shall carry out the instructions prescribed for the Guard in SR 17.09.12. \n In the event of a derailment, the TPC shall pass information to the Electrical \nForeman/OHE, who will treat it as if it were a line fault and proceed to take al l necessary \nprecautions to prevent the overhead line from being damaged during the re-railing process. \n \n14. Procedure when automatic brakes cannot be operated from leading driving \ncompartment of a single or multiple unit train: \n The procedure to be followed when the automatic brakes cannot be operated from the \nleading driving compartment of a single or multiple unit train without or with effective driving \napparatus in the leading driving compartment and without or with disabl ement of train shall \nbe in accordance with approved special instructions. \n \n15. Protection of single and multiple unit train stopped between stations: \n15.1. If the stoppage is caused by a defect which the Loco Pilot is competent to rectify, he \nshall attend to the defect provided that, if it is necessary for him to leave the driving \ncompartment, he shall before leaving, put on the automatic brake fully and also apply the \nhand brake in the driving compartment. He shall advise the Guard, if the stoppage is on a \ngrade steeper than 1 in 100, the Guard shall also put on the hand brake in the Guard’s \ncompartment and on at least two other vehicles, if available. \n15.2. If the detention exceeds or is likely to exceed 10 minutes, the train shall be protected in \naccordance with the Rule 6.03. \n15.3 In cases where there is no competent person available in addition to the Loco Pilot and \nthe Guard and the Loco Pilot has to go himself to protect the train in front, he shall before \ngoing, carry out the precautionary measures prescribed in para 15.1. \n \n16. Accident and unusual in electrified territory: \n1. Duties and responsibilities of Traction Power Controller (TPC), Section Controller (SCOR) and \nStation Master (SM) in case of no tension / fault tripping in Over Head Equipment (OHE): \n \n(a) Fault isolation : \n(i) In an electrified section in the event of OHE failure, TPC shall immediately identify and \nlocalize the faulty section and isolate the same. In case of double and multiple line sections, \nhe shall also isol ate healthy section on adjacent track on the same route length as faulty \nsection. The TPC shall then advise the SCOR in writing or on phone under exchange of PN, \nof the section found faulty and healthy section temporarily isolated. \n(ii) On receipt of the advice from the TPC, the SCOR shall take action as under: \nAdvise Station Masters of stations on either side of isolated sections under exchange of private \nnumbers to treat the faulty section as if the same is under ‘emergency power block’ and take \naction accordingly. \n(b) On double line section, healthy section temporarily isolated: \nThe SCOR shall check whether any train has entered faulty section. If not he shall advise \nthe concerned Station Master to issue Caution Order to the Loco Pilot of the first train on \nunaffected section to ‘keep a sharp look out on the adjacent line / lines to see if there are \nany OHE abnormalities’. On reaching next station, the Loco Pilot should report whether or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 362, + "text": "335 \n \nnot the section over which they have passed is saf e for train movement. The SCOR will \nadvise the TPC in writing to re-energise the healthy section that was temporarily isolated. \n \n(c) If however, a train has entered in faulty section, the SCOR shall immediately inform Station \nMasters of all stations who are concerned with working of train in the faulty section and also in \nthe section in which healthy OHE is temporarily isolated, under exchange of PN, that they \nshall not allow any train to enter the affected block sections unless both the Loco Pilot and \nGuard of the first train in unaffected section have been issued Caution Order to this effect. \n(i) ‘Proceed with speed not exceeding 60 KMPH during day when visibility ahead is clear \nand not exceeding 30 KMPH during night subject to observance of other speed restrictions. \n(ii) ’Keep a sharp look out and be prepared to stop short of any obstruction which may be \ndue to any infringement from the adjacent line/ lines and also keep a sharp lookout on the \nadjacent line / lines to see if there are any OHE abnormalities. On reaching the next station, \nreport whether or not the section over which they have passed is safe for train movement’. \n(iii) Only after taking this action the SCOR shall advise the TPC in writing that necessary \nprecautions have been taken to ensur e safety of the train. The TPC shall then restore the \nfeed to the healthy section, which was temporarily isolated. \n(iv) Action to remove speed restrictions shall be taken by the SCOR in consultation with \nStation Master on receipt of report from the Loco Pilot and the Guard that the section is free of \nobstruction. The SCOR shall also advise the TPC of the report of Loco Pilot / Guard of the \ntrain indicating whether or not there are any infringements or abnormalities in OHE. Till such \ntime it is decided to remove speed restriction, subsequent train shall be allowed to enter into \nthe section only with permission from the SCOR and shall continue to be issued Caution Order \nprescribing clearly the speed restriction and other precautions, as pointed out in (c) (i) above. \n2. Duties and responsibilities of TPC and SCOR in the event of any abnormality in \ntrain on electric traction necessitating ‘switching off’ of OHE supply:– \n(i) As soon as TPC comes to know about unsafe condition of a train working on electrified traction, \nhe shall immediately switch off the OHE supply of both the lines of relevant sub -sector. The TPC \nshall then advise in writing, the SCOR of sections in which OHE has been switched off. \n(ii) On receipt of advice from TPC, the SCOR shall, under exc hange of PN, advise Station \nMasters of all stations, who are concerned with working of trains in the affected section to \ntreat the dead section as if the same is under emergency power block and to ensure that no \ntrain is allowed to enter into the section. \n \nHealthy Section Temporarily Isolated:– \n(iii) The Station Masters will not allow any train to enter even healthy line of the affected \nsection unless both Loco Pilot and Guard of the first train of unaffected section have been \nissued Caution Order to proceed with the restricted speed not exceeding 60 KMPH during \nday when view ahead is clear and 30 KMPH during night subject to observance of other \nspeed restrictions and keep a sharp look out and be prepared to stop short of any \nobstruction, which may be due to any infringement or OHE abnormalities from the adjacent \nline / lines. Also advise Loco Pilot to report immediately on reaching the next station \nwhether or not the section over which they have passed is safe for the train movement. \n(iv) If the Loco Pilot of unaffected section contacts him on phone, the OHE of unaffected \nportion should be resumed and he will be asked to proceed with the restricted speed not \nexceeding 60 KMPH during day when view ahead is clear and 30 KMPH during night subject \nto observance of other speed restrictions and shall keep a sharp look out and be prepared to \nstop short of any obstruction, which may be due to any infringement from the adjacent \nline/lines. On reaching the next station, the Loco Pilot will report whether or not the section \nover which they have passed, is safe for train movement. \n(v) After ascertaining that there is no infringement to adjacent track, the Caution Order as \nindicated shall be withdrawn immediately. \n \nSection having affected train:–", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 363, + "text": "336 \n \n(vi) After getting information from the crew of the affected train about the nature of \nabnormality, decision regarding recharging of the OHE shall be taken by the SCOR in \nconsultation with CHC/Dy.CHC (Shift duty) and Controller of concerned department. \n(vii) If the Loco Pilot of the affected train contacts TPC /SCOR and no defect is detected in the \ntrain, on resumption of OHE he will be asked by SCOR to clear the block section with the \nrestricted speed of not exceeding 60 KMPH during day when view ahead is clear and 30 KMPH \nduring night subject to observance of other speed restrictions and shall keep a sharp look out for \nany abnormality in the train. On arrival at the station, the staff of concerned department should \ncheck the train. If no abnormality is detected, the train should resume normal speed. \n3. Duties and responsibilities of the Loco Pilot and Guard in case of OHE tripping /no \ntension in OHE:– \n(i) In cases of transient tripping of OHE, the Loco Pilot shall resume normal t raction and \nkeep a sharp look out including on the adjacent line /lines to see if there are any \nabnormalities / obstructions and will inform the Guard through walkie -talkie or whistle code \nabout tripping in OHE. The Guard of the train will look out for any abnormality on his train. \nThe Assistant Loco Pilot should look back and observe his train for any abnormality. \n(ii) If no tension in OHE continues, the Loco Pilot shall immediately switch on the loco flasher \nand control the speed (not exceeding 60 KMPH at night) so as to be able to stop short of any \nobstruction and stop his train close to first emergency socket and will communicate with the \nTPC / SCOR to know the reason for no tension in OHE. The Crew should act according to \nthe advice of control. \n(iii) If it is not possible to communicate with the TPC / SCOR immediately, the Loco Pilot \nshall depute the Assistant Loco Pilot to get down and check the train with the Guard in order \nto look for any abnormality or any defect in his train including locomotive. A fter the train has \nbeen checked, the Loco Pilot / Guard shall inform SCOR of the abnormality and assistance \nrequired, if any or otherwise through emergency phone of other line, Walkie -Talkie, level \nCrossing gate or through train of other direction or by a ny other means of communication \nand act in accordance with advice of control. In case no abnormality is noticed in his train, \nthe Loco Pilot should switch off the loco flasher. \n(iv) If in the meantime power supply to OHE gets restored, the Loco Pilot shal l resume \nnormal traction as soon as he comes to know of such resumption of supply. \nFORMS \nE/Tr. D/2 (in two parts) – \nThis form will be used for exchange of messages between TPC and SCOR, when power \nblock is to be imposed. When the TPC and the SCOR are lo cated in adjacent rooms, the \nmessage will be made out in duplicate and will be sent to SCOR. The same will be \nacknowledged and the SCOR will permit on the same requisition. \nE/Tr. D/3 (in two parts) – \nThis form will be used by TPC and SCOR for cancellati on of power block on completion of \nthe power block work. The same will be acknowledged by the SCOR. \nE/Tr. D/4 – \nThis form will be used by TPC and SCOR for cancellation of Caution Order (speed restriction \nand lower/raise panto) imposed by TPC in the secti on. This will be written and sent to \nSCOR by TPC. SCOR will acknowledge the memo on the copy. \nE/Tr. D/5 – \nThis form will be used by TPC for imposing speed restriction and lower/raise panto. \nE/Tr. D/6 (in two parts) – \nThis form will be used by the field staff to permit the other departments to work on adjacent \nto electrical equipment. On completion of the work, the second part will be prepared and \nsubmitted to the authorised person, who has permitted to work on adjacent to the electrical \nequipment. This will be prepared in duplicate.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 364, + "text": "337 \n \n S.CRly. E/Tr. D/2 \nElectrical Department (Traction ) \nDisconnection of Power \n \nFrom: TPC Serial Block No ……. \nTo: SCOR/s \nMemo number …………… Date ………….. Time ………… \n \nPlease note that the overhead equipment on the section/s mentioned below is to be made \ndead. This/ These section/s and the cross -overs leading to it/ them are not to be used for \nelectrically operated traffic until further advice from me. \n \nStation……………………………. ………………………………… \nDate ………………………… Signature of TPC \nNoted \n………………………………. \n Signature of CHC \n \nThe above sections have been blocked to all electrically operated traffic and I agree to the \nsection/s being made dead at …………………..hours to be cleared by ……………….hours. \nStation …………………. \nDate……………………. \nTime ……………………. ………………….. \n Signature of SCOR. \n \n \n \nSCR \n(Counter foil) \nPower block cancellation Memo \nNo……….. \nPower Block on …………. \nSection (Kilometre)………………………… \n………………………………………………. \nCancelled at……………………………… \n \n ………………………… \n Signature of TPC \nTime: \nDate: \n \n ……………………….. \nSignature of SCOR \nE/Tr.D/3 \nSCR \nTraction Power Controller \n \nNo…………Date…………..Time………… \nPower Block cancellation memo. \n \nPower Block on sector/sub-sector/ \nElementary sections……………………… \nCancelled at ……………hrs on…….(date) \n \nPlease inform SMs……………………… \nThat protection is no longer necessary. \n \n \n……………………………………………. \n Traction Power Controller", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 365, + "text": "338 \n \n \n \n \nNo. TPC/CO/ ……………….. E/Tr.D/5 \nDate…………………… \nTime…………………… \nTraction Power Controller CHC \nS.C. Rly …………………. \n \n \nCaution Order memo \n \nPlease arrange to issue the following Caution Order to all Up/Dn………………trains \nrunning between……………….. and ………………………… stations till further advice. \n1. To observe speed restriction of …………… KMPH from location…………………. \n………………………. to location …………………………………KM \n2. To lower and raise panto as follows: lower panto at KM …………… raise panto at \nKM……………………………. \n \nDn Line \n \nUp Line \n \nPlease advise the ASMs ……………………………. To issue the Caution Order and \nconfirm. \nReceived by ……………………….. \n \n \n Traction Power Controller. \n \n \n \n \n \n E-Tr.D/4. \nDate ……………. TPC \nTime……………. \n \nCaution Order cancellation. \nCHC \nPlease refer Caution Order No. TPC/CO/…………………..Date…………………… \n(1) Speed restriction of ……………………………KMPH from location…………………. to \nlocation…………………………….KMs between ……………. and ………….stations. \n(2) To lower and raise panto between ……… and…………… stations at the following \nlocations……….. …..lower panto at ………………. raise panto at………………….. \nUp Line \n \nDn Line \n \nReceived by …………………… Traction Power Controller.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 366, + "text": "339 \n \n \n \nE/Tr.D/6 Serial No E/Tr.D/6 Serial No \n \nSouth Central Railway, \nElectrical Department. \n \nPermit to work on or adjacent to \nelectrical equipment. \nFrom……………….To……………. \n \nI hereby declare that I have withdrawn all men \nand materials from near the electrical \nequipment mentioned on the reverse. The \nmen under my charge have been warned that \nit is no longer safe to work on adjacent to the \nsame \n \n(Name in block (Name in block \n capitals ) capitals) \nPlease issue a Permit -to-work \non/adjacent to …………………………….. \n ……………………………………………… \nbetween …………hrs. and …………hrs. \non ……… \nTime…………. Signature …........ \nDate…………. Designation……….. \n \nI hereby declare that the electrical \nequipment mentioned above is dead. It \nhas been earthed at the following \nplaces:- \n \n(1)………………………………………… \n \n(2)…......................................................... \n \nAll other parts are alive. \n \nTime ……… Signature……… \nDate ………….. Designation…….. \n \nThe earths may be removed and the electrical \nequipment made alive. \n \n \n \nTime………… Signature ………….. \nDate ………….. Designation…………", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 367, + "text": "340 \n \n \n \n \n \n \nCHAPTER XVIII \n \nMISCELLANEOUS \n \n18.01. Repeal and Saving.— \nThe general rules issued under the notification of the Government of India in \nthe late Railway Department (Railway Board) No.1078 -T, dated the 9 th March, \n1929, are hereby repealed except as respects things done or action taken or \nomitted to be done or taken before such repeal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 368, + "text": "341 \n \n \nAPPENDIX – I \n \nSPECIAL INSTSRUCTIONS REGARDING ISSUE OF CAUTION ORDERS \n \nCAUTION ORDER: \n \nWhenever a line, being under repairs or for any other reasons, special precautions are \nnecessary to be observed by the Loco Pilots and Guards of trains, the same shall be notified \nby the Station Master through a written/ printed advice, clearly indicating the speed at which \nthe train to proceed, the kilometres between which the speed restriction to be observed, \nreason for the speed restriction, at station / between stations etc. This advice is known as \nthe Caution Order. \n \n1. Circumstances for issue of Caution Order: \n \nThe Circumstances under which Caution Orders to be issued normally are listed below: \n1.1. When there is doubt or suspicion from the condition of run through train, that the block section \nin rear might have been affected or obstructed during the passage of the train (S.R. 4.17.2.2). \n \n1.2. When a material train is authorized to proceed for working in the block section (S.R. 4.62). \n \n1.3. When a track machine/s is/are authorized to proceed for working in block section (S.R. 4.65). \n \n1.4. When a train is to be received on a blocked line, whenever possible {Rule 5.09.(1)} \n \n1.5. In case of unusually slack or rough running or heavy lurch is reported by the Loco Pilot \n(S.R. 6.01.1.1 & 1.2). \n \n1.6. On a double line when it is necessary to advise the Loco Pil ot to keep a sharp look out \nfor any possible obstruction / infringement from the adjoining line (S.R. 6.01.1.3). \n \n1.7. When a relief engine / train is authorized to proceed into an occupied block section \n(Rule 6.02). \n \n1.8. During temporary single line working on double line (S.R. 6.02.1). \n \n1.9. During total interruption of communication on double line section (S.R. 6.02.3). \n \n1.10. Self propelled vehicle/engine etc., which is sent for opening communication during total \ninterruption of communication on single line section (S.R. 6.02.4). \n \n1.11. When a train runs on Block Ticket (S.R. 6.02.5). \n \n1.12. To look out for a train unusually delayed on double or multiple lines (S.R. 6.04). \n \n1.13. For movement of ODC, involving speed restrictions and special precautions (Rule 4.07 & WTT). \n \n1.14. When authorized to pass defective LSS, along with T/369 (3)(b) in Automatic Block \nSystem (S.R. 3.12.3). \n \n \n1.15. On receipt of advice of a failure of automatic signal, all the following trains in respect of \nthe signal that has failed (S.R. 9.11.3.3). \n \n \n1.16. For working of trains during prolonged failure of automatic signals (S.R. 9.12). \n1.17. When in consequence of the line being under repairs or for any other reason, special \ncaution is necessary (S.R. 15.06.1.5.2). \n \n1.18. When any relaying machine is allowed to work on the adjoining line (S.R. 15.09.6). \n \n1.19. Unsafe condition of the bunds of tanks or rivers (AM 401).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 369, + "text": "342 \n \n1.20. When water level rises over the danger level mark at bridges(Para 7 of Appendix IV of G&SR) \n \n1.21. Lorry on line (S.R. 15.17). \n \n1.22. Trolly on line on the specified sections notified in S.R. 15.26. 2.1. \n1.23. When a material trolly / lorry is working in the block section without block protection \n(S.R. 15.27.2.1). \n \n1.24. When any advice is to be given for lo wering the pantograph of an electric engine or \nmotor coach (S.R. 17.03). \n1.25. When a temporary neutral section is provided (S.R. 17.07). \n \n1.26. The first train on unaffected section in electrified territory after energisation (S.R. 17.09). \n \n1.27. When a diesel train is permitted to run on the section during power block. \n1.28. When a level crossing gate is damaged (Appendix II of G&SR). \n \n1.29. When communication cannot be established with the Gateman of a level crossing \nprovided with telephone (Appendix II of G&SR). \n \n1.30. Whenever alterations or repairs are being carried out to interlocked points, signals or \nany interlocking gear (non-interlocked working) (para 3.1 in Appendix III of G&SR). \n \n1.31. For allowing a train into a block section where pa trolling is in force, in case the Patrolman \nhas not turned up within the prescribed time (para 10.4.3 in Appendix IV of G&SR). \n \n1.32. Any other condition or circumstance which may require the issue of a Caution Order. \n2. Method of notifying imposition of speed restriction or special precautions: \n \n2.1. When an official of Engineering / S&T / Electrical / Mechanical / Security / Traffic \nDepartment finds it necessary to impose any speed restriction or any special precaution on a \nportion of a lin e, including OHE, due to repairs or work or for any other reason, he shall \nadvise in writing to any one of the Station Masters of block stations on either side of the \nblock section, the exact kilometreage and the station at which or the stations between wh ich \nthe restriction or special precaution is to be observed, the reason for imposition and its likely \nduration etc. He shall also advise other railway servants concerned who are required to be \nnotified in this regard and shall not commence such operation u ntil acknowledgement is \nreceived from the Station Master. \n \n2.2. The Station Master receiving the advice shall not acknowledge it until he has advised \nthe Station Master of the block station at the other end controlling entry into the affected \nblock section and obtained his acknowledgement under exchange of private numbers. \n \n2.3. The Station Masters of the block stations controlling entry into the affected block \nsection, on receiving the advice regarding any of the circumstances listed in para (1), shall \nnot permit any train or any vehicle running under block protection to enter the affected block \nsection either from his station or from the other end, unless- \n(i) The SCOR and the Station Master of the ‘notice station’ or stations (as specified in the \nWTT) are advised of such conditions under exchange of private numbers. \n(ii) The Loco Pilot and the Guard of the train are warned of the speed restrictions ahead and \nits location by issue of a Caution Order. \n2.4. Run through trains shall be stopped out of course for issue of Caution Order till such \ntime the ‘notice station/stations’ as specified in the WTT have been advised to issue Caution \nOrders under exchange of private numbers. \n2.5. Such Caution Order messages shall also be communicated to the official in -charge at \nthe divisional headquarters responsible for preparing Caution Orders.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 370, + "text": "343 \n \n2.6. The official in -charge who is responsible for the preparation of Caution Orders shall \nensure the despatch of cyclostyled / computer print outs from the divisional headquarters to \nthe respective ‘notice stations’ by nominated trains. \nIn case on -line facility is available, the Caution Order messages shall be fed in the system \nand need not be sent by nominated trains. \n3. Method of obtaining acknowledgement from the Station Master of ‘notice station’: \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1177)) MMooddiiffiieedd \n3.1 When the ‘notice station’ is situated in the same control section: The Station Master of \nthe block station controlling the entry of the train into the section where speed restrictions \nare to be observed / modified, shall call upon the Station Master of the ‘notice station’ \nconcerned and transmit the message notifying/modifying the speed restrictions supported by \na private number and initials. The Station Master of ‘notice station’ sha ll acknowledge the \nsame supported by a private number and initials. In case of notification of a new restriction \nor modification of an existing one, the Station Master of ‘notice station’ shall also indicate the \nnumber and description of the first train to which such Caution Order/modified Caution Order \nwill be issued. Where auto phones are provided, these messages may be exchanged by \nStation Masters duly advising the SCOR. \nAccordingly, the SCOR shall then issue a Control Order to the Station Master of th e block \nstation immediately in rear of the affected block section, indicating the number and \ndescription of all trains which are on the run between the ‘notice station’ and such block \nstation, to which Caution Order shall be issued. \n 3.2. When the ‘notice station’ is situated on a different control section/ different division: The \nStation Master of the block station controlling the entry of the train into the section where \nspeed restrictions are to be observed / modified shall inform this with his initial s and private \nnumber to the SCOR of his section. It is the responsibility of the SCOR to inform this \nmessage to the ‘notice station’ along with initials and private number and obtain the \nacknowledgement with initials and private number from Station Master of ‘notice station’ of \nnext control section/division. And then SCOR shall inform these initials and private number \nalong with a Control Order to the Station Master of the block station immediately in rear of \nthe affected block section, indicating the numbe r and description of all trains which are on \nthe run between the ‘notice station’ and such block station, to which Caution Order shall be \nissued. Where auto phones are provided, these messages may be exchanged by station \nmaster duly advising the SCOR. \n4. List of ‘notice stations’: \n4.1. The ‘notice stations’ or any other stations where Divisional Caution Orders shall be \nissued are specified in the respective Divisional Working Time Tables. \n5. Description and preparation of Caution Order: \n5.1. Caution Order forms should be serially numbered and the name of the station issuing it \nshall be stamped on each copy. \n 5.2. A Caution Order should have space enough at least for four restrictions. No entries \nshould be made on the back side of the Caution Order sheet. If more than one Caution \nOrder form is used, pages should be serially numbered as Page-1, Page-2, page-3 etc. \n5.3. It shall specify the kilometreage, the station at which or the stations between which \ncaution is required to be observed, the reasons therefor and the speed at which the train will \ntravel on the restricted length. Names of the stations concerned should be written in full. \nCodes should not be used. The Caution Order should have all the speed restrictions \n(permanent and temporary) in force in a geographical order in relation to the direction of \nmovement upto the next ‘notice station’. \n5.4. Caution Order shall be specifically made out for each train. They shall be on white paper \nin blue or black font or typed or made out on computers with the words ‘Caution Order’ written \non top of the form in bold letters of appropriate font size to draw attention distinctly and signed \nin full. The Typed/Cyclostyled/ Computer printed Caution Orders are supplied to ‘notice", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 371, + "text": "344 \n \nstations’/train ordering stations/end cabins/bye-pass cabins/any other station nominated for \nthis purpose. Such Caution Orders shall be checked up by the Station Master before delivering \nto ensure that all the restrictions in force have been incorporated therein. The details such as \ntotal number of Caution Orders in force, number of additions and deletions shall also be \nindicated in those Caution Orders. Wherever speed restrictions are required to be observed at \ntwo or more locations in the same block section, the kilometreage of all such stations shall be \nindicated in geographical order in relation to the direction of movement. \n5.5. It shall always be dated and signed in full by Station Master or any other such staff as \nauthorized by Sr.DOM / DOM from time to time. \n5.6. In case of any error or overwriting, it shall be cancelled and a fresh one prepared and issued. \n6. Procedure for issue of Caution Order by the Station Master of notice station: \n6.1. On receipt of information of imposition / modification of speed restriction, the Station \nMaster of the ‘notice station’ shall acknowledge and shall not allow any train, from the time of \nreceipt of speed restriction, which has to pass through the affected block section, to leave \nhis station unless he has warned the Loco Pilot and the Gu ard of the speed restriction and \nits location through the issue of a Caution Order. \n6.2. If the Station Master of a ‘notice station’ has received no intimation of any speed \nrestriction to be observed between his station and the next ’notice station’ of th e train in the \ndirection of movement, he shall issue ‘nil’ Caution Order to the Loco Pilots and the Guards of \nall trains leaving his station. \n6.3. The Loco Pilot shall not start the train from a ‘notice station’ and the Guard shall not give \nsignal to start the train until they have received either the divisional Caution Order for \nrestrictions or ‘nil’ caution order. \n6.4. Caution Orders shall be issued to the Loco Pilots, Co -Loco Pilots/Assistant Loco Pilots \nand Guards of all trains at ‘notice stations’ that are nominated and notified in the Working \nTime Table for each section by the Station Master either personally or through a competent \nrailway servant deputed by him and the signatures of Loco Pilot and Guard obtained on the \nrecord foil or separate registers provided for this purpose in token of their having received. \n7. In case of train originating from station other than ‘notice stations’: \nIn case of a train originating from a station which is not a ‘notice station’, the Station Master \nshall consult the SCOR or the ’notice station’ in rear on double line or the ‘notice stations’ on \neither side on single line and issue Caution Order upto the ‘notice station’ in advance. \nHowever, when such information cannot be collected by the station due to failure of \ncommunications with the control or the ‘notice station’ in rear or the ‘notice station’ in advance \nand it becomes necessary to start the train, it should be started after issuing a Caution Order \nfor restrictions, if any, or a ‘nil’ Caution Order upto the block station in advance giving a written \nadvice to the Loco Pilot to stop at the block station in advance and act upon the instructions \navailable there. This procedure will be followed till a station is reached where particulars of all \nrestrictions can be obtained upto the ‘notice station’ in advance. \n 8.Change of train crew en route: \nIn case of change of train crew en route, the Loco Pilot/Gu ard taking over charge must take \nover all Caution Orders relating to his train and acquaint himself of the conditions on the line \ngiving due acknowledgement in the log book / rough journal of the Loco Pilot/Guard who is \nbeing relieved. \n9. Attaching of assisting/banking engine: \n9.1. In case a train is worked with an assisting engine / banking engine separately manned, the \nLoco Pilot and Assistant Loco Pilot of such engines shall also be issued with the Caution Order. \n9.2. In case of an assisting or a banki ng engine being attached at a station en route, the \nStation Master shall consult the SCOR or the ‘notice station’ in rear on double line or the \n‘notice station’ on either side on single line and issue Caution Order up to the ‘notice station’ \nin advance to the Loco Pilot and Assistant Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 372, + "text": "345 \n \n10. In case of local/suburban trains: \nIn case of trains running on suburban sections, Caution Order shall be issued to the Loco \nPilots / Motormen, Assistant Loco Pilots and Guards by the Station Master only of such \nstations as are indicated and specified in the WTT except in case of emergency \nnecessitating sudden imposition of speed restrictions. \n \n In respect of these trains, the Caution Orders shall cover the entire section on which the \ntrain is to run and shall be issued only once to the crew as per the link chart supplied unless \nsome speed restriction/restrictions is/are required to be imposed or some further speed \nrestriction/restrictions is/are required to be cancelled. \n \n11. Action by the SM after cancellation of the speed restriction: \n11.1. When the cause of such speed restriction or special precaution has been removed, the \nOfficial of Engineering / S&T / Mechanical / Electrical / Security / Traffic shall advise this fact \nto the Station Master of t he nearest block station, and other officials concerned who were \nnotified of the imposition of restriction duly recording the initials. \n 11.2. The Station Master receiving the advice regarding the removal of the restriction shall \nadvise this fact to the Station Master at the other end of the block section concerned, Station \nMaster of ‘notice station’ and other railway servants who were advised about it earlier. After \nissue of the advice regarding cancellation of the Caution Order, the Station Masters may \ndiscontinue the issuing of the Caution Order. \n11.3. The speed restrictions or special precautions which are cancelled, shall be scored out \nand signed by the Station Masters before delivering the Caution Order to the Loco Pilot and \nthe Guard of the trains. \n \n12. Record of Caution Order message registers: \n12.1. At all stations including ‘notice stations’, where Caution Orders are issued, the \nmessages received for imposing the speed restrictions must be properly pasted in the \nCaution Order message book with serial number. When the message is received canceling \nthe caution/speed restriction in force, the cancellation message should be pasted juxtapose \nto the imposition in the Caution Order message book and must bear reference to the serial \nnumber of the messa ge under which the caution/speed restriction was imposed. With \nreference to the serial numbers in the Caution Order message book, the Station Master shall \nkeep an up-dated record of all the speed restrictions imposed with the date and time of their \nenforcement and cancellation, authority, nature etc., in the Caution Order register and bring \nforward the Caution Orders in force every Monday at 0000 hours in geographical order in \nrelation to the direction of movement. \n12.2. All entries in the Caution Order register shall be made by the Station Master on duty in \nhis own hand writing. No codes shall be used while making entries in the Caution Order \nregisters which should always be kept with the Station Master on duty. The Station Master \nshall record in the statio n diary the serial numbers of all the Caution Orders in force at the \ntime of signing off duty. These entries shall also be checked and countersigned by the \nincoming Station Master while signing on duty. \n \n12.3. Serial numbers shall be used for both impositi on and cancellation of speed restrictions \nin the Caution Order message register throughout the year commencing from the 1st January \nto 31st December. \n12.4. The Caution Orders which are still in force on 31 st December shall be brought forward \ninto the new register being opened from 0000 hours of 1st January. The closing summary of \nthe Caution Orders in force in the old register (31 st Dec) shall become opening summary of \nthe new register (1 st Jan). Accordingly, the Caution Orders that are brought forward sh all", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 373, + "text": "346 \n \nbegin with serial No.1 (together with the reference of old serial number) and the subsequent \nrestrictions, in force from 1st January, shall be given the next serial numbers for posting. \n12.5. Caution Order records should be kept at other places like Co ntrol Offices, Crew \nbooking lobbies/cells etc. For this purpose a register shall be maintained separately for each \nsection and the speed restrictions in force be posted in geographical sequence according to \nkilometreage. Loco Pilots and Guards of outgoing trains shall carefully read and thoroughly \nacquaint themselves with the speed restrictions in force in the section from the registers and \nCaution Order indication boards maintained in the Crew booking lobby/cell. \n \n13. Preservation of Caution Orders: \n13.1. At ‘notice stations’, instead of preserving trainwise record copies, one master copy of \nCaution Order for each direction for each day (duly maintaining the changes if any) should \nbe preserved. \n13.2. At ‘notice stations/Crew control lobbies’, acknowle dgement of Loco Pilot / Co –Loco \nPilot, Assistant Loco Pilot (Loco Pilot and Assistant Loco Pilot of assisting engine / banking \nengine etc.) and Guard may be obtained in a separate register maintained directionwise. \n13.3. Record foils of the Caution Orders shall be preserved for a period of six months after \nuse.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 374, + "text": "347 \n \nAPPENDIX – II \n \nLEVEL CROSSING GATES \n \nI Census of traffic at Level Crossings: \n \nOnce in every three years, periodical census of traffic at all level crossings, i.e., both \nunmanned and manned shall be taken. This shall be carried out for 7 days and total Train \nVehicle Units (TVUs) per day (train units x road vehicle units) are worked o ut. Train, road \nvehicle, bullock carts and tongas are being considered as one unit; and cycle rickshaw/auto \nrickshaw being considered as half a unit. The census shall be carried out by a multi -\ndisciplinary inspectorial team consisting of inspectors of CE , S&T and Traffic Departments. \nThe mechanism shall be set up by the Divisional Railway Manager to ensure that the \nrepresentatives are present for the census by framing advance time table/ schedule for \nconducting census of level crossings. \n \nII Classification of Level Crossings: \n \nThe classification of level crossings shall be based on the volume of rail and road traffic \nand visibility conditions. \n \nThe classification of level crossings shall be as under:- \n \nS.No. CLASS CRITERIA INTERLOCKING \n \n1. Special \nClass \nTVUs greater than 50,000 Compulsory \n \n \n2. ‘A’ Class TVUs between 50,000 -30000 or line \ncapacity utilization 80% (on single \nline) and number of road vehicles \ngreater than 1000 \nCompulsory \n \n \n \n \n3. ‘B’ Class TVUs between 30,000 and 20,000 \nand number of road vehicles are \ngreater than 750. \n- - - - \n \n \n \n ‘B1’ Class TVUs between 30,000 and 25,000 Compulsory \n \n ‘B2’ Class TVUs between 25,000 and 20,000 - - - - \n \n4. ‘C’ Class All other level crossings not covered \nin above classes \n- - - - \n \n5. ‘D’ Class For cattle crossings - - - - \n \nIII Circumstances under which, Unmanned Level Crossings shall be manned: \n \nBased on traffic density, visibility and regular plying of buses etc., unmanned level \ncrossings have been categorized into I,II & III for manning at railways cost in a phased \nmanner on a programmed basis as per following priority:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 375, + "text": "348 \n \nCategory I Level Crossing where TVUs exceed 6000, number of road \nvehicles exceeds 180 and where visibility is clear. \n \nCategory II Level Crossing where TVUs exceed 6000, number of road \nvehicles exceeds 120 and where visibility is restricted. \n \nCategory III Level crossing where TVUs between 6000 and 3000 and where \nvisibility is restricted. \n \n \nFurther, manning of any unmanned level crossing shall not be done if motor vehicles do not \nply regularly. Manning of category III level crossings should be considered once manning of \nfirst two categories is over. Further, if any unmanned level crossing gets involved in more \nthan 3 accidents in 3 years, it should b e manned immediately irrespective of the category to \nwhich it belongs. \nIV These instructions should be read together with provisions in General & \nSubsidiary Rules. \n1. General instructions for all types of Level Crossing (LC) gates. \n1.1 Description of the LC gate: \nFollowing details shall be maintained at all level crossing gates : \n \n1. Number of LC Gate …………………. \n2. Engineering or Traffic Gate …………. \n3. Under control of PWI/SM ……………… \n4. Location at Km. ………………. \n5. At station ………………….. \n6. In between…………….and …………….. stations \n7. BG/MG……………………. \n8. Single line/Twin single line/Double line/Multiple line …………………….. \n9. Normal position ………………….. \n10. Interlocked/non-interlocked ……………………. \n11. Means of interlocking …………………….. \n12. Provision of Gate signal at Kms. \n(i) Up Line …………… \n(ii) Down line………………………….. \n13 Signalling arrangements …………………… \n14 Means of communication – Telephone / Bell etc., …………………… \n15 Width of level crossing gate ………………. \n16 Type of road (NH/SH/Others) …………………….. \n17 Name of road ……………………. \n18 Metal/non-metal …………………….. \n19 Approach road ………………………. \n20 Width of the road ……………………… \n21 Angle of road crossing (in case of the skew gates) ……………………. \n22 Road gradient (if any) \n(i) North/East side ………………. \n(ii) South/West side ……………… \n23 Road alignment (straight/curve) \n(i) North/East side ………………… \n(ii) South/West side ………………… \n24 Provision of height gauges ……………..", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 376, + "text": "349 \n \n25 Type of barriers ………………….. \n26 Length of check rails ………………….. \n27 Road surface in between LC gates ………………… \n28 Length of rumble strips/speed breakers …………………….. \n29 Road signs ……………………… \n30 Speed breaker indication board …………………. \n31 TVU ……………………. on ………………… \n32 Census next due on ………………… \n33 Demarcation for placement of detonators ……………… \n34 Number of Gatemen working ……………….. \n35 Nearest railway medical assistance ………………….. \n36 Nearest private medical assistance available (if any) ………. \n37 List of equipment available yes/no ……………… \n \n1.2 Equipment: \nItems Quantity/Numbers \n (1) Hand Signal lamp tri colour 3 (5 on quadruple/twin single line section) \n (2) Hand Signal flag – green 1 mounted on stick \n (3) Hand Signal flags – red 3 mounted on sticks (6 on quadruple/twin \nsingle line section and 7 on hexaple section) \n (4) Banner flags – Red 3 (5 on quadruple/twin single line section) \n (5) Posts for exhibiting red banner \nflag \n2 (4 on quadruple/twin single line section/ 5 \non Hexaple section) \n (6) Spare chains with padlocks 2 with stop mark \n (7) Detonators 10 \n (AS No.4, dated 11.01.10 – item No.11) \nS.No. 8 deleted and renumbered. \n1 (3 on multiple line, double line sections, \nautomatic signalling & ghat sections) \n (8) Gate lamps 2 \n(9) Tommy bar 1 \n(10) Mortar pan 1 \n(11) Spade/faurah 1 \n(12) Rammer 1 (In case of asphalted road, this may not be \nprovided) \n(13) Pick axe 1 (In case of asphalted road, this may not be \nprovided) \n(14) Tin case for flags 1 \n(15) Can for oil 1 \n(16) Water pot/Bucket 1 \n(17) Canister for muster roll 1 \n(18) Set of spare spectacles of \ngateman wearing glasses. \n1 \n(19) Board demarcating protection of \nLC gate diagram in case of \nobstruction on gate \n1 \n(20) Basket 1 \n(21) Whistle 1 \n(22) Wall clock 1 \n(Item No. 3 of A.S.No.1) \n(23) Small size chains with padlocks \n(for locking gate booms/gate leaves). \n2", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 377, + "text": "350 \n \n1.3. Records to be kept at gate lodge: \nIn addition to the above equipment, following records shall also be kept at the gate lodge. \n(1) Gate working instructions in Hindi/English. \n(2) Gate working instructions in local vernacular language \n(3) List of tools and books \n(4) Duty roster \n(5) Certificate for working as Gateman \n(6) Bio -data particulars of Gatemen, including date of passing vis ion test, initial/refresher \ncourse, safety camp, etc. \n(7) Public complaint book \n(8) Inspection book \n \n1.4. Mode of operation: \n \n1.4.1 Detailed mode of operation for opening and closing the gate shall be provided in the \nrespective SWR and gate working instructions incorporating local operational requirements. \n1.4.2 At non -interlocked gates, the Gateman, before opening the gate for road traffic, shall \nfix a banner flag by day and red light by night on the staff at the prescribed location of 5 \nmetres distance on either side of the gate on the single line sections and direction wise on \ndouble line sections. The banner flag / red light can be removed only after closing the gate \nagainst road traffic for passage of trains. \n1.4.3. When level crossing gate is required to be opened for passage of road traffic, the \nGateman must first open the gate farthest away from approaching road traffic and then open \nthe gate on the side nearest the approaching road traffic. \n \n1.5. Duties of Gateman: \n(1) Alertness: \nThe Gateman shall be alert and be prepared to take immediate action, should danger be \napprehended. Keys of the gate shall be in his personal custody. \n(2) Position during passage of trains: \nDuring passage of trains, Gateman will stand in the manner indicted below: \n(i) Gateman will stand attentively in front of the gate lodge facing the approaching train. \n(ii) In day time, he shall hold red and green flags furled up on separate sticks in right and left \nhands respectively. \n(iii) In night time, he shall hold lighted hand signal lamp with white light facing the track. \n(iv) He shall keep the whistle slung around his neck from a cord. \n(3) Routine duties of Gateman: \n(i) At non -interlocked LC gates and during emergencies or obstruction on track at other \ntypes of gates, Gateman shall ensure that red banner flag is placed across the track \nwhenever the gate is kept in open condition for passage of road vehicles. \n(ii) He shall ensure that gate lamps and lamps of all gate signals are lighted and kept burning \ncontinuously from sunset to sunrise. \n(iii) Gateman shall perform his duties strictly according to the duty roster and shall not leave \nthe gate unless reliever arrives and takes charge of it. However, if it is necessary to leave \nthe gate in an emergency, he must close and lock the gates against road traffic, before \nleaving the gate. \n(iv) Except where otherwise prescribed under special instructions, he sh all observe all passing \ntrains and be prepared to take such action as may be necessary to ensure safety of trains. \n(v) He shall watch all passing trains and keep sharp look out for any unusual like hot axle, \nhanging chains, hanging battery, any vehicle/wag on/train/battery box on fire, shifted load, \nfalling material like brake blocks, brake beams, safety bracket, vacuum cylinder or any other \nsituation endangering safe running of trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 378, + "text": "351 \n \n(vi) He shall also be prepared to repeat any signal which Guard may giv e to Loco Pilot on \nwalkie-talkie or in any other way. \nAASS NNoo..1111,, ddaatteedd 2233..0011..1133 –– iitteemm NNoo..44)) RRoouuttiinnee dduuttiieess ooff GGaatteemmaann ((vviiii)) iiss aammeennddeedd \n(vii) If lifting barriers/leaf gates get damaged or becomes out of order, he shall use the spare \nchain with disc and padlocks for securing the gate against road traffic. \nIf sliding boom arrangement is available, Gateman has to use them for closing the Gate \nagainst road traffic. If the interlocking arrangement is available for sliding booms, after \nclosing the gate with sliding booms, signals can be taken off. Before resorting to the use of \nsliding booms for closing the gate, Gateman shall make an entry in the Gate Timing Register \nand exchange PN with station master. After resuming working of normal booms, again entry \nto be made and PN to be exchanged with SM to this effect \n (viii) He shall report to the nearest Station Master, Gangman or PWI, any defect in his gate \nor apparatus pertaining to it, as soon as possible. \n(ix) In the event of gate signal becoming d efective, he shall maintain the signal in The ’on’ \nposition even by disconnecting the signal wire if necessary. \n(x) At the gate, whose signal has become defective, he shall close and lock the lifting \nbarriers / leaf gates on sighting a train and hand signa l or pilot the train past the defective \nsignal. In such case he should inform the Loco Pilot to report the defect at the next station. \n \n(xi) He shall wear badge and prescribed uniform while on duty at level crossing gate. \n(xii) He shall ensure that he is having competency certificate in his possession while on duty. \n(xiii) He shall work the gate as per Gate Working Instructions and remain well conversant \nwith these instructions. \n(xiv) He shall ensure that equipment supplied at the gate is in good order and ready for \nimmediate use. \n(xv) He shall see that the channel for the flange of the wheel is kept clear. \n(xvi) He shall keep the road surface well watered and rammed in case of non-metal roads. \n(xvii) He must be vigilant to see that inconvenience to road us ers due to closure of gates \nshould be to the minimum possible extent. \n \n(xviii) Gateman on electrified section shall watch that road vehicles/animals passing from \ngate are within the height gauge provided on either side of the level crossing gate. \n(xix) He shall prevent trespassing by persons or cattle to the maximum extent. \n(4) Action in case of unusual occurrence on train: \nIn case Gateman observes any thing unusual with a passing train, he shall take following \naction: \n(i) He shall take prompt action to warn the Loco Pilot/Guard of the passing train by showing \nred flag by day / red light by night. \n(ii) He shall simultaneously try to draw the attention of the Loco Pilot/Guard by whistling \ncontinuously, shouting, gesticulating or by any other means. \n(iii) If Loco Pilot / G uard fail to take notice, he shall immediately inform the Station \nMaster/Switchman, if connected on telephone, to take appropriate action. \n(iv) In case of train parting, he shall not show Stop hand signal but shall show prescribed \nsignal for train parting (refer para 1.8). \n(v) In case the train does not stop, he shall immediately inform the Station Master / \nSwitchman, if connected on telephone, to take appropriate action. \n(5) Action in an emergency at the LC gate: \n(i) In case of an obstruction at the LC gate, Gateman shall maintain the gate signals, if any, \nin the ‘on’ position. \n(ii) Thereafter, if he is unable to remove the obstruction, he shall immediately advise the \nStation Master / Switchman on duty, if connected by telephone, regarding the \ndefects/obstructions at the gate. \n(iii) If there is no response from the Station Master/Switchman after two or three attempts, \nhe shall first protect the gate and then inform on phone.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 379, + "text": "352 \n \nThe Gateman shall protect the line as under:- \n(a) On double line section: \n(i) if both lines are obstructed the Gateman shall plant a red banner flag by day/ red light by \nnight 5 metres away on posts duly provided for the purpose. He shall first protect the line on \nwhich a train is expected to arrive first. \n(ii) Then he will similarly plant the o ther red banner flag by day / red light by night on the \nother line 5 metres away from the site of obstruction. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) FFuusseeee ddeelleetteedd \n(iii) Gateman shall then proceed to protect the gate along with detonators, and red flag by \nday/red hand signal lamp by night. \n(iv) Gateman shall proceed exhibiting red flag by day / red hand signal lamp by night on the \nline on which a train is expected to arrive first, to a point 600 metres on BG and 400 metres \non MG and place one detonator on the line, thereafter he shall proceed to a distance of 1200 \nmetres on BG and 800 metres on MG from the level crossing gate and place 3 detonators on \nthe track 10 metres apart. Having thus protected the line, he shall return to the level crossing \ngate picking up the intermediate detonator on his way back. \n(v) Thereafter, he shall proceed on the other line, showing red hand signal, similarly place \ndetonators as described in para (iv) above and return to the site of obstruction, picking up \nthe intermediate detonator on his way back. \n(vi) Having returned to the gate, he must then take steps to remove the obstruction and warn \nthe Loco Pilot of the approaching train. \n(vii) In case the Gateman observes or hears a train approaching when he is still on his way \nto protect and before he reaches the stip ulated distance to place detonators, he shall place \ndetonators on the line at a distance as far away as he can go. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) lliigghhtt uupp aanndd ffiixx tthhee ffuusseeee ddeelleetteedd \n(viii) Thereafter, he shall warn the Loco Pilot and stop the approaching train by waving his \nred flag by day / red hand signal lamp by night repeatedly. \n (b) On single line section: \n(i) Gateman shall plant a red banner flag by day/ red light by night 5 metres away on posts \nduly provided for the purpose. He shall first protect the direction from which a train is \nexpected to arrive first. \n(ii) Then he will similarly plant the other red banner flag by day/red light by night towards the \nother direction 5 metres away from the site of obstruction. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..11)) FFuusseeee ddeelleetteedd \n(iii) Gateman shall then proceed to protect the gate along with detonators, and red flag by \nday/red hand signal lamp by night. \n(iv) Gateman shall proceed exhibiting red flag by day/ red hand signal lamp by night towards \nthe direction from which a train is expected to arrive first, to a point 600 metres on BG and \n400 metres on MG and place one detonator on the line. Thereafter he shall proceed to a \ndistance of 1200 metres on BG and 800 metres on MG/NG from the level crossing gate and \nplace 3 detonators on the track 10 metres apart. Having thus protected the line, he shall \nreturn to the level crossing gate picking up the intermediate detonator on his way back. \n(v) Thereafter, he shall proceed towards the other direction, showing red han d signal, \nsimilarly place detonators as described in para (iv) above and return to the site of \nobstruction, picking up the intermediate detonator on his way back. \n(vi) Having returned to the gate, he must then take steps to remove the obstruction and warn \nthe Loco Pilot of the approaching train. \n(vii) In case the Gateman observes or hears a train approaching when he is still on his way \nto protect and before he reaches the stipulated distance to place detonators, he shall place \ndetonators on the line at a distance as far away as he can go.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 380, + "text": "353 \n \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) lliigghhtt uupp aanndd ffiixx tthhee ffuusseeee ddeelleetteedd \n(viii) Thereafter, he shall warn the Loco Pilot and stop the approaching train by waving his \nred flag by day / red hand signal lamp by night repeatedly. \n (c) Other action to be taken by Gateman: \n \n(i) At night Gateman shall light two hand signal lamps and take action to exhibit red light and \nprotect the lines as described in sub paras (a) and (b) above. \n \n(ii) If the gate is broken by a road vehicle which is fouling the track or if lifting barriers / leaf \ngates or any other part of the gate foul the track or if there is any other obstruction at the \ngate, the Gateman shall take immediate action by noting down the particulars of the road \nvehicle, vehicle number, name of the driver, owner and relay these details to the nearest \nStation Master/Switchman or PWI regarding the particulars and obstructions at the level \ncrossing gate, through messenger or other means available. \n \n(item No. 4 of A.S.No.1) \n1.6 The normal position of all non -interlocked gates will be closed to road traffic. On \nexceptional circumstances, ‘B’ & ‘C’ class level crossing gates where road traffic is heavy may \nbe kept open for road traffic with the prior approval of PCE / CE (CO -ordination) and COM \nprovided the following conditions are satisfied: \n(i) The level crossing should not be on a suburban section. \n(ii) The level crossing should be equipped with co-acting lifting barriers. \n(iii) The section concerned should not have automatic block signalling. \n(iv) The level crossing should be provided with a telephonic connection with the Station Master \nand should have a system of obtaining private number from gateman in token of having closed \nthe gate. \n(v) The railway track at the level crossing sh ould be straight on either side to afford a clear \nview of an approaching train. \n(vi) As long as the gate is kept open for road traffic a red flag by day time and a red light during \nnight should be displayed towards the approaching train on either side of the level crossings. \n(vii) The level crossing shall be provided with Whistle Board on either side at an adequate \ndistance to enjoin the Loco Pilot of approaching train to give audible warning of the approach \nof train to the road users. \n(viii) Adequate number of Gatemen are provided. All such proposals should be personally \ndecided by the DRM and with details submitted for approval of PCE / CE (Co-ordination) and \nCOM. \nReview of such level crossings should be taken every two years and attempts should be made \nto provide necessary facilities and upgrade them to ‘A’ class at the earliest. \n \n1.7 The instructions for working of the level crossings, situated outside Stop signals (including \nthe working of bell and/or telephone communications with station, if provided) and also for \nthe procedure to be followed by the Gateman to protect the line, if an obstruction is caused \nat the level crossing, shall be issued by the engineering b ranch and a copy is kept at the \ngate lodge. Where a level crossing is equipped with gate signals, a copy of the signalling \nand interlocking diagram shall also be posted at the gate lodge. \n1.8 If a Gateman observes a train running in two or more portions, h e will draw the attention \nof the Loco Pilot, Guard or Brakes -man by shouting and / or by whistling. He will also show \ngreen hand signal during day and white light during night waving up and down vertically as \nhigh and as low as possible. He will in no case show red signal. Should he fail to attract the \nattention of the Loco Pilot and if there is sufficient distance between the parted portions of \nthe train, he must place 3 detonators on the line, 10 metres apart for the following portion or \nportions to attract the attention of the Guard. Gateman shall also look out for the tail board \nor tail lamp, as the case may be and advise the Station Master, if telephone communication \nis provided.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 381, + "text": "354 \n \n1. Special instructions for different types of level crossings: \nInstructions for different types of level crossing gates are given in annexures as follows: \nAnnexure Description \nI Engineering level crossing gate, interlocked with gate signals, provided with \ntelephone, with normal position ‘open to road traffic’. \n \nII Traffic level crossing gate, interlocked with stop signals of the station, \nprovided with telephone, with normal position ‘open to road traffic’. \n \nIII Traffic level crossing gate, non -interlocked, provided with telephone, with \nnormal position ‘closed to road traffic’. \n \nIV Engineering level crossing gate, non -interlocked, provided with telephone, \nwith normal position ‘open to road traffic’. \n \nV Engineering level crossing gate, non -interlocked, provided with telephone, \nwith normal position ‘closed to road traffic’. \n \nVI Engineering level crossing gate, non -interlocked, not provided with \ntelephone, with normal position ‘closed to road traffic’. \n \nVII Proforma of the register, to be maintained at station / gate lodge and \nproforma of certificate of competency. \n \n \nAnnexure-I \nWorking instructions for engineering level crossing gates interlocked with gate \nsignals, provided with telephone with normal position ‘open to road traffic’ \n(General Instructions are common for all types of LC gates) \n \n1. Mode of operation: \nDetailed mode of operation for opening and closing the LC gate shall be provided in the \nrespective SWR and Gate Working Instructions incorporating local operational requirements. \nWhen LC gate is required to be opened for passage of road traffic, the Gateman mu st first \nopen the gate farthest away from approaching road traffic and then open the gate on the \nside nearest the approaching road traffic. \n \n2. Intimation to Gateman \n(i) Immediately after departure of the train, Station Master/Switchman shall advise the \nGateman through telephone connected at his end, the number, description and direction of \nthe train. \n(ii) If the telephone is connected to the station at the receiving end, this advice shall be given \nby the Station Master/Switchman to the Gateman, as soon as he receives train entering \nsection advice from the dispatching station. \n(iii) If the actual running time of the train from either end of the section is less than 10 \nminutes, Station Master/Switchman will convey this advice to the Gateman before \nobtaining/granting Line Clear. \n(iv) It should be the duty of the Gateman to ensure that the gate is closed in time, so that \nthere is no detention to the train or excessive detention to road traffic. \n \n2. Failure of telephonic communication: \n \nWhen telephonic communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 382, + "text": "355 \n \n(i) If the telephone fails at the gate connected with the station at the dispatching end, Station \nMaster shall issue a Caution Order to the Loco Pilot of the departing train. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1111)) MMooddiiffiieedd \n(ii) Station master shall advise the loco pilot to give intermittently long whistles ( ------------) \nand proceed cautiously while approaching the gate. \n(iii) In case the gate signal is at ‘on’, he should stop short of the gate signal and follow the \nprocedure laid down under Rule 3.73. \n(iv) In case of an approaching train, the Station Master shall advise the Station Master at the \ndispatching end that the telephone at the gate has failed. \n(v) The Station Master at the dispatching end shall then issue a Caution Order to the Loco \nPilot before dispatching a train into the block section from his end. \n(vi) Station Master will also advise the Gateman through Gangm an/Patrolman/ Loco Pilot of \nthe first train that the telephone has become defective. \n(vii) Station Master should also advise S&T staff responsible for maintenance of the \ntelephone to rectify the same at the earliest. \n(viii) Normal working will be resumed o nly after S&T staff rectify the telephone and issue \nreconnection/fit memo for the same \n \n4. Failure of lifting barriers or leaf gates: \n(i) When the gates cannot be closed due to failure of lifting barriers or leaf gates, the \nGateman shall immediately inform the Station Master on duty and ensure that lifting barriers \nor leaf gates do not foul the track. \n(ii) He shall immediately fix red banner flag by day / red light by night on the post at that end \nfirst from which the train is approaching and then at the other end. \n((AASS NNoo..1111,, ddaatteedd2233..0011..1133–– iitteemm NNoo..55)) ppaarraa 44((iiiiii)) iiss aammeennddeedd \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and padlocks. \nNote: If sliding boom arrangement is available, Gateman has to use them for closing the \nGate against road traffic. \nIf the interlocking arrangement is available for sliding booms, after closing the gate with \nsliding booms, signals can be taken off. Before resorting to the use of sliding booms for \nclosing the gate, Gateman shall make an entry in the Gate Timing Register and exchange \nPN with station master. After resuming working of normal booms, again entry to be made \nand PN to be exchanged with SM to this effect. \n(iv) After securing the gate against road traffic, Gateman shall show green hand signal to the \nLoco Pilot of the approaching train. \n(v) Station Master on duty shall issue Caution Order to the Loco Pilot of a departing train. \n(vi) He shall also advise the Station Master at the dispatching end, to similarly issue a \nCaution Order to the Loco Pilot before despatching a train into the block section. \n(vii) Station Master shall advise maintenance staff responsible fo r maintaining the lifting \nbarrier/leaf gates to rectify the same at the earliest. \n(viii) Normal working will be resumed only after maintenance staff repair the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n5. Failure of gate key with the gate in closed position, when gate key cannot be \nextracted for opening the gate: \n(i) If the gate key cannot be extracted from the winch, gate signal lever or key transmitter, \nthen Gateman must immediately inform the Station Master/Switchman on duty on telephone. \n(ii) If emergency key is available at the gate lodge/cabin, Gateman/Switchman will take it out \nfrom the sealed box by breaking the seal and open the gate for road traffic. \n(iii) The details of the date and time of breaking the sealed cover of emergency key box shall \nbe recorded and signed with reasons. \n(iv) Thereafter, the gate must be treated as non -interlocked and procedure for \nreception/despatch of trains as prescribed for non-interlocked gates, should be adopted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 383, + "text": "356 \n \n(v) Station Master on duty shall issue Caution Order to the Loco Pilot of a departing train. \n(vi) He shall also advise the Station Master at the despatching end, to similarly issue a Caution \nOrder to the Loco Pilot before despatching a train into the block section from his end. \n(vii) Station Master shall advise S & T staff responsible for maintaining the key transmitter to \nrepair the same at the earliest. \n(viii) Normal working will be resumed only after S & T staff repair the key transmitter and \nissue reconnection/fit memo for the same. \n(ix) After rectification, the emergency key shall be replaced in the emergency key box and \nresealed by the S &T maintainer. \n6. Failure of the gate key, with the gate in open condition: \n(i) If the gate key cannot be extracted from winch, gate signal lever or key transmitter, then \nGateman must immediately inform the Station Master on duty on telephone. \n(ii) Thereafter the gate must be treated as non -interlocked and procedure for \nreception/despatch of trains as prescribed for non-interlocked gates should be adopted. \n((AASS NNoo..1111,, ddaatteedd2233..0011..1133–– iitteemm NNoo..66)) ppaarraa 66((iiiiii)) iiss aammeennddeedd \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and padlocks. \nNote: If sliding boom arrangement is available, Gateman has to use them for closing the \nGate against road traffic. \nIf the interlocking arrangement is available for sliding booms, after closing the gate with \nsliding booms, signals can be taken off. Before resorting to the use of sliding booms for \nclosing the gate, Gateman shall make an entry in the Gate Timing Register and exchange \nPN with station master. After resuming working of normal booms, again entry to be made \nand PN to be exchanged with SM to this effect. \n (iv) Station Master on duty shall issue a Caution Order to the Loco Pilot of a departing train. \n(v) He shall also advise the Station Master at the despatching end to similarly issue a Caution \nOrder to the Loco Pilot before despatching a train into the block section from his end. \n(vi) Station Master shall advise S & T staff responsible for maintaining the key transmitter to \nrepair the same at the earliest. \n(vii) Normal working will be resumed only after S & T staff repair the key transmitter and \nissue reconnection/fit memo for the same. \n(viii) After rectification, the emergency key shall be replaced in the emergency key box and \nresealed by the S & T maintainer. \n7. Defective gate signals: \n(i) The Gateman shall treat the gate signal as defective and must not take it 'off' under \nfollowing circumstances: \n(a) If gate signals can be taken ‘off’ without closing the gate, or \n(b) The key can be extracted from the operating winch when the gate is in open condition, or \n(c) The key can be extracted from the leaf gates when the gate is in open condition. \n(ii) If the gate or gate signal or Warner/Distant signal becomes defective in ‘off’ position, the \nGateman will make all efforts to put it at ‘on’ position even by cutting signal wires, if necessary. \n(iii) The Gateman will immediately advise the Station Master on duty, regarding defective gate signals. \n(iv) Thereafter the gate must be treated as non -interlocked and procedure for \nreception/despatch as prescribed for non-interlocked gates should be adopted. \n(v) He shall show green hand signal to the passing train after closing the gate. \n(vi) Station Master on duty will issue a Caution Order to the Loco Pilot of a departing train. \n(vii) He shall also advise the Station Master at the despatching end to similarly issue a Caution \nOrder to the Loco Pilot before despatching a train into the block section from his end. \n(viii) Station Master shall advise S & T staff responsible for maintaining the gate signal to \nrepair the same at the earliest. \n(ix) Normal working will be resumed only after S & T staff rectify the defective gate signal \nand issue reconnection/fit memo for the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 384, + "text": "357 \n \n8. Obstruction at the gate: \n(i) If the gate is broken by a road vehicle which is fouling the track or if lifting barriers/leaf \ngates or any other part of gate foul the tra ck or if there is any other obstruction at the gate, \nthe Gateman shall immediately put back gate signals to ‘on’ position. \n(ii) He shall fix red banner flag by day / red lamp by night on posts provided at both ends of \nthe gate for this purpose. \n(iii) Immediately after this, the Gateman shall advise the Station Master/Switchman on duty, \nregarding the defects/obstruction at the gate. \n(iv) If there is no response from the Station Master/Switchman after two or three attempts, \nhe shall first protect the gate and then inform on phone. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) FFuusseeee iiss ddeelleetteedd \n(v) Gateman shall then rush with detonators, and red HS f lag/red HS lamp in the direction of \nthe approaching train and protect the gate as stipulated in ‘general Instructions for duties of \nGateman’ under item number 1.5(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall n ote down the particulars of the road vehicle, name of the Driver, owner and \nrelay these details to the Station Master who shall not start the train unless he has been \nassured by the Gateman that the road vehicle or the lifting barriers/leaf gates are not f ouling \nthe track \n(viii) The Station Master shall also inform the Station Master at the despatching end, asking \nhim not to despatch any train into the block section from his end, until the track has been \ncleared of all obstructions. \n(ix) After the track has been cleared of all obstructions, the Gateman shall inform the Station \nMaster accordingly. \n(x) Station Master shall then issue a Caution Order to Loco Pilots of all trains to proceed \ncautiously and pass the gate signal at ‘on’ position on green hand signa l of the Gateman, if \nthe gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and thereafter exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the lifting \nbarriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n9. Obstruction on the track near level crossing gate: \n If there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the Gateman, the Gatem an and Station Master \nwill adopt the procedure given under item number (8) above. If the obstruction fouls the level \ncrossing gate, Gateman must keep the gates closed against road traffic till the track is \ncleared of the obstruction. \nAnnexure-II \nWorking instructions for traffic level crossing gates interlocked with Stop signals of \nthe station, provided with telephone, with normal position ‘open to road traffic’. \n(General Instructions are common for all types of LC Gates) \n1. Mode of operation: \nDetailed mode of operation for opening and closing the LC gate shall be provided in the \nrespective SWR and Gate Working Instructions incorporating local operational requirements. \nWhen LC gate is required to be opened for passage of road traffic, the Gateman must first \nopen the gate farthest away from approaching road traffic and then open the gate on the \nside nearest the approaching road traffic. \n2. Intimation to Gateman: \n(i) Before taking ‘off’ reception/departure signals, Station Master/Switchman shall inform the \nGateman, the number, description and direction of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 385, + "text": "358 \n \n(ii) The Gateman shall close the gate and transfer the key to the Station Master/Switchman. \n(iii) The reception/departure signals will then be taken ‘off’. \n(iv) In order to ensure that road traffic is n ot held up for a long time, the Station \nMaster/Switchman must ensure that the train is ready for departure in all respects before he \nadvises the Gateman for closing the gate. \n(v)If the gate is operated from the cabin itself, Station Master/Switchman shall ensure that \nthe gate is closed against road traffic, before taking ‘off’ reception/departure signals. \n(vi) When the train has to be piloted to and from the station yard or any shunting movement \nis to be done, the staff deputed to pilot the train or to perf orm shunting across the gate shall \nbe personally responsible to ensure that the gate is closed against road traffic before \nallowing any movement across the gate. \n(AS No.9, dated17.07.11 – item No.9) para vii is added \n(v) The opening and closing timings to be recorded in the gate PN exchange register by the \ngateman on duty. \n2. Failure of telephonic communication: \nWhen telephonic communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted – \n(i) Station Master on duty shall send written advice to the Gateman through the Porter with \nfull details of number, description and direction of the train. \n(ii) Gateman on receipt of such advice shall close the gate and transmit the key to the \nStation Master/Switchman which will enable them to take ‘off’ reception/departure signals. \n(iii) When sufficient time is not available because of greater frequency of train service, \nStation Master will issue written authority to the Loco Pilot to pass the signal at ‘on’ position. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1111)) \n (IV) In addition, the station master shall also issue a caution order advising loco pilot to give \nintermittently long whistles (- - - - - - -) and proceed cautiously while approaching the gate. \n (v) The Loco Pilot shall be instructed to pass the gate cautiously, on being hand signalled by \nthe Gateman. If hand signal is not seen, the Loco Pilot should be prepared to stop short of \nthe gate and ensure that gate is closed following Rule 3.73. \n(vi) In case of an approaching train, the Station Master shall advise the Station Master at the \ndespatching end that the telephone at the gate has failed. \n(vii) The Station Master at the despatching end shall then issue a Caution Order to the Loco \nPilot before despatching a train into the block section from his end. \n(viii) Station Master should also advise S&T staff responsible for maintenance of the \ntelephone to rectify the defect at the earliest. \n(ix) Normal working will be resumed only after S&T staff rect ifies the telephone and issue \nreconnection/fit memo for the same. \n4. Failure of lifting barriers or leaf gates: \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \nGateman will immediately inform the Station Master on duty and ensure that lifting barriers \nor leaf gates do not foul the track. \n(ii) He shall immediately fix red banner flag by day/ red light by night on the post at that end \nfirst from which the train is approaching and then at the other end. \n((AASS NNoo..1111,, ddaatteedd2233..0011..1133–– iitteemm NNoo..77)) ppaarraa 44((iiiiii)) iiss aammeennddeedd \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and padlocks. \nNote: If sliding boom arrangement is available, Gateman has to use them for closing the \nGate against road traffic. \nIf the interlocking arrangement is available for sliding booms, after closing the gate with \nsliding booms, signals can be taken off. Before resorting to the use of sliding booms for \nclosing the gate, Gateman shall make an entry in the Gate Timing Register and exchange \nPN with station master. After resuming working of normal booms, again entry to be made \nand PN to be exchanged with SM to this effect.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 386, + "text": "359 \n \n (iv) After securing the gate against road traffic, Gateman shall show green hand signal to \nthe Loco Pilot of the approaching train. \n(v) Station Master on duty shall issue Caution Order to the Loco Pilot of a departing train. \n(vi) He shall also advise the Station Master at the despatching end, to similarly issue a \nCaution Order to the Loco Pilot before despatchi ng a train into the block section from his \nend. \nvii) Station Master shall advise maintenance staff responsible for maintenance of lifting \nbarriers/leaf gates to repair the defect at the earliest. \nviii) Normal working will be resumed only after maintenance staff repair the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same \nNote: \n(a) In case of failure of lifting barriers/leaf gates worked from the cabin, Station Master will \nsend Station Porter to secure the gate against road traffic by safety chains and padlocks. \n(b) Authority to pass signals at ‘on’ position as per rules shall also be issued to the Loco \nPilots of both departing and arriving trains. \n5. Failure of the gate key with the gate in closed position, when gate key cannot be \nextracted for opening the gate: \n \n(i) If the gate key cannot be extracted from the winch, the gate leaves or the key transmitter, \nthen Gateman must immediately inform the Station Master/Switchman on duty on telephone. \n(ii) If emergency key is available at the gate lodge/cabin, Gateman/Switchman will take it out \nfrom the sealed box by breaking the seal and open the gate for road traffic. \n(iii) The details of the date and time of breaking the sealed cover of emergency key box shall \nbe recorded and signed with reasons. \n(iv) Thereafter, the gate must be treated as non -interlocked and procedure for \nreception/despatch of trains as prescribed for non-interlocked gates, should be adopted. \n(v) Station Master on duty shall issue a Caution Order to the Loco Pilot of a departing train. \n(vi) He shall also advise the Station Master at the despatching end, to similarly issue a Caution \nOrder to the Loco Pilot before despatching a train into the block section from his end. \n(vii) Station Master will advise S & T staff responsib le for maintenance of winch/gate \nleaves/key transmitter to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after S & T staff repairs the winch/gate leaves /key \ntransmitter and issue reconnection/fit memo for the same. \n(ix) After rectification, the emergency key shall be replaced in the emergency key box and \nresealed by the S & T maintainer. \n6. Failure of the gate key, with the gate in open condition: \n \n(i) If the gate key cannot be extracted from the winch, gate leaves or key tran smitter, then \nGateman must immediately inform the Station Master on duty on telephone. \n(ii) Thereafter the gate must be treated as non inter –locked and procedure for \nreception/despatch of trains as prescribed for non-interlocked gates should be adopted. \n((AASS NNoo..1111,, ddaatteedd2233..0011..1133–– iitteemm NNoo..88)) ppaarraa 66((iiiiii)) iiss aammeennddeedd \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and padlocks. \nNote: If sliding boom arrangement is available, Gateman has to use them for closing the \nGate against road traffic. \nIf the interlocking arrangement is available for sliding booms, after closing the gate with \nsliding booms, signals can be taken off. Before resorting to the use of sliding booms for \nclosing the gate, Gateman shall make an entry in the Gate Timing Register and exchange \nPN with station master. After resuming working of normal booms, again entry to be made \nand PN to be exchanged with SM to this effect. \n (iv) Station Master on duty shall issue a Caution Order to the Loco Pilot of a departing train. \n(v) He shall also advise the Station Master at the despatching end to similarly issue a Caution \nOrder to the Loco Pilot before despatching a train into the block section from his end.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 387, + "text": "360 \n \n(vi) Station Master will advise S & T staff responsible for maintenance of winch/gate \nleaves/key transmitter to rectify the defect at the earliest. \n(vii) Normal working will be resumed only after S&T staff repair the winch/gate leaves /key \ntransmitter and issue reconnection/fit memo for the same. \n(viii) After rectification, the emergency key shall be replaced in the emergency key box and \nresealed by the S & T maintainer. \n \n7. Obstruction at the gate: \n \n(i) If the gate is broken by a road vehicle which is fouling the track or if lifting barriers/leaf \ngates or any other part of the gate foul the track or if there is any other obstruction at the gate, \nthe Gateman shall immediately fix red banner flag by day / red light by night on posts \nprovided at both ends of the gate, for this purpose. \n(ii) Immediately after this, the Gateman shall advise the Station Master/Switchman on duty, \nregarding the defects/obstruction at the gate. \n(iii) Station Master/Switchman on duty shall be advised to put the reception/ departure signals \nback to ‘on’ position, if taken ‘off’ for a train. \n(iv) If there is no response from the Station Master/Switchman after two or three attempts, he \nshall first protect the gate and then inform on phone. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) FFuusseeee iiss ddeelleetteedd \n(v) Gateman shall then rush with detonators and red HS flag/red HS lamp in the direction of \nthe approaching train and protect the gate as stipulated in General Instructions for duties of \nGateman under item No. 1.5(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the Driver, owner and \nrelay these details to the Station Master who shall not start the train unless he has been \nassured by the Gateman that the road vehicle or the lifting barriers/leaf gates are not fouling \nthe track. \n(viii) The Station Master shall also inform the Station Master at the despatching end, asking \nhim not to despatch any train into the block section from his end, unt il the track has been \ncleared of all obstructions. \n(ix) After the track has been cleared of all obstructions, the Gateman shall inform the Station \nMaster accordingly. \n(x) Station Master shall then issue a Caution Order to Loco Pilots of all trains to proce ed \ncautiously and pass the reception/departure signal at ‘on’ position on green hand signal of the \nGateman, if the gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and thereafter exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the lifting \nbarriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be re sumed only after maintenance staff rectify the defective lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n \n8. Obstruction on the track near level crossing: \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by road \nvehicle or derailment which is visible to the Gateman, the Gateman and Station Master will \nadopt the procedure given under item No. 7 above. If the obstruction fouls the level crossing \ngate, Gateman must keep the gates closed agains t road traffic till the track is cleared of the \nobstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 388, + "text": "360(i) \nAnnexure - III \nWorking instructions for traffic level crossing gates, non – interlocked, provided \nwith telephone with normal position ‘closed to road traffic’ \n(General Instructions are common for all types of LC Gates) \n \n1. Mode of operation: \nDetailed mode of operation for opening and closing the level crossing gate shall be provided \nin the respective SWR and Gate Working Instructions incorporating local operational \nrequirements. When level crossing gate is required to be opened for passage of road traffic, \nthe Gateman must first open the gate farthest away from approaching road traffic and then \nopen the gate on the side nearest the approaching road traffic. \n \n2. Exchange of PN: \n(i) Before obtaining/granting Line Clear, Station Master shall inform the Gatema n the \nparticulars of train and give PN. Gateman shall record the particulars and after closing the \ngate, if not already closed, against road traffic shall communicate a PN to the Station Master. \n(ii) After confirming from Gateman that the train passed thro ugh the gate or neither LC is \nobtained nor granted to a train, Station Master/ Switchman, when asked by Gateman, shall \nallow the Gateman to open the gate for the purpose of clearing road traffic. \n(iii) Gate once closed can be opened by the Gateman (after p assage of trains / train or \nchange in planning of train movement etc.,) with the permission of the Station Master, as the \nneed of opening the LC gate is known to Gateman according to road traffic to be cleared. \n(iv) After passage of road traffic, the Gateman shall close the gate and confirm this to Station \nMaster/Switchman. \n \n3. Failure of telephonic communication: \nWhen telephonic communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted – \n(i) Station Master on duty shall send written advice to the Gateman through the porter with \nfull details of number, description and direction of the train. \n(ii) Gateman on receipt of such advice shall acknowledge the same after closing the gate, \nduly supported by a PN.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 389, + "text": "360(ii) \n \n \n \n \n \n \n \n \nBLANK", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 390, + "text": "361 \n(iii) On receipt of confirmation about closer of the gate, reception/departure signals will then \nbe taken ‘off’. \n(iv) When sufficient time is not available because of greater frequency of train service, Station \nMaster will issue written authority to the train Loco Pilot to pass the signal at ‘on’ position. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1111)) MMooddiiffiieedd \n(V) In addition, the s tation master shall also issue a caution order advising loco pilot to give \nintermittently long whistles (- - - - - - -) and proceed cautiously while approaching the gate. \n (vi) The train Loco Pilot should be instructed to pass the gate cautiously, on being hand \nsignalled by the Gateman. If hand signal is not seen, Loco Pilot should be prepared to stop \nshort of the gate and ensure that gate is closed following Rule 3.73. \n(vii) In case of an approaching train, the Station Master shall advise the Station Master at the \ndespatching end, under exchange of PN that the telephone at the gate has failed. \n(viii) The Station Master at the despatching end shall then issue a Caution Order to the Loco \nPilot before despatching a train into the block section from his end. \n(ix)Station Master should also advise S&T staff responsible for maintenance of the telephone \nto rectify the defect at the earliest. \n(x) Normal working will be resumed only after S&T staff rectifies the telephone and issue \nreconnection/fit memo for the same. \n4. Failure of lifting barriers or leaf gates: \n(i) When the gates cannot be closed due to failure of lifting barriers or leaf gates, \nthe Gateman will immediately inform the Station Master on duty under exchange of PN and \nensure that lifting barriers or leaf gates do not foul the track. \n(ii) He shall immediately fix red banner flag by day/ red light by night on the post at that end \nfirst from which the train is approaching and then at the other end. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and padlocks. \n(iv) After securing the gate against road traffic, he shall show green hand signal \nflag by day/green light by night to the Loco Pilot of an approaching train. \n(v) Station Master on duty shall issue Caution Order to the Loco Pilot of a departing train. \n(vi) He shall also advise the Station Master at the despatching end, under exchange of PN, \nto similarly issue a Caution Order to the Loco Pilot before despatching a train into the block \nsection from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after maintenance staff repair the lifting barrier/leaf \ngates and issue reconnection/fit memo for the same \nNote: (a) In case of failure of lifting barriers/leaf gates worked from the cabin, Station Master will send \nStation Porter to secure the gate against road traffic by means of safety chains and padlocks. \n(b) Authority to pass signals At ‘on’ position as per rules shall also be issued to the Loco \nPilots of both arriving and departing trains. \n5. Obstruction at the gate: \n(i) If the gate is broken by a road vehicle which is fouling the track or if lifting barriers/leaf \ngates or any other part of the gate foul the track or if there is any other obstruction at the \ngate, the Gateman shall immediately fix red banner flag by day / red light by night on the \nposts provided at both ends of the gate, for this purpose. \n(ii) Immediately after this, the Gateman shall advise the Station Master/ Switchman on duty, \nregarding the defects/obstruction at the gate, under exchange of PN. \n(iii) Station Master/Switchman on duty shall be advised to put the reception/departure signals \nback to ‘on’ position, if taken ‘off’ for a train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 391, + "text": "362 \n \n(iv) If there is no response from the Station Master/Switchman after two or three attempts, he \nshall first protect the gate and then inform on phone. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) FFuusseeee iiss ddeelleetteedd \n(v) Gateman shall then rush with detonators and red hand signal flag/ red light in the \ndirection of the approaching train and protect the gate as stipulated in General Instructions \nfor duties of Gateman under item No. 1.5(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner and \nrelay these details to the Station Master who shall not start the train unless he has been \nassured by the Gateman that the road vehicle or the lifting barriers/leaf gates are not fouling \nthe track. \n(viii) The Station Master shall also inform the Station Master at the despatching end, under \nexchange of PN, asking him not to despatch any train into the block section from his end, \nuntil the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions, the Gateman shall inform the Station \nMaster accordingly, under exchange of PN. \n(x) Station Master shall then issue a Caution Order to Loco Pilots of all trains to proceed \ncautiously and pass the re ception/departure signal at ‘on’ position on green hand signal of \nthe Gateman, if the gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and thereafter exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the lifting \nbarriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n \n5. Obstruction on the track near level crossing: \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by road vehicle or \nderailment which is visible to the Gateman, the Gateman and Station Master will adopt the \nprocedure given under item No. 5 above. If the obstruction fouls the level crossing gate, Gateman \nmust keep the gates closed against road traffic till the track is cleared of the obstruction. \n \nANNEXURE - IV \nWorking instructions for engineering level crossing gates, non – interlocked, \nprovided with telephone with normal position ‘open to road traffic’ \n(General Instructions are common for all types of LC Gates) \n \n1. Mode of operation: \nDetailed mode of operation for opening and closing the LC gate shall be provided in the \nrespective SWR and Gate Working Instructions incorporating local operational requirements. \nWhen LC gate is required to be opened for passage of road traffic, the Gateman must first \nopen the gate farthest away from approaching road traffic and then open the gate on the \nside nearest the approaching road traffic. \n ((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..1111)) MMooddiiffiieedd \n2. Exchange of PN: \n(i) Before obtaining/granting Line Clear, Station Master shall inform the Gateman the \nparticulars of train( the number, description and direction ) and advise him to close the gate \nand give PN. Gateman shall record the particulars in the register provided at gate lodge. \n(ii) The Gateman on receipt of the particulars of the train shall close the gate and confirm the \nsame by giving his PN to the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 392, + "text": "363 \n \n(iii) Only after receiving the PN from the gateman the Station Master shall obtaining/granting Line Clear \n(iv) Gate once closed can be opened by the Gateman after passage of train/trains. If there is \nany change in planning of train movement SM has to inform gateman under exchange of \nPN and then the gateman can open the gate. \n \n3. Failure of telephonic communication: \n \nWhen telephonic communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted – \n(i) Station Master at the despatching end shall issue a Caution Ord er to the Loco \nPilot before despatching a train into the block section from his end. \n \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1111)) MMooddiiffiieedd \n \n(ii) In addition, the station master shall also issue a caution order advising loco pilot to give \nintermittently long whistles (- - - - - - -) and proceed cautiously while approaching the gate. \n (iii) The Loco Pilot should be instructed to pass the gate cautiously, on being hand signalled \nby the Gateman. If hand signal is not seen, Loco Pilot should be prepared to stop sh ort of \nthe gate and depute his Assistant Loco Pilot to see the condition of the gate. If the gate is \nclosed, Assistant Loco Pilot will give the ‘all right‘ signal and if the gate is not closed, the \nAssistant Loco Pilot must close the gate and then give the ‘all right’ signal. In the absence of \nAssistant Loco Pilot, the Loco Pilot may take the assistance of the Assistant Guard/Guard \nand shall stop clear of the level crossing to pick up the Assistant Loco Pilot who will reopen \nthe gate for passage of road traffic. \n(iv) In case of an approaching train, the Station Master shall advise the Station Master at the \ndespatching end, under exchange of PN, that the telephone at the gate has failed. \n(v) The Station Master at the despatching end shall then issue a Cautio n Order to the Loco \nPilot before despatching a train into the block section from his end. \n(vi) Station Master shall also advise the Gateman through Gangman/Patrolman or Loco Pilot \nof the first train that the telephone has become defective. \n(vii) He should also advise S&T staff responsible for maintenance of the telephone to rectify \nthe defect at the earliest. \n(viii) Normal working will be resumed only after S&T staff rectifies the telephone and issue \nreconnection/fit memo for the same. \n \n4. Failure of lifting barriers or leaf gates: \n \n(i) When the gates cannot be closed due to failure of lifting barriers or leaf gates, the \nGateman will immediately inform the Station Master/Switchman on duty under exchange of \nPN and ensure that lifting barriers or leaf gates do not foul the track. \n(ii) He shall immediately fix red banner flag by day/ red light by night on the post at that end \nfirst from which the train is approaching and then at the other end. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and padlocks. \n(iv) After securing the gate against road traffic, Gateman shall show green hand signal to the \nLoco Pilot of an approaching train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 393, + "text": "364 \n \n(v) Station Master on duty shall issue Caution Order to the Loco Pilot of a departing train. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of PN, to \nsimilarly issue a Caution Order to the Loco Pilot before despatching a train into the block \nsection from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after maintenance staff rectify the lifting \nbarrier/leaf gates and issue reconnection/fit memo for the same. \n \n5. Obstruction at the gate: \n \n(i) If the gate is broken by a road vehicle which is fouling the track or if lifting barriers/leaf \ngates or any other part of the gate foul the track or if there is any other obstruction at the \ngate, the Gateman shall immediately fix red banner flag by day / red light by night on posts \nprovided at both ends of the gate, for this purpose. \n(ii) Immediately after this, the Gateman shall advise the Station Master/Switchman on duty, \nregarding the defects/obstruction at the gate, under exchange of PN. \n(iii) Station Master/Switchman on duty shall be advised to put the reception/departure signals \nback to ‘on’ position, if taken ‘off’ for a train. \n(iv) If there is no response from the Station Master/Switchman after two or three attempts, he \nshall first protect the gate and then inform on phone. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) FFuusseeee ddeelleetteedd \n(v) Gateman shall then rush with detonators, and red hand signal flag /red hand signal light \nin the direction of the approaching train and protect the gate as stipulated in General \nInstruction for duties of Gateman under item No. 1.5 (5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the Driver, owner and relay \nthese details to the Station Master who shall not start the train unless he has been assured by \nthe Gateman that the road vehicle or the lifting barriers/leaf gates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the despatching end, under \nexchange of PN, asking him not to dispatch any train into the block section from his end, \nuntil the track has been cleared of all obstructions. \n(ix) After the track has been cleared of all obstructions the Gateman shall inform the Station \nMaster accordingly, under exchange of PN. \n(x)Station Master shall then issue a Caution Order to Loco Pilots of all trains to proceed \ncautiously, and pass the gate on green hand signal of the Gateman, if the gate is broken, but \nis clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and thereafter exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the lifting \nbarriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n6. Obstruction on the track near level crossing : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by road vehicle \nor derailment which is vi sible to the Gateman, the Gateman and Station Master will adopt the \nprocedure given under item number 5 above. If the obstruction fouls the Level Crossing Gate, \nGateman must keep the gates closed against road traffic till the track is cleared of the obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 394, + "text": "365 \n \nANNEXURE - V \nWorking instructions for engineering level crossing gates, non – interlocked, provided \nwith telephone with normal position ‘closed to road traffic’ \n(General Instructions are common for all types of LC Gates) \n1. Mode of Operation: \nDetailed mode of operation for opening and closing the LC gate shall be provided in the \nrespective SWR and Gate Working Instructions incorporating local operational requirements. \nWhen LC gate is required to be opened for passage of road traffic, the Gatem an must first \nopen the gate farthest away from approaching road traffic and then open the gate on the \nside nearest the approaching road traffic. \n2. Exchange of PN: \n(i) Before obtaining/granting Line Clear, Station Master shall inform the Gateman the \nparticulars of train and give PN. Gateman shall record the particulars and after closing the \ngate, if not already closed against road traffic shall communicate a PN to the Station Master. \n(ii)After confirming from Gateman that the train passed through the gate or neither LC is \nobtained nor granted to a train, Station Master/ Switchman, when asked by Gateman, shall \nallow the Gateman to open the gate for the purpose of clearing road traffic. \n(iii)Gate once closed can be opened by the Gateman (after passage of trai ns / train or \nchange in planning of train movement etc.,) with the permission of the Station Master, as the \nneed of opening the LC gate is known to Gateman according to road traffic to be cleared. \n(iv)After passage of road traffic, the Gateman shall close the gate and confirm this to Station \nMaster/Switchman. \n((AASS NNoo..99,, ddaatteedd1177..0077..1111–– iitteemm NNoo..1100)) ppaarraa ((vv)) aaddddeedd \n(v) The opening and closing timings to be recorded in the gate PN exchange register by the \ngateman on duty \n3. Failure of telephonic communication: \nWhen telephonic communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted – \n(i) Station Master at the despatching end shall issue a Caution Order to the Loco Pilot of the \ndeparting train. \n(ii)The Caution Order shall advise the Loco Pilot to whistle continuously and approach the \ngate cautiously. \n(iii)The Loco Pilot shall be instructed to pass the gate cautiously, on being hand signalled by \nthe Gateman. If hand signal is not seen, Loco Pilot should be prepared to stop short of the \ngate and depute his Assistant Loco Pilot to see the condition of the gate. If the gate is \nclosed, Assistant Loco Pilot will give the ‘all -right’ signal and if the gate is not closed, the \nAssistant Loco Pilot must close the gate and then give the ‘all- right’ signal. In the absence of \nAssistant Loco Pilot, the Loco Pilot may take the assistance of the Assistant Guard/Guard . \n(iv)In case of an approaching train, the Station Master shall advise the Station Ma ster at the \ndispatching end, under exchange of PN that the telephone at the gate has failed. \n(v) The Station Master at the despatching end shall then issue a Caution Order to the Loco \nPilot before dispatching a train into the block section from his end. \n(vi) Station Master shall also advise the Gateman through Gangman/Patrolman or Loco Pilot \nof the first train that the telephone has become defective. \n(vii) He should also advise S&T staff responsible for maintenance of the telephone to rectify \nthe same at the earliest. \n(viii) Normal working will be resumed only after S&T staff rectify the telephone and issue \nreconnection/fit memo for the same. \n4. Failure of lifting barriers or leaf gates: \n(i) When the gates cannot be closed due to failure of liftin g barriers or leaf gates, the \nGateman will immediately inform the Station Master on duty under exchange of PN and \nensure that lifting barriers or leaf gates do not foul the track.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 395, + "text": "366 \n \n(ii) He shall immediately fix red banner flag by day / red light by night o n the post at that end \nfirst from which the train is approaching and then at the other end. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and padlocks. \n(iv) After securing the gate against road traffic, he shall show gr een hand signal to the Loco \nPilot of approaching train. \n(v) Station Master on duty shall issue Caution Order to the Loco Pilot of a departing train. \n(vi) He shall also advise the Station Master at the despatching end, under exchange of PN, \nto similarly issue a Caution Order to the Loco Pilot before despatching a train into the block \nsection from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the same at the earliest. \n(viii) Normal working will be resumed only after maintenance staff rectify the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n5. Obstruction at the gate: \n(i) If the gate is broken by a road vehi cle which is fouling the track or if lifting barriers/leaf \ngates or any other part of the gate foul the track or if there is any other obstruction at the \ngate, the Gateman shall immediately fix red banner flag by day/red light by night on posts \nprovided at both ends of the gate, for this purpose. \n(ii) Immediately after this, the Gateman shall advise the Station Master/ Switchman on duty, \nregarding the defects/obstruction at the gate, under exchange of PN. \n(iii) Station Master/Switchman on duty shall be advised to put the reception/departure signals \nback to ‘on’ position, if taken ‘off’ for a train. \n(iv) If there is no response from the Station Master/Switchman after two or three attempts, he \nshall first protect the gate and then inform on phone. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) FFuusseeee ddeelleetteedd \n(v)Gateman shall then rush with detonators and red HS flag / red hand signal light in the \ndirection of the approaching train and protect the gate as stipulated in General Instructions \nfor duties of Gateman under item No. 1.5(5). \n(vi)Thereafter he shall protect the gate from the other direction also. \n(vii)He shall note down the particulars of the road vehicle, name of the Driver, owner and relay \nthese details to the Station Master who shall not start the train unle ss he has been assured by \nthe Gateman that the road vehicle or the lifting barriers/leaf gates are not fouling the track. \n(viii)The SM shall also inform the Station Master at the despatching end, under exchange of \nPN, asking him not to despatch any train i nto the block section from his end, until the track \nhas been cleared of all obstructions. \n(ix)After the track has been cleared of all obstructions the Gateman shall inform the Station \nMaster accordingly, under exchange of PN. \n(x)Station Master shall then i ssue a Caution Order to Loco Pilots of all trains to proceed \ncautiously, and pass the gate on green hand signal of the Gateman, if the gate is broken, but \nis clear of any obstruction. \n(xi)Gateman shall secure the gate against road traffic by means of safet y chains and \npadlocks and thereafter exhibit green hand signal, if the gate is not obstructed. \n(xii)Station Master shall advise maintenance staff responsible for maintaining the lifting \nbarriers/leaf gates to repair the same at the earliest. \n(xiii)Normal working will be resumed only after maintenance staff rectify the defective lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n6. Obstruction on the track near level crossing: \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by road \nvehicle or derailment which is visible to the Gateman, the Gateman and Station Master will \nadopt the procedure given under item number 5 above. If the obstruction fouls the level \ncrossing gate, Gateman must keep the gates closed against road traffic till the track is \ncleared of the obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 396, + "text": "367 \n \nANNEXURE – VI \nWorking instructions for engineering level crossing gates, non – interlocked, not \nprovided with telephone with normal position ‘closed to road traffic’ \n(General Instructions are common for all types of LC Gates) \n \n1. Mode of Operation: \n \nDetailed mode of operation for opening and closing the LC gate shall be provided in the \nrespective SWR and Gate Working Instructions incorporating local operational requirements. \nWhen LC gate is required to be opened for passage of road traffic, the Gateman must first \nopen the gate farthest away from approaching road traffic and then open the gate on the \nside nearest the approaching road traffic. \n \n(i) Whenever the Gateman has to pass a road vehicle across the level crossing gate, he \nmust ensure that no train is in sight in either direction, nor there is any audible sound of an \napproaching train. \n \n(ii) He shall then plant red banner flags by day/red lights by night on posts provided on both \nsides of the gate for this purpose. \n \n(iii) He shall then open the gate to pass road traffic, and close it again immediately thereafter. \n \n(iv) He shall then remove the red banner flags by day/red lights by night. \n \n(v) If the Gateman sees or hears the train approaching the level crossing gate when the \ngate is in open condition, he shall rush with detonators, fusee and red hand signal flag/red \nhand signal light towards the approaching train. \n \n(vi) If the train is too close, he shall place detonators on the line at a distance as far away as \nhe can go. \n \n(vii) Thereafter he shall light up and fix the fusee to warn the Loco Pilot and stop the \napproaching train by waving his red hand signal flag by day/red hand signal light by night \nrepeatedly. \n \n(viii) If there is sufficient time, the Gateman will p rotect his gate as stipulated in general \ninstructions for duties of Gateman under item number 1.5 (5). \n \n1. Failure of lifting barriers or leaf gates: \n \n(a) Failure when the gate is in open condition – \n \n(i) Gateman shall first ensure that the lifting barriers/leaf gates do not foul the track. \n \n(ii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n \n(iii) He shall fix red banner flags by day/red lights by night on posts provided at both sides of \nthe gate for this purpose. \n \n(iv) If he sees a t rain approaching a gate before he has secured the gate, he shall rush \ntowards the train with detonators, fusee and red hand signal flag / red hand signal light. \n(v) He shall place detonators on the line at a distance as far away as he can go. \n(vi) Thereafter, he shall light up and fix the fusee to warn the Loco Pilot and stop the \napproaching train by waving his red hand signal flag/red hand signal light repeatedly. \n \n(vii) He shall send information through Gangmate / Patrolman / Keyman or Loco Pilot of a \npassing train to the PWI/SM concerned, asking for necessary action.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 397, + "text": "368 \n \n \n(viii) Station Master on duty shall issue Caution Order to the Loco Pilot of a departing train. \n \n(ix) He shall also advise the Station Master at the despatching end, under exchange of \nPN, to similarly issue a Caution Order to the Loco Pilot before dispatching a train into the \nblock section from his end. \n(x) Station Master shall advise maintenance staff responsible for maintaining the lifting \nbarriers/leaf gates to rectify the same at the earliest. \n(xi) Normal working will be resumed only after maintenance staff repair the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n(b) Failure when the gate is in closed condition: \nThe Gateman shall send information through Gangmate / Patrolman / Keyman or Loco Pilot \nof a passing train to the PWI/Station Master concerned, asking for necessary action. \n \n3. Obstruction at the gate: \n(i) If the gate is broken by a road vehicle which is fouling the track or if lifting barriers/leaf \ngates or any other part of the gate foul the track or if there is any other obstruction at the \ngate, the Gateman shall immediately fix red banner flags by day/red lights by night on the \nposts provided at both ends of the gate, for this purpose. \n((AASS NNoo..44,, ddaatteedd 1111..0011..1100 –– iitteemm NNoo..1111)) FFuusseeee ddeelleetteedd \n(ii) Gateman shall then rush with detonators and red hand signal flag/red hand signal light in \nthe direction of the approaching train and protect the gate as stipulated in General \nInstruction for duties of Gateman under item number 1.5 (5). \n \n(iii) Thereafter he shall protect the gate from the other direction also. \n \n(iv) He shall note down the particulars of the road vehicle, name of the driver, owner and \nrelay these details to the nearest Station Master & PWI through a Gangman / Patrolman / \nKeyman or any other railway employee or through the Loco Pilot of a passing train. \n \n(v) After being informed, the Station Master shall not start any train unless he has verified \nthat the obstruction has been removed and the gate is safe for the passage of trains. \n \n(vi) He shall also inform the Station Master at the despatching end, under exchange of PN, \nnot to despatch any train into the block section, until the track has been cleared of all \nobstructions. \n \n(vii) After the track has been cleared of all obstructions the Gateman shall inform the Station \nMaster accordingly. \n \n(viii) Station Ma ster shall then issue a Caution Order to Loco Pilots of all trains to proceed \ncautiously and pass the gate on green hand signals of the Gateman, if the gate is broken, \nbut is clear of any obstruction. \n(ix) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and thereafter exhibit green hand signal, if the gate is not obstructed. \n(x) Station Master shall advise maintenance staff responsible for maintaining the lifting \nbarriers/leaf gates to repair the same at the earliest. \n(xi) Normal working will be resumed only after maintenance staff rectify the defective lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n \n2. Obstruction on the track near level crossing: \n \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by road \nvehicle or derailment which is visible to the Gateman, the Gateman and Station Master shall \nadopt the procedure given under item number 3 above. If the obstruction fouls the level \ncrossing gate, Gatem an must keep the gates closed against road traffic till the track is \ncleared of the obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 398, + "text": "369 \n \nANNEXURE VII \n \n1. Proforma of the Register to be maintained at station and gate lodge At Station \n \nDate Train No. LC No. Time & PN \ngiven by SM to \nthe gateman \nabout the train \n \n \n \nTime & PN \nreceived by SM \nfrom Gateman in \nassurance of \nclosure of the gate \n \n \nSignature of \nStation Master \nTime PN Time PN \n \nAt Gate Lodge \n \n \nNote: In case of interlocked LC gates, train number and time of advice only need to be filled up. \n \n \n2. Certificate of competency \n \nThe certificate of competency issued by training centre after completion of stipulated period \nof initial/ refresher training course will be valid for a period of 5 years from the date of issue. \n \n Certificate of competency \n E&T/1601 \nCertified that Shri --------------------------------------S/o-------------------------------- Designation--------------\n--Staff number ------------------ has been examined in the duties of Gateman. He is considered \ncompetent to work at different classes of level crossing gates and conversant in use of hand \nsignals, detonators and other equipment provided at gate. He is also conversant in the procedure \nadopted during abnormal conditions. \n \nHe has attended initial/refresher course number ---------------------- from----------- to \n………………………………at this centre. \n \nPlace \nDate of issue \nValid upto Signature \nOffice Seal Designation \n (In charge of Training centre) \n \nDate Train \nNo. \nTime & PN given by \nSM to the gateman \nabout the train \n \n \n \nTime & PN received by \nSM from Gateman in \nassurance of closure \nof the gate \n \n \nSignature of Gateman \nTime PN Time PN", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 399, + "text": "370 \n \n3. Action to be taken in case of failure of interlocking at interlocked level crossing \ngates: \nThe interlocked level crossing gates should be treated as non -interlocked in the following \ncircumstances:- \ni) When a reception/departure/IB signal protecting the LC gate becomes defective \nand necessary authority is required to pass such defective signal. \nii) The movement of trains required on wrong line during TSL working or traffic / \nline blocks on double line. \nStation Master shall adhere to the procedure pertaining to the non -interlocked gate before \nallowing any train in such circumstances. \n \n4. Action to be taken in case of change in planning/cancellation of movement at non -\ninterlocked gates: \nAfter getting the private num ber in assurance of closure of level crossing gate from \nGateman, if the train has not left due to change in planning/some circumstances, Station \nMaster on duty shall inform the cancellation of the train movement supported by a private \nnumber. Then only he can permit Gateman to open the level crossing gate to the road traffic. \nIn case, the same train has to be despatched after some time, Station Master shall \nexchange private numbers with the Gateman afresh.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 400, + "text": "371 \n \nAPPENDIX III \nNON-INTERLOCKED WORKING \n 1. Working of trains when interlocking between signals and points/track \ncircuits/axle counters/slots/slides, block instruments etc., is temporarily disconnected, is \ncalled Non-interlocked (NI) working. \n2. Occasions for non-interlocked working \na) Overhauling of lever frames/panels, \nb) Remodeling of station/gauge conversion/doubling, \nc) Introduction of panel interlocking / RRI, \nd) Replacement of worn out frames / panels, \ne) Cable meggering, \nf) S&T / engineering joint works etc. \n2.1. All preparatory works which can be completed without NI working should be \ncompleted before NI working is introduced. Proper lighting arrangement should be made for \nnight working. Signalling and engineering works should be done round the clock during NI \nworking so that period of NI working may be reduced to the barest minimum possible. \n2.1.1. For minor works, the period of NI working should be decided by concerned branch \nofficers (Sr.DOM/DOM, Sr.DSTE/DSTE, Sr.DEN/DEN etc.). Sr.DOM/DOM should decide \nthe time of commencement of NI working in consultation with concerned branch officers and \nnecessary arrangements will be made for providing required number of operating staff \n(G&SR Appendix V, Para 17.3, 17.4 & 17.6.2). \n 2.1.2. In case of major works, period of NI working should be decided by the DRM in \nconsultation with concerned branch officers. COM should be kept informed and his prior \nconfirmation for date of commencement and period of NI working may be obtained. \n2.2. Shunting operations should be reduced to the barest minimum during NI working. No parcel, \nVP, saloon etc., should be attached or detached. To the extent possible handling of parcels \nshould be suspended during this period, giving due publicity in the Press and other media. \n2.3. If necessary, few less import ant originating / terminating passenger trains may be \ncancelled and / or short terminated, with the approval of COM, for reducing shunting and \ncross movements at the station where NI working has been introduced. If absolutely \nnecessary, few passenger trains, involving shunting / engine changing / engine reversal etc., \nat NI station, may be diverted with the approval of COM. \n2.4. No train/wagon should be stabled on any running line of the NI station. The common \nline should not be used for reception of train s coming from opposite direction. Emergency \nand other cross -overs, connecting up and down main lines should be set for the normal \nposition and pad locked / spiked. The keys should be kept under the personal custody of the \noverall in charge of the NI working. \n2.5. To the extent possible, precedence and crossings should be avoided at the NI station. \nAs far as possible separate lines should be nominated for receiving and despatching up and \ndown trains i.e., during NI working, the station should work like a halt station. \n2.6. In case of major yards like Vijayawada, Kazipet, Secunderabad, Gooty, Guntakal, etc. \nNI working may be introduced in modules (in phases), if possible. \n3. Engineering and S&T officials (Sr.DSTE/DSTE & Sr.DEN/DEN) responsible for \ncarrying out the work shall send a Circular Notice to the Sr.DOM/DOM at least 15 days \nbefore the work is due to commence. It shall be advised when the work will be undertaken \nwith a request to issue special instructions. A copy of the Circular Notice shall also b e sent \nto the Station Master of the station concerned. The Sr.DOM/DOM on receiving such Circular \nNotice shall at once prepare special instructions and issue them to all concerned. Only after \nthe issue of special instructions, the work shall commence and the Station Master will be \nresponsible for ensuring that all staff at the station responsible for the working of trains \nunderstand them and carry them out meticulously.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 401, + "text": "372 \n \n3.1. A notification showing the date and time, when the work would be taken in hand, it s \nprobable duration and the instructions for the Station Master to issue Caution Order and \nChief Crew Controller to advise Loco Pilots for observing the temporary speed restrictions, \nmust be issued jointly by the Sr.DOM/DOM and Sr.DSTE/DSTE [SEM Para 1014 (b)]. \n4. Action before commencement of NI working- \n4.1. Traffic Inspector / Safety Counsellor / Safety Officer etc., (depending upon the extent of \nwork such as RRI / major station / major yard, etc., DRM decides the level of officer who will \nbe in charge) nominated for special duty will be overall in charge for NI working. DRM will \nalso nominate SE / JE of S&T/Engineering departments for technically assisting the overall \nin charge of NI working. Officer in-charge of NI working shall ensure the following: \n i) Sufficient number of standard point clamps, padlocks, HS flags, HS lamps, detonators \netc., have been arranged (DSTE/DEN supplies clamps, padlocks etc.). \nii) The contents of the Circular Notice / special instructions for NI working should be \nexplained to all the station staff as well as the staff posted on special duty at the station to \nassist NI working. The staff should also sign in assurance register in token of having \nunderstood the train working instructions during NI working. \niii) All concerned records / memos must be arranged well in advance of NI working. \niv) Caution Orders shall be issued by the Station Masters concerned/notice stations to the \nLoco Pilots of all trains proceeding to the affected area. (Appendix V para 18.6). \nv) DEE/DME/SE/CCC shall ensure that all the Loco Pilots are notified about the speed \nrestrictions imposed for the purpose of NI working at that particular station \nvi) All S&T works should be carried out under the personal supervision of official in -charge of the \nwork of S& T department and all Engineering works by official -in -charge of the work of \nEngineering department concerned (Rules 15.06, 15.07, 15.08, 15.09 and SRs thereunder). \nvii) The yard, where NI working is proposed, should be divided into various areas and at \neach such area should be provided with a Goomty, which shall be manned by ASM / Guard / \nSwitchman round the clock assisted by Pointsman / Cabinman / Leverman / Yard Porter etc. \nThe official in -charge, nominated in the Circular Notice / special instructio ns should ensure \nprovision of Goomties at the required places. \nNote: (a) Goomties with necessary furniture shall be provided by engineering branch. \n(b) Proper communication arrangements including walkie-talkie and/or magneto telephone at \neach Goomty etc., are to be arranged by Sr.DSTE/DSTE. \n(c) A speed board of 15 KMPH should be exhibited at the foot of the first Stop signal by S&T department. \n(d)Adequate lighting arrangements, as required, should be arranged by DEE/Section \nEngineer at site. \n4.2 Before actu al NI working of the station / yard, on the preceding Sunday or on any day \nwhen the number of trains are less, a mock NI working (without actually disconnecting signal \ngears, points etc.) should be tried in the day shift (8 to 16 hours) to ascertain diffic ulties, if \nany which will be encountered during the NI working and whatever deficiencies noticed \nduring this period should be made good before introduction of actual NI working. \n4.3 On the notified day, before the introduction of NI working, Signal Inspect or or the person \nin-charge of S&T works shall give Disconnection Notice for the gears proposed for NI working. \nOn completion of the work, the gears will be reconnected and tested, jointly by Operating and \nS&T officials. Then only Reconnection Notice for resumption of normal working will be given. \n4.4 A common NI Home signal without route indicator in case of colour light signals, \nsingle arm NI Home signal in case of MAUQ / TALQ should be provided with caution aspect \nfor any indirect reception of trains. Warner signals, if any, are to be put out of commission \nby putting two cross bars (signal out of use). NI Home signal can be taken ‘off’ to caution \naspect only after ensuring that the train has come to stop at the foot of the Home signal and \nall the points on the route are correctly set, facing points clamped and padlocked and level \ncrossing gate on the route has been closed against the road traffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 402, + "text": "373 \n \n4.5 NI starter signals can be taken ‘off’ to caution aspect only after ensuring that the train \nhas come to a stop at the foot of the starter signal. Starter signal should not be taken ‘off’ \nunless route has been properly set; facing points, if any, have been set, clamped and pad -\nlocked and level crossing gate on the route has been closed against the road traffic. \n4.6 Last Stop signal (Advanced Starter / Starter) shall not be disconnected through out \nthe NI working except at the fag end. A traffic block of 2 to 3 hours should be taken for \ndisconnecting the old last Stop signal and block instrument, and reconnect ing the new last \nStop signal and new block instrument. \n Movement of trains, into block section should be controlled by taking ‘off’ the last Stop \nsignal. Normally no PLCT should be issued to the Loco Pilots as authority to proceed. \nNote: Reception and despatch signals shall be taken ‘off’ correctly after duly setting the route \nand clamping and padlocking the relevant facing points over which the train will pass by the \nnominated officials for those points, as per special instructions. \n5. Rules for NI Working— \n5.1. No train shall be permitted to run through and not more than one train movement shall be \npermitted at any one time, through the affected area i.e. the area under the control of the cabin \nbeing overhauled [SEM Annexure ‘A’ Para 1014.1(a) -4(i)]. This rule is applicable to NI working \ntoo. This should be strictly followed on single like working. However, on a double line after \nensuring that all points connecting up and down lines are set in normal position and clamped and \nlocked (key to be ke pt under the safe custody of officer in -charge of NI working), movements of \ntrains on completely isolated up and down lines can be permitted. However, as mentioned in \nParas 4.4, 4.5 and 4.6 above, reception and despatch signals can be taken ‘off’ after en suring the \ntrain comes to a stop at the foot of the relevant signals (Home and Starter). \n5.2. All trains must be brought to a dead stop at the first Stop signal and then allowed to enter the \nstation (taking ‘off’ fixed signals) cautiously at speed not ex ceeding 15 KMPH [SEM Annex. A \n1014.1A-4(ii)] \n5.3. The outermost facing points must be manned in addition to that being correctly set and \nlocked. The Loco Pilot of incoming train must under no circumstances pass the outermost \nfacing points even though the signals are taken ‘off’ unless he also sees that the points are \nmanned and PHS is exhibited towards him from the points. (SR 3.38.1) \n5.3.1. During crossing, the outermost trailing points for the first arriving train, shall be set for \nthe line on which the second arriving train is to be received from the opposite direction in \ncases where the first arriving train will not actually pass over these points while coming to a \nstand or at the place at which trains are required to come to a stand on the reception l ine. \nThe setting of the outermost trailing points against the line on which the first arriving train is \nto be received does not constitute as an obstruction for the purpose of this rule. \n5.4.Only after the traffic official has assured himself that the lin e has been correctly set and \nlocked for the required movement, may permit the signals to be taken off for the reception \nand despatch of a train [SEM Annexure A 1014 – 4 (iv)] \n5.4.1. The Station Master on duty is responsible for nominating the line for rece ption and \ndespatch of trains only after ensuring by physical observation / PN received on phone from \nstaff controlling the goomty that the said line is clear and free from obstruction / fouling. \n5.4.2. The Station Master on duty shall nominate the line for reception and despatch of train \nwith description, train number, time etc. \n5.4.3. The Assistant Station Master / Guard / Switchman in -charge of the goomties shall be \nresponsible for correct setting, clamping and padlocking of points for the nominated route \nduly exchanging PNs. He should also ensure that the nominated line is clear from \nobstruction / fouling at his end. \n5.4.4. At the time of reception / despatch of trains, no shunt movement is permitted, on or \nacross the line fouling the nominated line. \n5.4.5. Normal working message will be issued by Operating official in -charge on receipt of \nsuch message from S&T/Engineering Officials.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 403, + "text": "374 \n \nAPPENDIX IV \nSPECIAL INSTRUCTIONS REGARDING LINE PATROLLING \n (Rule 15.05) \n1. Patrolling of line is an intensive inspection by foot, of the line that is arranged in addition to the \ndaily inspection being carried out by the Keyman of the gang. This is necessary to safeguard \nrunning of trains from any danger likely to be encountered due to any unsafe conditions that \nwould be developed in the track or bridges, natural or otherwise. \n2. Occasions when line patrolling is necessary : \n2.1. Patrolling of railway line is resorted to under the following circumstances. \n2.1.1 In the event of sudden storm or hurricane during day or night; \n2.1.2 Monsoon patrolling; \n2.1.3 Watch at vulnerable points during monsoons; \n2.1.4 Security patrolling during civil disorders. \n2.2 In the event of sudden storm or hurricane during day or night, Gangmen shall turn up on \ntheir own initiative for patrolling of track as directed by the Gangmate. This shall be in addition to \nthe regular monsoon patrolling that is already in force during the night. \n2.3 During the monsoon, certain sections of the railway line as may be specified shall be \npatrolled to detect damage by floods such as breaches, settlements or scours and immediate \naction should be taken to protect trains. This patrol is confined mostly during night times from \nsunset to sunrise. The normal monsoon p eriod for Secunderabad, Hyderabad and Nanded \ndivisions is from 15th June to 15th October, for Guntakal division from 15th June to 31st January \nand for Vijaywada and Guntur divisions, from 15th June to 15th January of the following year. \nThe DENs shall decide from the state of the weather and from any forecast telegrams and from \nreports of highways and irrigation departments that may be communicated to them, as to when it \nis necessary to put on the patrol. The procedure for monsoon patrolling is described in detail in \nparas 4 to 6 below. \n2.4 The PWIs and AENs should get themselves thoroughly acquainted with the instructions \ncontained in Chapters X and XI of the Indian Railways Way & Works Manual and chapter VII and \nX of Indian Railways Permanent Way Manual before and during monsoon and ensure that those \nworking under them understand the instructions pertaining to their duties thoroughly. DENs \nshould satisfy themselves that officers and staff working under them are carrying out these \ninstructions without fail. \n2.5. Watch at vulnerable points during monsoon:- \nOn certain sections where it is not warranted to have full scale line patrolling but to confine only \nto known vulnerable locations to be watched, it may be considered sufficient during monsoon \nperiod to post watchmen particularly during nights with complete equipment for protection of the \nline. During day time, as keyman is patrolling the line, or as gang is available or as the Loco \nPilot is having a clear view of the track, it is not normally necessar y to provide watchman. \nHowever DENs, at their discretion may provide day watchman also where visibility to an \napproaching Loco Pilot is not good for adequate distance or due to other considerations. The list \nof vulnerable locations must be reviewed and brought upto date before every monsoon period by \nDENs. \n2.6. Security patrolling during civil disorders:- \n2.6.1. On the apprehension of a civil disturbance, the DENs shall contact the Local Police \nauthority and arrange, as circumstances may warrant, for sec urity patrolling of the railway line. \nIn such cases the patrol beat will be much shorter than that in the monsoon period. The primary \nduty of Patrolmen employed on security patrolling shall be to protect the trains against any \ncondition of danger such as tampering of track or obstruction placed on line. \n2.6.2. The following types of security patrolling will ordinarily be introduced:- \n2.6.2.1. Ordinary patrolling:- \nThis is done in the same manner as monsoon patrolling and is the easiest to adopt since m en \nand supervisory staff are already used to this kind of patrolling. The maximum interval covering \nany point is 4 hours.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 404, + "text": "375 \n \n2.6.2.2. Intensive patrolling - \nThis is again the same as ordinary patrolling except that the maximum interval covering any \npoint does not exceed 2 hours. \n2.6.2.3. Special patrolling- \nThis is necessary when it is intended to patrol the line just before the passage of a \npassenger train or V.I.P. special. It is essential that the line is patrolled for at least half an \nhour before the passage of the train concerned. \nThe following procedure will be adopted- \n2.6.2.3.1. On the particular day on which such patrolling is intended to be done over a length of line, \nif a goods/patrol train immediately can precede the passenger train in questi on and where such \ngoods/patrol train passes over a portion of the line more or less half an hour before scheduled time \nof the passage of the passenger train, the goods/patrol train will be deemed to have done the \nnecessary patrolling and no further patrolling need to be done in the portion of the line. \n2.6.2.3.2. Where patrolling has to be done, the length concerned will be divided into sections \nof about 1 km to 1.25 km long and each such section will be patrolled by a patrolman or a \ngroup of patrolmen as decided by the DRM \n2.6.2.3.3. Each Patrolman in-charge of a beat should start patrolling the line from one end of \nthe beat about half to three quarters of an hour before the train is expected to pass over the \nportion and move in the direction of the train. He will, therefore, be able to cover the beat in \nabout 20 minutes and on reaching the end of the beat, he should immediately start walking \nback to the stating point which should be reached in approximately another 20 minutes. The \nPatrolman should then co ntinue his up and down journey in his beat till the train passes. \nSuch patrolling will mean that the ends of the beat will be inspected once in about 40 \nminutes while the mid-point will be patrolled once in 20 minutes. \n2.7. Patrolling of the lines shall be suitably modified under the following circumstances: \n2.7.1. On branch lines where there are no passenger trains during the night, patrolling need not \nbe done. On such sections, it will be the duty of Keyman to walk over their full lengths before the \npassage of the first train, their duty hours being suitably adjusted during the monsoon period. \n2.7.2. When there are passenger trains only during the early hours of the night, night patrol can \nstop after the passage of the last passenger train, but before the first passenger train in the \nfollowing morning the line should be patrolled as in 2.6.2.1 above. In case the last passenger \ntrain runs late for any reason, the patrolling shall be continued by the Patrolmen till the last train \npasses over the section. This should be ensured by the Station Master on duty. \n2.7.3. Similarly, when there are no passenger trains during the early hours of night, but there are \npassenger trains during early hours of the morning, patrolling can be arranged only in the early \nhours of the morning , so that patrolling is done once at least before the passage of the first train. \n2.7.4. Should it, however, be found necessary to run trains at night on these sections, the DRM \nshall communicate, not less than 24 hours in advance direct wi th the AENs and with all Station \nMasters on the section concerned and the latter shall at once advise the PWI and the nearest \nGangmate, who shall depute Gangmen to patrol the line. \n3. Equipment for Patrolmen : \n3.1. Each Patrolman shall be provided with the following equipment- \n3.1.1. One staff; \n3.1.2. One number plate; \n3.1.3. Ten detonators in a tin case where one man is employed and eight detonators in a tin \ncase each where two men are employed; \n3.1.4 Two tri-colour hand signal lamps; \n3.1.5. Protective clothing according to local dress regulations; \n3.1.6. One match box; \n3.1.7. Two red flags and one green flag (for day patrols only);", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 405, + "text": "376 \n \n3.1.8. Patrol books in a tin case; \n3.1.9. One three cell tri-colour torch; \n3.1.10. One whistle; \n3.1.11. One waterproof haversack; \n3.1.12. One pair of gum boots; \n(AS No.4, dated 11.01.10 – item No.12) Fusee deleted \n3.2. A patrol book shall be supplied to each Patrolman who starts from a station where patrolling \nis in force. Patrol books shall not be supplied to intermediate Patrolmen working in more than two \nbeat sections. \n3.3. When patrolling is undertaken in pair s or the stationary patrol consists of two men, the \npatrolling equipment need not be duplicated but additional Patrolman shall be provided with \nprotective clothing and a pair of gum boots. \n3.4. Each pair of Patrolmen or single Patrolman is to be provided with a 15 centimetre square \nplate, numbered consecutively from the beginning of each PWI jurisdiction length. The numbers \nare to be in white paint on black background, as large as can be painted on the plates. \n4. Procedure for monsoon patrolling : \n4.1. The line to be patrolled during the monsoon is divided into different sections called ‘beat \nsections’ which are so selected as to fit into the existing block sections. One or more \nintermediate block stations being omitted, if necessary for the purpos e. The block stations \nselected, which define the beat sections are called ‘beat stations’. The beat section will be \ntreated as a unit. Where the distance between two block stations exceeds 10 kilometres, an \nintermediate flag station if any, may be used as an intermediate beat station. \n4.2. The Patrolmen appointed for the purpose must patrol their beats according to the patrol \ncharts issued by the DEN according to the Time Table in force. The Patrolman shall \ninvariably be in possession of copies of the pat rol charts and copies must also be issued to \nthe AENs, PWIs, Running Rooms, Loco Foremen and SCORs. Copy of the relevant \nportions of the chart shall be supplied to each station with instructions to: \n4.2.1. record timings of arrival and departure of Patrolmen in the patrol books and initial them; \n4.2.2. record timings of arrival and departure of Patrolmen with their names in the station diary and TSR; \n4.3. the patrol chart for each section shall be prepared by the DEN taking into consideration \nthe following- \n4.3.1. As far as possible, each block section will be treated as a unit and the length will be \ndivided into equal beats. \n4.3.2. The beats of the Patrolmen shall in no case exceed 5 kilometres. \n4.3.3. The Patrolmen should work to and fro over his beat , twice in the course of the night \nwalking at the rate of 3 KMPH. Under no circumstances a Patrolman should be rostered to \nwalk more than 20 kilometres. \n4.3.4. The classification of Patrolmen is ‘essentially intermittent’ while he may be detailed for \n12 hours duty. His duty hours should include period of inaction aggregating to 6 hours or \nmore. This must include at least one period of one hour or two periods of half an hour, during \nwhich he is not called upon to display either physically activity or sustained attention. \n4.3.5. The patrol chart drawn shall include all passenger trains running between 18 hours \nand 6 hours with their timings of entering and clearing the section, so that the chart will show \nat a glance how all the passenger trains have been covered. \n4.3.6. If, on any block section, which is known to be giving trouble or expected to give \ntrouble, the interval between the patrol and the train is long, intermediate patrol or double \nfrequency patrol may be introduced to reduce the interval. \n4.3.7. The patrol charts shall also show the vulnerable locations where stationary Watchmen \nare posted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 406, + "text": "377 \n \n5. Beat books: \n5.1. Movement of Patrolmen is regulated by means of beat books; the number of beat books \nrequired for each beat section depends upon the length of the beat section, number of beats \nand the number of times it is patrolled. The required number of beat books must be \nmaintained by the Station Master at the beat station of that section as indicated in the patrol \nchart for that section. The book must be serially numbered to correspond with the number of \npatrols on each section. The first page of the book must contain the name of Patrolman, \nkilometreage of patrol section and its number. The remaining pages will contain columns for \ndate, station, time of arrival and departure and signature of the Station Master. \n5.2. Patrolmen must be on duty at the time specified for in the patrol chart. They must contact the \nStation Masters personally, obtain the beat books directly at the prescribed time from them, with the \ntime of departure and other particulars duly filled in and signed and commence the patrol. \n5.3. After thus commencing the patrol, he must proceed to the other end of his beat. If the other end \nhappens to be a beat station (in case when beat sectio n is 5 kilometres or less), he must present \nhis beat book to the Station Master on duty who must fill up the column regarding the time of arrival \nand departure and sign and return it to the Patrolman. Thereupon, the Patrolman must retrace his \nsteps and return to the point from which he commenced his patrol. On the other hand, if the other \nend happens to be only an intermediate point in the beat section, he must exchange his beat book \nwith the beat book of the Patrolman of the adjacent beat and then return. On reaching the first beat \nstation from which he commenced his patrol, he must again present his beat book to the Station \nMaster on duty who must fill up the time of arrival and sign. The same procedure is repeated to the \nnext patrol, the movements bei ng governed according to the patrol chart. In this way, each patrol \nbook must be conveyed from one station to the other end and back again. \n6. Selection of Patrolmen: \n6.1. The best and most reliable men from each gang shall be selected by the PWI as Pat rolmen; \ntwice the number required shall be selected, in order to take the place of Patrolmen in case of \nillness, to provide for rest giver Patrolmen, etc., The men selected from each gang shall be sent to \nthe Medical Superintendent/Railway Hospital for vision test and may not be employed as Patrolmen \nuntil they have passed the test. The places of the Patrolmen in the gang shall be filled by men from \ntemporary gangs or by substitutes if there are no temporary gangs, until the work of patrolling \nceases, when the Patrolmen will revert to their original places in the gangs. \n6.2. Ordinarily patrolling will be carried out by a single Patrolman but in regions where \ndanger from wild animals and dacoits and other risks as in ghat sections exist, patrolling in \npairs will be permitted, subject to the CE’s approval. \n6.3. When there is only one patrolman for a beat, he should be a permanent man. When they are \nin pairs, the second man may be an experienced casual labourer who is properly tested in rules by \nthe PWI and medically fit. \n7. Duties of Patrolmen: \n7.1. Patrolling must be carried out as per patrol diagram issued by the DRM. \n7.2. While walking along the line, Patrolman must carry his hand signal lamp lighted. He \nmust examine with the help of the electric torch carefully the banks or cutting specially near \nbridges, permanent way and the bridges and their approaches and look out for slips, signs of \nerosion, subsidence, rock falls, land -slides, trees blown across the track during storms or \nany other cause likely to endanger the safety of the line. \n7.3. He must apprehend damage to line when- \n7.3.1. the flood is rising or its leve l is higher than the danger level mark in red (below the \nhigh flood level mark); \n7.3.2. the water on one side of the embankment is at a much higher level than on the other side; \n7.3.3. any obstruction, such as, fallen tree, is blocking the waterway of a bridge; \n7.3.4. when the river is flowing at a high velocity; and \n7.3.5. the track shows signs of settlement.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 407, + "text": "378 \n \nIf he notices any condition likely to affect the safety of train, or in cases of doubt the \nPatrolman must be prepared to stop trains in the manner detailed in paragraph 11 below. \n7.4. To show that he is present and that no danger is apprehended, the Patrolman must for \nevery passing train take his stand on the right hand side of the train (based, on the direction \nof travel) whistle and exhibit his n umber plate showing the light of his hand signal light on it \nso that the number can be read from the engine. After the engine passed, the Patrolman \nmust turn and show the light on the number plate in such a way that the number can be read \nby any official from the side window of a coach or from an inspection carriage. \n 7.5. If, after the Patrolman has arrived at the end of his beat, the next Patrolman does not arrive \nto take over the beat book, he must proceed until either he meets the next Patrolman or he \nnotices any obstruction which prevents him from proceeding further whereupon he must take \nsteps to stop traffic in the manner prescribed in paragraph 11 below or he arrives at the next \nblock station. In the case of his failure to meet the next Patrolman o r the Patrolman having \nbeen stopped by an obstruction, the former Patrolman must report the matter to the Station \nMaster at the next block station, who must advise the PWI and the Gangmate by a message. \n8. Duties of Gangmates: \n8.1. The Gangmates must see that Patrolmen thoroughly understand their duties and report for duty \nat the prescribed time with the proper and full equipment and must arrange for substitutes wherever \nnecessary. They must turn out the gang on receiving a message from either the Station Master or \nthe Patrolman, proceed to the affected spot and attend to repairs and if traffic has been stopped, do \nall they can to restore the line to enable traffic to be resumed as early as possible. \n8.2. Gangmates are empowered to put on their gangs to pa trol the line at night whenever they \nconsider that such a step is necessary. When this is done, the Gangmate must at once get the \nStation Master to issue message, on his behalf, to the PWI and the AEN advising them and giving \nthe reasons for the necessity. \n9. Duties of PWIs: \n9.1 . The PWI shall post, at each beat station, on his section, extracts from the patrol \ndiagram showing the patrols for the beat sections for which the station is the beat station. \n9.2. The PWI shall give a list setting forth the nam e, residence and beat of each Patrolman \nand his substitute on his section to each Station Master. A copy of this list shall be sent to \nthe AEN. The PWI shall post a notice in the prescribed form on the engineering notice board \nat each beat station, showing the Patrolman on duty and the beat stations on either side of it. \n9.3. The PWI shall explain before and during the monsoon to all staff connected with the \npatrol duty, the instructions and the patrol movements and ensure that they understand the \ninstructions and the patrol movements. \n9.4. Each PWI shall examine the entries in the beat books at all stations on his section, not less than \ntwice during each week and shall initial and date them in token of having done so; he shall initial \nthese entries each time he trollies. He shall also travel by night on an engine, atleast once a week, at \nirregular intervals, throughout his section, to check the attendance of the Patrolmen and shall \npromptly put right any irregularity or failure of duty he may observe or that may come to his notice. \n9.5. During the period the patrol system is in force, the PWI shall trolley once, each month \nover his section by night to inspect patrols and their equipment and to see that the line is \nproperly patrolled in accordance with the instructions laid down. \n9.6. On receipt of a message from the Station Master to the effect that the Patrolman has not \narrived at his station or that the line is endangered or obstructed or breached, the PWI shall \nproceed to the affected place by the quicke st possible means, examine the line to see if it is \nsafe for traffic and if not, take all possible steps to make it so. He must as soon as possible, \ntransmit message to the AEN advising him of the extent of the damage and the probable \ndetention to traffic, action he is taking and assistance required, if any, giving a copy of the \nmessage to the DEN and the CE. \n9.7. In bad weather, the PWIs may at their discretion, place two men from permanent way \ngangs to sleep at each gang hut or elsewhere on the line so t hat they may be readily", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 408, + "text": "379 \n \navailable for emergency. They may also post a man at each station to assist the Station \nMaster in carrying out the instructions. \n9.8. Stationary Watchmen shall be posted at such bridges and other vulnerable points as ordered \nby the DRM during floods and heavy rain fall, whether there is imminent danger or not to the \nbridge, bank and other structures, until the flood water subsides a nd reaches the normal level. \n“C” Sign boards will be fixed during the monsoon period only on both sides on single line and \ndirection wise on double line, of vulnerable points at a distance of 1200 metres on BG and 800 \nmetres on MG in rear of location and “T” sign boards at the length of longest goods train beyond \nvulnerable location / bridge. The equipment for a stationary Watchman is the same as that of a \nPatrolman except that, instead of a beat book, he is provided with a pocket book to record details. \nDaily water level reading must be taken at all important bridges as ordered by the DRM and \nposted in a register which must be available for perusal by the supervisory engineering staff. \n10. Duties of Station Masters: \n10.1. Station Masters shall see that th e Patrolmen come on duty sober and fully equipped, that their \nhand signal lamps are trimmed and filled with oil and that they leave for their beats according to time. \n10.2. Station Masters of all beat stations on a beat section shall enter in ink the actu al time of \ndeparture and arrival of the Patrolmen in the beat books and shall sign the beat books. The \nStation Masters of the beat stations on a beat section shall retain the beat book in their charge by \nday and personally hand them over to the Patrolmen a nd they shall be held responsible for \nensuring that the correct beat book is in its beat tin and that the correct beat book is handed over \nto the Patrolman. The Station Masters shall also enter the actual time of departure and arrival of \nthe Patrolman in the TSR in the remarks column and Station Diary. Inspecting officials shall \nspecially check these entries and initial them in token of their having ensured that the Patrolmen \nperform their duties in accordance with the Time Table fixed for them. \n10.3. In order that the movement of the Patrolmen can be checked accurately, it is essential \nthat the Station Master on duty should record in the patrol book the actual timings of the \narrival and the departure from the station. He should also record in his Station Diary the \nname of the Patrolman and the actual time of his arrival and departure from the station. \n10.4. If a Patrolman does not turn up within 15 minutes of his scheduled arrival, the \nStation Master on duty shall take the following action- \n10.4.1. he shall stop run through trains proceeding into the block section; \n10.4.2. he shall advise the Station Master at the other end of the block section to take similar \naction and also advise the SCOR, the Gangmate and the PWI; \n10.4.3. he shall issue a Caution Order to all trains proceeding into the block section advising \nthe Loco Pilot to be on the alert and specify a speed restriction of 40 KMPH. The Caution \nOrders referred to under sub –para 10.4.3 above will be issued until the Patrolman has \narrived and reported that the line is safe for passage of trains. \n11. The Station Master of a beat station on a beat section, receiving a report from a \nPatrolman of any danger or his having seen a Stop hand signal, shall stop all trains on the \nsection affected and shall not allow any train on the section, until he receives an authority for \ndoing so in writing, either from the Gangmate or the PWI. After the Station Master has \nstopped the trains, he shall send a message with a copy to the Station Master of the other \nblock station on the beat section, to the PWI, the AEN, and the DEN giving a short account \nof the report and at once send for the Gangmate ordering him to turn out the gang. The \nStation Master shall also inform the SCOR on duty if control working is in operation. \n12. The Station Master of a beat station on a beat section shall be on the look out to see that \nthe Patrolmen do their beats properly by walking and do not travel by trains and if any \nperson other than the duly appointed night Patrolman comes on duty or present s the beat \nbook, he shall record the fact in the beat book and also send a message reporting the matter \nto the PWI.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 409, + "text": "380 \n \n13. Whenever emergency patrols are put on, the Station Masters concerned shall arrange \nfor the issue of Caution Orders to the Loco Pilots of trains passing over the section, notifying \nthem of the working of the emergency patrols. \n14. Action to be taken by Patrolman when line is obstructed or breached: \n14.1. The procedure to be adopted by Patrolman when it is necessary at night to protect train s \nowing to an obstruction or breach affecting the line is prescribed in paragraph 15 and 16 below. \n14.2. A train is not fully protected until 3 detonators have been placed on the rail on either side of the \nobstruction or breach at a distance of 1200 metres on BG and 800 metres on MG from the \nobstruction or breach. \n14.3. The following instructions for protection are applicable in all cases. \n14.3.1 On noticing an obstruction or breach the Patrolman shall always place a hand signal lamp \nshowing red light in a prominent position at the obstruction or breach to warn the train which may \napproach from one direction. A quick and intelligent survey must be made, select a site in the \nvicinity of obstruction or breach for fixing the fusee so that the signal flame coul d be clearly seen by \nthe Loco Pilot of an approaching train from as great a distance as possible. \n14.3.2. That side of the obstruction or breach from which the Patrolman expects the first train \nto approach, shall be protected first. \n14.3.3. On noticing an obstruction or breach, the Patrolman shall change the light, in his \nhand signal lamp to red and shall plainly show the red light, in the direction in which he is \nproceeding, throughout his subsequent movements. \n14.3.4. As soon as full protection has been provided, a patrolman, one of them if two are present at \nthe scene of the obstruction or breach, shall proceed to the nearest station and inform the Station \nMaster. After informing the Station Master he shall ret urn to the obstruction or breach (picking up \nthe intermediate detonator on the way back) and remain there until he is relieved by the Gangmate. \n14.3.5. If, on his way to the nearest station, the Patrolman meets another Patrolman, the \nlatter shall be instructed to proceed to the station and inform the Station Master. The former \nPatrolman shall return to the obstruction or breach (picking up the intermediate detonator on \nthe way back) and remain there until he is relieved by the Gangmate. \n14.3.6. Night Patrolman shall always be on the lookout for Stop hand signals which may be \nexhibited from adjacent beats. \n14.3.7. When any Patrolman, who has become aware of an obstruction or breach meets a \nvillager through whom information may be sent to the Gangmate, th e Patrolman shall, after \nprotecting the line in accordance with para 14.3.1. to 14.3.5 above, give a message to the \nvillager, but no time shall be wasted in waiting for a villager. On reaching gang quarters, if \nany, he shall inform the Gangmate. The Gan gmate shall proceed at once with available \nGangmen to the affected kilometreage and take action as the situation demands. \n14.3.8. A Patrolman who becomes aware of an obstruction or breach shall (irrespective of \nwhether the line has or has not been protecte d in accordance with paragraph 15 and 16 \nbelow) take all steps to stop any approaching train by means of Stop hand signal and to \nadvise the Guard and the Loco Pilot of the train. \n14.3.9. The Patrolman, where only one is employed, noticing an obstruction or breach shall \nact as quickly as possible to protect the line. On seeing the train approaching too near, he \nshall place on the line one detonator or three detonators, as the case may be, without \nattempting to reach the prescribed 600 metres or 1200 metres point on the BG or 400 or 800 \nmetres point on the MG from the obstruction or breach. \n14.3.10. The Patrolman shall, on his way to the nearest station, inform the Gatemen at the \nlevel crossing, if any, and the clerk in -charge at the class ‘D’ station if any , on the block \nsection. The Gateman and the clerk in -charge shall, if provided with telephone connection, \npass on this information promptly to the adjacent block stations. \n15. When the line is unsafe but not actually breached and the Patrolman can cross t he \ndamaged place:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 410, + "text": "381 \n \n15.1 If there are two Patrolmen– \n15.1.1. One Patrolman shall proceed in the up direction and the other in the down direction \neach plainly showing his Stop hand signal to stop approaching trains, to a point 600 metres \non BG or 400 metres on MG from the obstruction and place on the line 1 detonator and then \nproceed to a point 1200 metres on BG or 800 metres on MG from the obstruction and place \non the line 3 detonators about 10 metres apart.. \n15.1.2. After protecting the line as laid down abo ve, the Patrolman on the side of the \nobstruction in which the nearer station lies, shall proceed to that station, advise Station \nMaster, return to the obstruction and remain there until relieved by the Gangmate. \n15.1.3. After protecting the line as laid d own above, the Patrolman, on the side of the \nobstruction in which the farther station lies, shall return to the obstruction and remain there \nuntil relieved by the Gangmate. \nNote:– On the double line, the Patrolman proceeding in the up direction shall place the \ndetonators on the down line and the Patrolman proceeding on the down direction shall place \nthe detonators on the up line so that both the up and down lines on which trains will \napproach may be protected. \n15.2. If there is only one Patrolman– \n15.2.1. On the single line - The Patrolman shall place a hand signal lamp showing red light in a \nprominent position at the obstruction to warn a train which may approach from one direction and \nthen proceed in the opposite direction from which he expects the first tr ain and protect the line as \nlaid down in para 15.1.1 above. He shall then return to the obstruction and protect the other side \nalso in the same way. \n15.2.2. On the Double line—the Patrolman shall place a hand signal lamp showing red light in a \nprominent position at the obstruction to warn the train which may approach from one direction and \nthen proceed along the other track in the opposite direction from which he expects the first train \nand protect the line as laid down above. He shall thereafter return to the obstruction and protect \nthe other line (i.e., the line for which the red lamp was exhibited) as laid down above. \n15.2.3. The Patrolman will return to the site of obstruction after protecting the line in both the \ndirections on single line and direction wise on double line and shall remain at the place of \nobstruction and send message / oral communication to the Station Master of the nearest station \nabout the danger through the first railway employee or other persons he is able to contact at the \nspot itself. \n16. When the line is breached and the breach cannot be crossed: \n16.1. If there are two Patrolmen on the same side of the breach— \n16.1.1. A hand signal lamp showing red light shall be placed in a prominent position at the breach to \nwarn trains approachi ng from other side of the breach and one of the Patrolmen shall proceed in \nthe direction from which he came and protect the line as laid down in para 15.1.1 above. The other \nPatrolman shall remain at the breach and try to communicate with the Patrolman on the opposite \nside and shall not leave the place until relieved by the Gangmate. \n16.1.2. The Patrolman who has proceeded to protect the line, shall after doing so, proceed \nto the station on his side of the breach, advise the Station Master, return immediat ely to the \nbreach, and remain there until relieved by the Gangmate. \n16.2. If there is only one Patrolman— \n16.2.1. He shall place a hand signal lamp showing red light in a prominent position at the breach \nto warm trains approaching from the other side of the breach and proceed in the direction from \nwhich he came and protect the line as laid down in para 15.1.1 above. He shall then return to \nthe breach and try to communicate with the Patrolman on the opposite side. \n16.2.2. If the Patrolman is not able to communicate with the Patrolman on the opposite side \nhe shall not leave the breach but shall exhibit a Stop ha nd signal in the direction across the \nbreach. On seeing or hearing a train, coming in either direction, he shall try to attract the \nattention of the Loco Pilot and stop the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 411, + "text": "382 \n \n16.2.3. If the Patrolman is able to communicate with the Patrolman on t he opposite side, the \nformer shall, after doing so, proceed to the station from which he came, advise the Station \nMaster, return to the breach and remain there until relieved by the Gangmate. \n17.1. The Patrolman on the other side of the breach shall on rea lizing the situation through \nthe Patrolman who noticed the breach immediately answer the signal, by showing a Stop \nhand signal and then proceed to protect the line as laid down in para 15.1.1 above. \n17.2. After protecting the line as above, the Patrolman shall proceed to the station, report to \nthe Station Master that he has seen a Stop hand signal, return at once to the breach to find \nout what the danger is and remain there until relieved by the Gangmate. \n17.3. If there are two Patrolmen on the other side of the breach, one of them shall proceed to \nthe breach and remain there until relieved by the Gangmate and the other shall carry out the \nprocedure laid down above. \n18. The following minimum checks shall be exercised by the PWIs and AENs on the working \nof monsoon Patrolmen: \n18.1. PWI of Grade II and III shall check once a fortnight and PWI in charge shall check once \na month by train. Frequency of checks to be done by trolly will be prescribed by the Chief \nEngineer depending on the local condition. \n18.2. The Assistant Engineer shall cover his entire sub-division once in a month by train / \npush trolly / motor trolly in the night and check the Patrolmen.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 412, + "text": "383 \n \nAPPENDIX – V \n \nSPECIAL INSTRUCTIONS REGARDING NEW WORKS \n \n1. General: \n \n1.1 The instructions in this Appendix apply to works arising subsequent to the first opening of \na railway or section of a railway. Works constructed prior to the opening of a railway are \ngoverned by the Indian Railways - General Rules for working railways under construction \n1937. \n1.2. The safety of the travelling public is ensured by the rules laid down in– \n1.2.1. The Railways Act, 1989 (24 of 1989); \n1.2.2. The General Rules for Indian Railways (Open Lines) 1976; \n1.2.3. The rules for the opening of a ra ilway or section of a railway for the public carriage of \npassengers 1983; and \n1.2.4. The Indian Railways Schedule of Dimensions. \n1.3. The rules provide for the legal authorisation that must be obtained for any work which \naffects the running line before th e work is started or brought into use and before a new \nsection of the line is opened for public traffic. \n2.1. Sanction of the Central Government to the opening of railway (section 21)-. \nNo railway shall be opened for the public carriage of passengers unti l the Central \nGovernment has, by order, sanctioned the opening thereof for that purpose. \n \n2.2. Formalities to be complied with before giving sanction to the opening of a railway \n(section 22) \n \n2.2.1. The Central Government shall before giving its sanction to the opening of a railway \nunder section 21 obtain a report from the Commissioner that: \n2.2.1.1. he has made a careful inspection of the railway and the rolling stock that may be \nused thereon; \n2.2.1.2. the moving and fixed dimensions as laid down by the Central Government have not \nbeen infringed; \n2.2.1.3. the structure of lines of rails, strength of bridges, general structural character of the \nworks and the size of, and maximum gross load upon, the axles o f any rolling stock, comply \nwith the requirements laid down by the Central Government; and \n2.2.1.4. In his opinion the railway can be opened for the public carriage of passengers \nwithout any danger to the public using it; \n2.2.2. If the Commissioner is of the opinion that the railway cannot be opened without any danger \nto the public using it, he shall in his report, state the grounds therefor as also the requirements \nwhich in his opinion, are to be complied with before sanction is given by the Central Government. \n2.2.3. The Central Government, after considering the report of the Commissioner, may \nsanction the opening of a railway under section 21 as such or subject to such conditions as \nmay be considered necessary by it for the safety of the public. \n \n2.3. Sections 21 and 22 to apply to the opening of certain Works:(section 23) \n \nThe provisions of sections 21 and 22 shall apply to the opening of the following works if they \nform part of or are directly connected with, a railway used for the public carriage of \npassengers and have been constructed subsequent to the giving of a report by the \nCommissioner under section 22, namely:– \n2.3.1. opening of additional lines of railway and deviation of lines; \n2.3.2. opening of stations, junctions and level crossings; \n2.3.3. remodelling of yards and rebuilding of bridges; \n2.3.4. introduction of electric traction; and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 413, + "text": "384 \n \n2.3.5.any alteration or reconstruction materially affecting the structural character of any work \nto which the provisions of sections 21 and 22 apply or are extended by this section. \n3. Application for sanction for works:– \nApplication to the CRS for sanction for carrying out works affecting running lines shall be \nmade by the DRM through the Heads of the Departments for track, bridge and signalling and \ninterlocking works. \n4. Application for running of new types of locomotives and for rolling stock and for \nincrease in speed (Annexure 13/4 of IRPWM):– \n4.1. Application to the CRS for sanctioning the running of new types of locomotives or rolling \nstock or increasing th e maximum permissible speed on a specified section or sections shall \nbe made by the CE and accompanied by the following documents:- \n4.1.1. load diagram; \n4.1.2. certificate for track strength; \n4.1.3. certificate for strength of girders; \n4.1.4 certificate or test runs (if required by the CRS) obtained from Transportation branch; \n4.1.5. certificate (in the prescribed from) signed jointly by the CME and CE; \n4.1.6. a statement (in the prescribed form) detailing any infringement of maximum and \nminimum dimensions involved in the running of the locomotive or rolling stock. \n4.2. On receipt of such an application, the CRS will, if he so desires, inspect and/or try out \nthe new locomotives and / or rolling stock and the Railway Administration shall afford him the \nnecessary assistance to do so. \n5. Repetition of application to obtain the sanction of the CRS to be avoided:- \n5.1. Only one application for the sanction of the CRS for each work shall be submitted \nalthough the work itself may be divided into separate stages. \n5.2. For the purpose of para 5.1. above, works envisaged as per any separate proposal or \nsanctioned estimate and required to be carried out at any block station, non -block station, level \ncrossings or other independent location shall be considered as a sepa rate work and separate \napplications should be submitted for each such work. When works are required to be done over \na block section continuously, in addition to or without works at associated block and non -block \nstations, level crossings, etc., a separate application should also be submitted for each such \nblock section. However, notwithstanding the above, a common application for several works \ncovered by different estimates or proposals and to be executed at one station, level crossing or \nother independen t location or over the same block section may be submitted, provided it is \nintended to execute such works simultaneously or in close succession to each other. \n5.3. A safety certificate in the prescribed form shall, however, be submitted for each stage. \n \n6. Documents to accompany application for sanction:- \n \n6.1. Documents to accompany the application for sanction are detailed in Form No. ES.1 (for \nspecimen form, see Annexure 13/1, IRPWM) and they should be complete in every respect. \n \n6.2. The Officer shall furnish, along with his application, a Track Certificate, Form No. E.T.4 \n(for specimen Form, see annexure 13/2, IRPWM), to the effect that the track is suitable for \nthe maximum axle loads stated therein. \n \n6.3. For a major bridge or where non-standard girder designs are used, the Certificate, Form \nNo. E.B. 9 ( for specimen Form see Annexure 13/3, IRPWM), issued by the CBE, to the \neffect that the bridge or bridges are designed adequately to carry the axle loads proposed to \nbe run, shall accompany the application. \n \n6.4. For the purpose of furnishing the Track Certificates and the Certificates of the CBE, the \nCOM should be consulted in regard to the types of locomotives and rolling stock to be used \nand their axle loads and speeds.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 414, + "text": "385 \n \n6.5. The rules for work ing of traffic obtained from the Transportation branch and the \nparticulars of electric block and signalling work, if any, obtained from the S&T branch shall \naccompany the application. \n7. Inspection by the CRS:- \nWhen the CRS notifies his intention to ins pect a work prior to opening for public traffic, \nadvise of when the work will be ready for inspection shall be given to him at least 14 days \nbefore it is proposed to be opened. \n8. Submission of Safety Certificates (Annexure 13/5):- \n8.1. The CRS in according his sanction may or may not propose to inspect the works. \n8.2.1. If the CRS decides not to inspect the work prior to opening, the Safety Certificate \ntogether with the certificates referred to therein, should be completed and submitted before the \nwork is opened by the Engineer (s) in-charge and a telegram, when so required despatched to \nthe CRS, copies of the Safety Certificate shall be sent to the DRM, CE & CSTE. \n8.2.2. The Safety Certificate for engineering works shall ordinarily be signed by the AEN, \nexcept in special cases, as may be specified, when the DEN shall sign it. In the case of \nworks involving tracks and bridges and/or signalling and interlocking, the Safety Certificate \nshould be signed jointly by the Engineers concerned. \n8.3. If the CRS dec ides to inspect the work prior to opening, he will after inspection in the \ncompany of the Officers concerned, communicate in writing his sanction to open the work. \n9. Deviation from plans approved by the CRS:- \nIf any material deviation from the plans approved by the CRS which affect the layout of lines \nor the arrangements of signals or the working rules are found necessary, his prior approval \nto such deviations should be obtained with reference to the application first made. \n10. Special instructions regarding Safety Certificate for Signalling Works:- \nThe following instructions shall be observed regarding the submission of Safety Certificates \nfor works involving signalling and/or interlocking— \n10.1 Sanction of the CRS is required under Rule 4.10 to Speeds over 15 KMPH over turn -\nout and cross overs. Speeds in excess of 15 KMPH but within the speeds permissible for the \nstandard of signalling subject to any local restrictions necessary, may be permitted on the \nmain line on the CE’s Safety Certificate not less than seven days after opening of the work. \n10.2. Safety Certificates posted prior to opening and subsequently to be countersigned by a \nS&T Engineer, may be submitted by an authorised Signal Inspector up to a speed limit of \n15KMPH, with the restrictions remaining in force until a S&T engineer inspects and certifies \nthe work to be safe for speeds in excess of 15 KMPH. \n10.3. Only a S&T Engineer shall initiate the Safety Certificate for works involving— \n \n10.3.1 any new signal in any way interlocked; \n \n10.3.2. any alterations to points and crossings involving alterations to signals or to the \ninterlocking arrangements of points; \n \n10.3.3. any alterations to signals that involve a change in the working rules. \nNote:- By ‘initiate’, it is meant that S&T Engineer certifies that arrangements are in \naccordance with the signalling plan sanctioned by the CRS. \n \n10.4. The DEN should in all cases impose restrictions of speed in accordance with clause s \n10.1 to 10.3 above, and order their removal when authorised to do so by the DSTE \n \n10.5. Whenever alterations to lever frame locking are involved, a S&T Engineer shall inspect \nand test the alterations before the speed is increased beyond 15 KMPH. In all cases of new \ninstallations or alterations in the case of large or important works, an S&T Engineer shall \nsimilarly inspect and test each work before it is opened to traffic. \n \n11. Notification to railway Officials when opening works:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 415, + "text": "386 \n \nExcept as described in paragraph 13 below, no new work affecting the running of trains or \nthe working of the traffic at stations shall be brought into use until staff of all branches have \nbeen notified by means of a ‘circular notice’ issued by the DRM. Timely intimation of the date \nof the opening of works shall be sent to the DOM whenever any new or revised working \nrules are to be brought into force to enable him to notify the same to all concerned. \n12. Opening of temporary diversions or bridges: \n12.1. When opening temporary d iversions or bridges for traffic, the following instructions \nshall be observed- \n12.1.1. At least 14 days before the restriction is to come into force, the DEN shall forward a \nnotice in Form No. CE 480 to the Sr.DOM/DOM, the CSTE, the LF (or the fitter Cha rgeman \nor TXR) of the depot stations at both ends of the runs of the Loco Pilots concerned, including \nthe LF (or the fitter charge-man or TXR ) of depot stations immediately on either side of the \ntemporary diversion or bridge, the Traffic Inspector, the S tation Master of the headquarter \nstation of Guards concerned and the Signal Inspector, specifying the nature of the restriction \nand approximate date on which it will come into force. This notice shall be followed by a \nsecond notice in Form No. CE481 giving the actual date and time at which the restriction will \nbe applied. The second notice shall be issued atleast 7 days before the actual date. \n12.1.2. The LF or other official in -charge at each depot shall issue necessary notices and \ninstructions to Loco Pilots who shall sign the book maintained therefor and comply with Rule 4.30. \n12.1.3. The Station Masters of headquarter stations of Guards shall issue the necessary notices and \ninstructions to Guards who shall sign the book maintained therefor and comply with Rule 4.30. \n12.1.4. When Line Block is required, the procedure laid down in paragraph 18 shall be observed. \nNote :- Temporary diversions or bridges shall not be opened for traffic earlier than the time \nnotified in Form No. C.E. 481 in consultation with DOM, the DSTE (if concerned) and the LF \n(or other official in-charge). \n12.2. Where the opening of temporary diversions or bridges requires the issue of special \nworking instructions, necessary action shall be taken by the DOM \n13. Works resulting from accidents: \n13.1. An abbreviated procedure, to be adopted in case of accidents, laid down in section 24 \nof the Railways Act, 1989 is reproduced below:- \nTemporary suspension of traffic:- \nWhen an accident has occurred on a railway resulting in a temporary su spension of traffic \nand either the original lines of rails and works have been restored to their original standard \nor a temporary diversion has been laid for the purpose of restoring communication, the \noriginal lines of rails and works so restored, or the temporary diversion, as the case may be, \nmay, without prior inspection by the Commissioner, be opened for the public carriage of \npassengers, subject to the following conditions, namely- \n13.1.1. the railway servant in-charge of the works undertaken by reason of the accident has \ncertified in writing that the opening of the restored lines of rails and works or of the temporary \ndiversion will not in his opinion be attended with danger to the public; and \n13.1.2. a notice of the opening of the lines of rails an d works or the diversion shall be sent \nimmediately to the Commissioner. \n13.2. The certificate shall be signed by the representative of the works branch in charge of \nthe work before opening it. This certificate shall be despatched to the officers concerne d. \nThe Engineering representative shall hand over a copy of the certificate to the representative \nof the Transportation (Traffic) branch at the site of the accident; and the latter shall not \npermit the passage of traffic over the restored line or the dive rsion, until he is in possession \nof the Certificate.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 416, + "text": "387 \n \n14. Opening of new works within station limits: \n14.1. On receipt of sanction to open a new work, the DEN or the DSTE shall arrange with \nthe DOM, the date on which the new work is to be handed and take n over. After the new \nwork is handed over, the DEN or the DSTE shall advise the CE. \ntaken over. After the new work is handed over, the DEN or the DSTE shall advise the CE. \n14.2. When the work is important and affects a running line, the DOM as well as the \nengineering and/or signal officer should be present at the time of handing over. \n14.3. When the work is not important and does not affect a running line, the engineering and/or \nsignal officer may authorise the PWI and/or the Signal Inspector to hand over the work and the \nDOM may authorise the Traffic Inspector or Station Master to take over the work. \nNote:- (i) The Transportation officer or Inspector, who takes over a new work, should \nsatisfy himself that the levers, signals, points and connections work f reely and properly \nand that the installation fulfils its object. He should also see that the signal lights are \nproperty focused, that the back lights are clearly visible from the place required by the \nrules, and that the electric repeaters, where provided , correctly represent the indication \nof the signals which they repeat. \n(ii) Before issue of the certificate and taking any interlocking installation, the Transportation officer \nor Inspector should instruct the station staff responsible for working the int erlocking installation \nand test them in their knowledge of the diagram of the arrangements exhibited at the station and \nof the rules and working instructions in connection therewith. \n(iii) No person should be placed in charge at stations where interlocking installations \nhave been provided unless the transportation officer or Inspector has satisfied himself \nthat such a person has full knowledge of the working of those stations. \n(iv) After the new interlocking arrangements have been brought into use, the Sign al \nInspector or the Signal and Interlocking Maintainer (Mechanical/Electrical) according to \nthe importance of the work, should remain at the site for at least the remaining part of the \nday to ensure that the installation works smoothly. \n15. Opening of new works outside station limits:- \nWhen sanction to open a work outside station limits has been received, the DEN should after testing \nand passing it, declare it open from that date and advise the DRM, the CE and others concerned. \n16. Provision for locking bolts, cotters, padlocks and clamps:- \nWhen the new lines are opened for traffic, adequate number of bolts, cotters, padlocks and \nclamps shall be provided in accordance with S.R. 3.38(4). \n17. Special Instructions in connection with signalling and engineering works (Rules \n15.06 and 15.08): \nFor the purpose of these instructions, works are divided under the following \ncategories— \n17.1. CATEGORY (A) \n17.1.1 Routine maintenance work in connection with the signalling and interlocking gear \nwhich do not require the issue of special instructions. \n17.1.2. Normal routine engineering maintenance work such as lifting and packing, renewals \nof keys and bolts, isolated renewals of a chair, pot or sleeper etc., which is execute d on \nrunning tracks during day light hours, inside or outside station limits under traffic and without \ninterference to train service, which is of such a nature that no special precautions would be \nnecessary nor any advice need be given to any operating official. \n17.2. CATEGORY (B) \nWorks such as scattered renewals of pots or sleepers, oiling of bolts and greasing of fish \nplates or painting of bridges or other works necessitating observance of Stop or Proceed \nwith caution hand signals etc., should be carried out according to the programme of which all \nconcerned should be advised and notice of speed restrictions, if any, or caution to be \nobserved, should also be issued in the Fortnightly Gazette, where necessary.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 417, + "text": "388 \n \n17.3. CATEGORY (C) \nAdditions and alterations and works other than routine maintenance, in connection with the \nsignalling and interlocking gear which require special instructions to be issued by the DOM in \naddition to the provisions of General Rules. \n17.4. CATEGORY (D) \nAdditions and alterations to or work affecting running lines within station limits carried out by \nthe works branch which involves interference with the normal train service and which require \ninstructions to be issued by the DOM, in addition to the provisions of General Rules. \n17.5. CATEGORY (E) \nWorks affecting running lines outside station limits which will or are likely to interfere with \nthe normal train service and which require the imposition of Line Block. \n17.6. CATEGORY (F) \n17.6.1. Works inside or outside station limits whic h require the opening of temporary \ndiversions or bridges and which require the issue of special instructions by DOM. \n17.6.2. In case of works under the category C and D, the official responsible for carrying out \nthe work shall send a ‘circular notice’ to the DOM at least 15 (fifteen) days before the work is \ndue to commence, advising him when the work will be commenced and requesting him to \nissue special instructions for the working of traffic during the time the work is in progress. A \ncopy of the ‘circular notice’ shall also be sent to the Station Master of the station at which the \nwork has to be carried out. The DOM on receiving such ‘circular notice’ shall at once \nprepare special instructions and issue them to all concerned. Only after the issue of spec ial \ninstructions shall the work be commenced and the Station Master will be responsible for \nensuring that all staff at the station responsible for the working of trains understand them and \ncarry them out. The date and time at which the work is actually co mmenced shall be \ncommunicated to the DOM by the official who sent the ‘circular notice’. \n17.6.3. As regards works under the Category E, the special instructions laid down in para 18 \nshall apply. \n17.6.4. As regards works under the Category F, see para 12. \n17.6.5. The DEN or the DSTE will be responsible for obtaining the sanction of the CRS, \nwhere necessary, and sending him the safety certificate on completion of the works. \n18. Special instructions for Line Block –single and double lines (Rules 15.06 and 15.08): \n18.1 When it is necessary to obstruct totally any portion of the running line outside the station \nlimits for engineering purpose, the AEN or the PWI or any other official of the engineering branch \nspecially authorized by the DEN should apply to the DRM for Line Block order. \n18.2 The engineering branch will arrange with the operating branch for the issue of a \n‘circular notice’. The ‘circular notice’ shall be valid for a period of three months from the date \nof issue and the work notified should be taken o n hand within three months. If the work \ncannot be commenced within three months, a fresh ‘circular notice’ shall be issued. Once \nthe work is taken in hand, the ‘circular notice, is effective as long as the work is in progress. \n18.3. On receipt of the advic e from the official in -charge of the work and before the work is \ntaken on hand, the DOM will issue ‘all concerned message’ to the officials mentioned in the \naforesaid ‘circular notice’ and arrange for the blocking of the line on the date and the time \nspecified. The name of the engineering official in-charge of the work and the last train which \nmay be allowed on the section before imposing the Line Block shall be specially mentioned \nin the ‘all concerned message’. This message will be issued so as to give not less than two \ndays clear notice. \n18.4. In the case of daily work on relaying, the message may cover a period of seven days, \non the expiry of which a fresh message shall be issued. \n18.5. The work shall not be taken in hand until acknowledgements for the ‘all concerned \nmessage’ have been received form the Station Masters concerned, the SCOR, in case of \ncontrolled sections and the LF. If the acknowledgements are not received, the DOM will not", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 418, + "text": "389 \n \nallow the work to be taken in hand. The engineering official in-charge of the work shall \narrange for the protection of the affected area in accordance with Rules 15.08 and 15.09 \nbefore commencement of the work. \n18.6. Caution Orders shall be issued by the Station Masters concerned to the Loco Pilots of \nall trains proceeding to the affected area. \n18.7. Blocking the line on field telephone:- \nWhen for any special reasons it is decided to permit blocking of the line on the field \ntelephone, the following procedure shall be observed. This procedure is permissible only on \ncontrolled sections. \n18.7.1. The name of the engineering official in -charge of the work, who shall not be below \nthe rank of a PWI should be mentioned in the ‘circular notice’. Except the railway official so \nmentioned, no other person, will be authorized to obtain blocks on the field telephone. \n18.7.2. The ‘all concerned message’ issued by the DOM will mention the name of the \nengineering official in-charge of the work and the last train before permitting Line Block and \nwill also state the Line Block will b e allowed on advice from the section on the field \ntelephone. \n18.7.3. On application to the DRM, the official in -charge of the work will be issued a PN \nsheet to be used. On completion of the work, the PN sheet should be returned to the DRM. \n18.7.4. Before leaving the station for the site of the work, the engineering official in -charge \nwill consult the SCOR who will advise him the approximate time and the number and \ndescription of the last train after which the Line Block will be allowed. \n18.7.5. After the p assage of the nominated train, the engineering official in -charge will \narrange to protect the place of obstruction in accordance with Rules 15.08 and 15.09 and \nafter having satisfied himself that the obstructed area is properly protected, will call the \nSCOR on the field telephone give his name and designation and also reference number of \nthe ‘circular notice’ under which the work is being carried out. \n18.7.6. The SCOR will then call the Station Master at each end of the block section and \nascertain from them if the block section is clear of all trains. \n18.7.7. The Engineering official in -charge will then issue a message on the field telephone \nas follows:- \n \n Date:……………………………… \nFrom: Engineering Official / PWI TO: SCOR / SMs/ X & Y \nNo……………… Refer DRM message number ………………………………….. dated \n………………………………………. \n Line (Up or Down in the case of double line) between station X & Y will be blocked from…………Hrs \nto ……………..Hrs. PN \n Name………………………………………… \n Designation………………………………….. \n \n18.7.8. The SCOR will then issue a message to the SMs X and Y and also to the engineering official \nin-charge as follows:- \n \n Date : …………………. \nFrom : SCOR To : SMs/X&Y \n Copy to PWI \n T.N. number ……………………………………. you are authorized to block the line (Up or \nDown in the case of double line) between stations X and Y from……………… Hrs. to \n…………………… Hrs. \n SCOR (Name) : …………………………. \n \n18.7.9. The Station Master concerned will acknowledge the SCOR message supported by a \nPN. The SCOR will make a note in his chart in the remarks column and record the name of \nthe engineering official in -charge and the PN received from the engineering official and the \nStation Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 419, + "text": "390 \n \n18.7.10 On receipt of the above me ssage from the SCOR, the Station Masters concerned \nwill block the line in accordance with the rules and issue a message to the engineering \nofficial in-charge with copy to the SCOR on the telephone as follows :- \n Date : ………………….. \nFrom : SM To : PWI/………………. \n Copy to SCOR \nNumber : ………………………………. \nLine (Up and Down in the case of double line) has been blocked From \n………………………….. Hrs. to ………………… Hrs. PN. ……………………. \n Name : ……...................... \n Designation : Station Master \n18.7.11. The engineering official in-charge will then commence the work. He will keep imself \nin constant touch with the SCOR. \n18.8. Non-controlled sections:- \nOn non-controlled sections, before the line is blocked for the work to be commenced, the \nofficial in-charge of the work will consult the Station Master in regard to the movement of \ntrains in the section and the Station Master after ensuring that the block section is clear of \ntrains, will block the line and issue a written memo to the official in -charge of the work to the \neffect that the line has been blocked and specify therein the duration of the block. This \nprocedure will also be observed on controlled sections when the control is interrupted or the \ncontrol is not in operation. \n18.9. Immediately after blocking the line, the Station Masters at both ends of the block \nsection should place the Line Block cap on the plunger of the block instruments and ‘line \nblocked collars’ on the signal lever of the LSS. The ‘line block cap’ / ‘line blocked collars’, \nshould be removed only when the normal working is resumed. Entries regarding the Line \nBlock should be made in red ink in the TSR. \n18.10. While the Line Block is in force, no traffic train shall be allowed to enter the obstructed \nsection under any circumstances whatsoever. The Station Masters at both ends of the \nobstructed block section shall not ask for or give LC for any train to enter the section. A \nmaterial lorry may be allowed to work in the block section but the engineering official in -\ncharge should ensure that before the line is certified safe for resuming normal traffic, the \nlorry is removed off the track. Only when specially mentioned in the ‘circular notice’, a \nmaterial train is allowed to work in the block section during the period of the Line Block. This \ntrain will be given an Authority to proceed to enter into an obstructed block section (T/A.602) \nand piloted by a responsible engineering official not below the rank of a PWI and the train \nwill work under his personal supervision. \n18.11.On completion of the work and after the track is made safe for the passage of trains, \nthe engineering official in-charge will contact the SCOR on the field telephone on controlled \nsections again and advise him about the completion of the work. The SCOR will call the \nStation Masters at both ends of the block section and the engineering official in -charge will \nthen issue a message in the following form:- \n \n Date:…………………. \nFrom PWI To: SMs/X and Y \n Copy - SCOR \nNo…………………….. Your No……………………………. \nTrack is safe for traffic. Train working may now be resumed (speed restriction, if any, \nto be mentioned). P.N.…………………… \n Name:……………………….. \n Designation………………………", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 420, + "text": "391 \n \nOn receipt of the above message the SCOR will issue a ‘train notice’ to the Station Masters \nconcerned and authorize them to ca ncel the Line Block and resume normal working and \nobtain their acknowledgements. \n18.12. On non-controlled sections after completion of the work, the official in-charge of the \nwork will hand over to the Station Master a message as per para 18.11 above for resumption \nof normal traffic and specify therein whether any speed restriction is to be observed or \nCaution Order to be issued. On receipt of this certificate, the Station Master will advise all \nconcerned specified in the ‘circular notice’ to cancel the Line Block and resume normal \nworking. In addition, if necessary, the official in -charge will also hand over a certificate \nstating that the block section has been cleared of the material train. \n18.13. If the Line Block is required to be extended beyond the time specified in the ‘circular \nnotice’ and the ‘all concerned message’, the engineering official in -charge of the work shall \nintimate the SCOR on the controlled section contacting him on the field telephone and send \nthe Station Master at one end of t he block section a written message expeditiously notifying \nhim the time upto which Line Block has been extended. The Station Master, who receives \nthe written message, shall immediately advise the Station Master at the other end, of the \nrevised time upto which the Line Block has been extended by the engineering branch. \n18.14. The advice extending the time of the Line Block shall be recorded in the TSR and \nthe train message book, where in use, at both ends of the block section and after the expiry \nof the extended time, traffic trains may resume running over the section as provided for in \nparas 18.11 and 18.12. \n19. Obtaining Line Block on Portable radio communication: \n 1. The name of the engineering official in -charge of the work, who shall not be below \nthe rank of PWI should be mentioned in the ‘circular notice’. Except the railway \nofficial so nominated, no other person, will be authorized to obtain blocks on Portable \nRadio Communication. \n 2. The all concerned message issued by the DOM will mention the name of the \nengineering official in charge of the work and the last train before permitting Line \nBlock and also state the Line Block will be allowed on advice from the section on \nPortable Radio Communication. \n 3. If PWI is not having P N sheet, he shall obtain one such from section Traffic \nInspector and return the same on completion of the work. \n 4. Before leaving the station for the site of the work, the engineering official in -charge \nwill consult the SCOR who shall advise him t he approximate time and the number \nand description of the last train after which the Line Block will be allowed. \n 5. After passage of the nominated train, the engineering official in -charge will arrange \nto protect the place of obstruction in accordance with the Rules 15.08 and 15.09 and \nafter having satisfied himself that the obstructed area is properly prote cted, will call \nthe Station Master on Portable Radio Communication and inform about protecting the \nwork spot and give a PN. \n 6. The Station Master will inform SCOR and the Station Master at the other end. After \nobtaining permission from SCOR for Line Block, the Station Master will give message \nto PWI on Portable Radio Communication regarding the permission granted by the \nSCOR and give a PN. He will also inform Station Master at the other end of the \nblock section about the block given to PWI with permission of SCOR. \nCANCELLATION OF LINE BLOCK: \n \n7.1 On completion of the work and after the track is made safe for the passage of trains, \nthe engineering official in -charge shall remove the protection and convey to his \nrepresentative at the station on Portable Radio Communication, PWI shall keep his \nrepresentative at the station with a signed written memo from his side with the time \nand PN columns being kept blank.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 421, + "text": "392 \n \n7.2 The PWI shall also communicate a PN to his representative. His representative shall \nenter the PN and time of cancellation of block and hand over the memo to the Station \nMaster. \n7.3 On receipt of block cancellation memo signed by the PWI, the Station Master will \nadvise SCOR and the Station Master at the other end of the block section and take \nnecessary action for the cancellation of the block. \n \nNote: In the event of failure of Portable Radio Communication, the procedure laid down in \npara 18 will be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 422, + "text": "393 \n \nAPPENDIX VI \n \nBRAKE POWER ON TRAINS \n \nThe importance of safe running of trains is being stressed from time to time. The \nresponsibilities of Loco Pilots and Guards before starting trains have been stipulated in SR \n4.31.3. The consolidated instructions regarding Brake Power are reiterated below for \nguidance and adherence by all staff. \n \n1. VACUUM BRAKE TRAINS: \n \n1.1. Vacuum hose pipes must be connected up continuously from the leading engine to the \nrear most wagon including banking engine whenever attached. \n1.2. Loco Pilots and Guards shall ensure, before starting their trains that the minimum \nprescribed level of vacuum, as given below, is available on the locomotive and brake -van \nrespectively. In other words, Loco Pilots shall ensure that the prescribed level of vacuum has \nbeen obtained in the locomotives and Guards shall ensure that the prescribe d level of \nvacuum has been obtained in the brake-vans. \n \nMinimum amount of vacuum to be maintained in cms. \n \nType of service \n \nEngine Brake-van Average \nMail/Express 53 \n \n47 50 \nPassenger 50 \n \n44 47 \nGoods 46 \n \n38 42 \n \n1.2.1. The above minimum prescribed amount of vacuum should be obtained. \na) In the case of electric locomotives whether single headed or double headed with the DVB \nhandle in running position and with exhauster working. \nb) In the case of diesel locomotives whether single headed or double headed with the loco in \nidling position. \n1.2.2. When the engine is attached to the formation for the purpose of faster creation of \nvacuum, the Loco Pilot may raise the speed of the exhauster to 8th notch in case of diesel \nlocos and use 2 exhausters in case of electric locos. \n2. Air brake trains: \n2.1. Air hoses must be connected up continuously from the leading engine to the rear most \nwagon including banking engine whenever attached. All the cut-off angle cocks must be kept \nin ‘open’ position except the leading angle cock of engine and trailing angle cock of brake -\nvan/last wagon which should be ‘closed’. All the ‘R’ charger handles provided in the \ndistributor valves shall be set correctly to on position (vertical to the rail table). \n2.2. The level of air pressure to be maintained: \n \nIn engine 5 Kg/cm2 \nIn brake-van: load up to 56 wagons 4.8 Kg/cm2 \nIn brake-van: load above 56 wagons 4.7 Kg/cm2 \n \n3.1 A banking engine or assisting engine, if attached shall not assist in creating \nvacuum/building air pressure.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 423, + "text": "394 \n \n3.2 The Loco Pilots shall create vacuum/build air pressure in the locomotives to the levels \nindicated in para 1.2 and 2.2 above and allow it to build up in the brake -vans before starting \ntheir trains. They should be particularly cautious when starting trains after bringing them to a \nhalt by full service or emergency application of brakes. The full release time as indicated \nbelow should be provided before checking with the Guard that the specified amount of air \npressure/vacuum has been achieved in brake-van and before attempting to start the train. \nRelease timings for various train formations: \n(i) 56 BOXN train (single pipe) hauled by two WDM 2 locos (Ref. RDSO trial report No. \nM.425). \n(a) Release after full service application - 2 minutes 25 seconds at last wagon with loco \nnotch on idle. \n(b) Release after emergency application - 6 minutes 10 seconds and 3 minutes 25 seconds \nat the last wagon with loco notch setting at idle and 8th respectively. \nNote: Timings for release of BOXN ra kes with electric locomotives have not been fixed but \nfor the present the timings indicated for WDM 2 locos at idle speed may be followed for \nelectric locos. \n(ii) 45 BOX wagon train hauled by one WAM 4 loco (with one exhauster working at slow \nspeed. Ref. RDSO trial report No. M. 442) \n(a) The average recreation time up to 95% of the stable vacuum level in the last wagon is 9 \nminutes 50 seconds after emergency application. \n(b) A train, after stopping should not be restarted unless the air pressure/vacuum as \nobtained initially at originating point is recreated. \n(c) The Guard should not show ‘all -right’ signal to the Loco Pilot and the Loco Pilot should \nnot restart the train until the original air pressure/vacuum is obtained again. \n3.3. The Guard shall sign the ‘brake power certificate’ prepared by the carriage and wagon \nstaff after the level of vacuum/air pressure indicated in para 1.2 and 2.2 above has been \nobtained in the brake -van. Similarly, the Loco Pilot shall sign the same after satisfying that \nthe prescribed level of vacuum/air pressure has been obtained in the locomotive and that the \nGuard has signed it. \n3.4. Normally, not more than 45 minutes shall be allowed to goods trains to start after \nengines have been attached. However, in the case of formations tested by Vacuum \nExhausters/Air-Compressors, the time taken for starting the train, after engine is attached, \nshall depend on the number of vehicles on the train but shall not exceed 20 minutes. \n4.1. Vacuum/air brake testing on diesel loco: \nS.No. Type of brake Vacuum testing Air brake testing RDSO Ref. \n Dummy Disc 8 \nmm dia \nAngle \ncock \nclosed \n7.5 mm \nleak \nadapter \n \n1 Vacuum brake 580 mm 530 mm …… …… MP.TP.019/81(r\nevised, Jan 94 \npara No.5.2) \n2 Air brake system \n(dual brake) \n580 mm 530 mm 5 \nKg/cm2 \n4 \nKg/cm2 \nMP.TP.019/81(r\nevised Jan 94 \npara No.6.10) \n3 Pure air brake \nsystem IRAB-I \n…… …… 5 \nKg/cm2 \n4.8 \nKg/cm2 \nMP.TP. 029/87 \n(revised Apr 97 \npara No.5.11)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 424, + "text": "395 \n \n4.2. The amount of vacuum to be maintained on 8 mm leak hole disc plate shall be as \nfollows .– \n \n BG Remarks \nElectric \nloco \n52.5 cm With one exhauster working, 45 cms of vacuum should be \ncreated and maintained within the first one minute of switching \non the exhauster \n4.3. METHOD OF TESTING CAPABILITY OF VACUUM BRAKE: \n \n1. Close the brake pipe angle cocks before starting the test. \n2. Allow at least 5 minutes for brake system to charge completely. \n3. With brake system fully charged the automatic brake valve and independent brake valve \nhandle in ‘release’ position. \n4. Check the vacuum on dummy which should be 580 mm. Drop vacuum to zero and attach \ndisc with 8 mm hole. Bring A9 to release position; vacuum level should come to 530 mm in 3 \nto 5 seconds. \n4.4. Method of testing capability of air brake locomotives: \n \n1. Place the automatic Loco Pilot’s brake valve handle in ‘emergency’ position and start the \nengine/s for building air pressure. \n2. Allow the main reservoir pressure to build upto 10+0.1 kg/ cm 2. Close the engine cock for \nthe brake pipe and couple 7.5 mm dia leak hole special test coupling. \n3. Move the automatic brake valve handle from ‘emergency’ to ‘release’ position to charge \nbrake pipe to 5 Kg /cm2. \n4. Open the angle cock of the brake pipe where leak hole plate has been provided. Note the \npressure in the brake pipe gauge in the cap which shoul d not fall below 4.8 Kg/cm 2 for pure \nair brake locos and 4 Kg/cm2 Pressure for dual brake locos in 20 to 25 seconds. \nNote : (a) If the locomotive fails to satisfy these test results, it should be considered \ndefective. \n(b) All locos leaving shed should have the test results entered in the log book/ engine \nrepair book with date and time of testing under the Supervisor’s signature. Whenever \nthere is a dispute, Loco Inspector and TXR should jointly check the locomotive. \n5. Brake power specification: \n \n5.1. Goods train \n At such trains originating points where C&W staff examine loads before despatch, a \nminimum of 85% of the total number of vacuum/air brake cylinders on the goods trains shall \nbe operative with effective brakes. Effectiveness of cylinders and brakes shall be checked as \nper clauses E–7 of Appendix ‘E’ of IRCA Rules part-III (1973 edition). For the purpose of this \nrule, a piped vehicle i.e. a vehicle fitted with train pipe only and without vacuum cylinder shall \nbe deemed to be a wagon with inoperative cylinder. \n5.2. The brake gear shall be properly adjusted to ensure that the vacuum cylinders fitted on all \ntypes of wagons shall have a free lift of 13mm between the piston rod cotter/pin and brake \nshaft/crank/fork end arm when both are in the lowest position with hand brakes fully released. \n5.3. With vacuum brakes applied, the piston travel shall be within the prescribed limits viz., \n70mm to 115mm for conventional wagons and 130mm in empty condition and 180mm in \nloaded condition in case of BOX/BCX wagons. \n5.4. A minimum clearance of 25mm shall be maintained between the vacuum cylinder stuffing box \nand the top of brake shaft crank fork end arm with the brakes in applied condition. \n5.5. BOX and BCX type wagons on the BG and certain wagons on the MG are fitte d with SAB \nbrake regulator/slack adjustor and empty/load device. The empty/load operating handle,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 425, + "text": "396 \n \nwherever provided, should be set in ‘empty’ position when the wagon is empty or partially loaded \nwith gross load not exceeding 42.5 tonnes and in ‘load’ po sition when the gross weight of wagon \nexceeds 42.5 tonnes. For the convenience of staff, the sign plate is painted yellow to indicate \n‘empty’ position and painted black to indicate ‘load’ position. \n5.6. When a diesel locomotive is used as a banker, a modif ied diesel loco shall only be used \nwherein a cut off angle cock is provided to cut-off the exhauster connection to the rear banker. \n5.7. On ghat sections, the extant ghat rules prescribed shall apply. \n6. Instructions for train operation – en route. \n \n6.1. Brake power should be checked in accordance with instructions given to Loco Pilots in \npara 10 -12 (reproduced below) of the Hand Book for Loco Pilots issued by the Safety \nDirectorate of the Ministry of Railways. \n“At the first opportunity, after startin g, destroy a part of vacuum/air pressure in order to get \nan idea of the brake power of your train. On the basis of this test, you must regulate your \nspeed in such a way that you can stop your train wherever required during the run. In the \nsame manner, test your brake power on train, on first falling gradient so that you will get a \nbetter idea of brake power on the train.” \n6.2. In case of a Loco Pilot experiencing any inadequacy of brake power and he is unable to \ncontrol and stop his train, he shall restrict the speed of his train so as to keep it under control \nall the time and work his train cautiously to the nearest train examining point where C & W \nstaff shall examine and rectify the defects if any and issue a fresh ‘brake power certificate’ or \nmake suitable endorsement. A train should not be stabled or locomotive detached for poor \nbrake power at an intermediate station, unless a joint check has been carried out by the \nsectional LI/JDI, Traffic Inspector and CWI to determine the adequacy of the brake power. \n6.3. Where a train starts from a non -train examination point, the train shall be started with \nGLP (Guard & Loco Pilot) check and subjected to train examination at the next train \nexamination point. \n6.4. Whenever such wagons as have not been previously examined by the C & W staff are attached \nto through loads at intermediate station, the Loco Pilot and Guard shall examine the wagons and \nsatisfy that they are in safe condition in all respects. Whenever attachment or detachment of 10 four \nwheeler unit wagons o r more takes place at intermediate stations, fresh ‘brake power certificate’ \nshall be issued at the next train examining station, in the direction of movement by C & W staff. \n7. Stabled loads: \n7.1 (a) When goods train, stabled for less than 72 hrs in case of non -closed circuit rake, and \nless than 24 hours for closed circuit rake, is to be cleared, the Loco Pilot and Guard shall \nexamine the train and satisfy that the train has adequate brake powe r and safe to run in all \nrespects. No C&W staff shall be deputed for examining such trains. Further an originating \ntrain not moved from the originating station within 24 hrs will also require a fresh BPC. \n(b) If a goods train is stabled for more than 72 h ours in case of non -closed circuit rake and \nmore than 24 hours in case of closed circuit rake, it should be re-examined by C& \nW staff and a fresh BPC shall be issued. In case train is stabled at a station where no TXR \nstaff are posted, the train should be moved after GLP check to the next TXR Depot. \n7.2. The ‘brake power certificate’ issued to a through goods train is valid till it reaches \ndestination. When however, a train is stabled en route, the Loco Pilot shall hand over the \n‘brake power certificate’ av ailable with him to the Station Master for safe custody. The \nStation Master shall hand over the original ‘brake power certificate’ collected from the Loco \nPilot of the stabled train to outgoing Loco Pilot. The Loco Pilot shall ensure that the ‘brake \npower certificate’ handed over to him is correct and valid before starting the train. \n7.3. When a goods train is stabled on account of inadequate brake power or where it is \nreported that the train brake system has been tampered with during stabling, C & W staff \nshall be deputed to examine the stabled train and issue a fresh ‘brake power certificate’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 426, + "text": "397 \n \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..22)) MMooddiiffiieedd \n8: As and when there is change of traction i.e., electric to diesel or vice versa, the formation \nshould be released b y Assistant Loco Pilot/Guard of the train/station staff/C&W staff/siding \nstaff and the train started after conducting brake continuity test and after obtaining requisite \nvacuum/air pressure. \n9. This appendix merely recapitulates the broad guidelines prescr ibed for brake power on \ntrains. It does not purport to change the present pattern of carriage and wagon examination \nlike end to end running of goods trains comprising roller bearing stock, extended runs \nskipping intermediate yards, intensive examination to stock at train originating point etc. \nDivisional authorities may issue detailed instructions within these parameters. These \ninstructions should be framed jointly by Power, Carriage and Wagon and Operating Officers \nand should have the personal approval of Divisional Railway Managers. \n10. In case any marginal adjustments in or exemption from these instructions are required, \nthe divisional authorities shall approach the headquarters office with their proposals. \n \nBrake power of passenger carrying trains: \n \n11. Vacuum specification: \n11.1. Vacuum hose pipes must be connected up continuously from the leading engine to the \nrear most vehicle including banking engine whenever attached. \n11.2. The Loco Pilot and Guard shall ensure, before starting the train, that the m inimum \nprescribed level of vacuum (given in the following table) is available on the locomotive and \nbrake-van respectively. In other words, Loco Pilot shall ensure that the prescribed level of \nvacuum has been obtained in the locomotive and Guard shall ensu re that the prescribed \nlevel of vacuum has been obtained in the brake-van. \n \nMinimum amount of vacuum to be maintained in cms \n \nType of Service \n \nEngine Brake-van Average \nMail/Express 53 47 50 \nPassenger 50 44 47 \nGoods 46 38 42 \n \n11.2.1 The above minimum prescribed amount of vacuum should be available: \n(a) In the case of electric locomotives (whether single headed or double headed) with the \nDVB handle in running position and with one exhauster working. \n(b) In the case of diesel locomotives (whether single headed or double headed) with the loco \nin idling position. \n \n11.2.2 A banking or assisting engine, if attached, shall not assist in creating vacuum. \n \n11.3. Loco Pilots create vacuum in the locomotive to the level indicated in para 11.2 above, \nand allow it to build up in the brake-van before starting their trains. \n \n11.4. Guards shall sign the ‘brake power certificate’ prepared by the C&W staff after the level \nof the vacuum indicated in para 11.2 above has been obtained in the brake -vans. Similarly \nLoco Pilots shall sign the same after satisfying that the prescribed level of vacuum has been \nobtained in the locomotives and that the Guards have signed it. \n \n12.1. Vacuum/Air brake testing on diesel locos: \nS.N. Type of brake Vacuum testing Air brake testing RDSO Ref. \n Dummy Disc 8 mm \ndia \nAngle clock \nclosed \n7.5 mm leak \nadapter \n \n1. Vacuum brake 580 mm 530 mm …… …… MP.TP.019/81(revised \nJan, 94 para No.5.2) \n2. Air brake system \n(dual brake) \n580 mm 530 mm 5 Kg/cm2 4 Kg/cm2 MP.TP.019/81(revised \nJan, 94 para No.6.10)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 427, + "text": "398 \n \n3. Pure air brake \nsystem IRAB-I \n…… …… 5 Kg/cm2 4.8 Kg/cm2 MP.TP.029/87(revised \nApr, 97 para No.5.11) \n12.2. The amount of vacuum to be maintained on 8mm leak hole disc plate on electric loco \nshall be as follows. \n \n BG Remarks \nElectric \nloco \n52.5 \ncms \nWith one exhauster working 45 cms of vacuum should be \ncreated and maintained within the first one minute of switching \non the exhauster \n \n13. Brake power specifications: \n \n13.1. Passenger trains – \n \n13.1.1 All passenger carrying trains of all description shall have 100% operative vacuum \ncylinders with effective brake power at the starting station. \n \n13.1.2 On Super fast trains – \n \nNot more than two vacuum cylinders can be dummied en route. In case the number of \nineffective vacuum cylinders exceeds two, the speed shall be suitably regulated. \n \n13.1.3. On other Mail/Express and passenger trains, a minimum of 90% operative vacuum \ncylinders with effective brake power shall be maintained en route. In case the percentage of \neffective cylinders fall below this percentage, the speed of the trains shall be suitably \ncontrolled. \n \n13.1.4. The brake gear should be properly adjusted to ensure that the vacuum cylinders on \nall types of coaches shall have a free lift of 13mm between the piston rod cotter/pin and \nbrake shaft/crank/fork end arm when both are in the lowest position with the brakes fully \nreleased. \n \n13.1.5. With the vacuum brakes applied, the piston travel shall be within prescribed limits. \n \n13.1.6. A minimum clearance of 25mm shall be maintained between the vacuum cylinder \nstuffing box and the top of the brake shaft fork end arm with the brakes in applied condition. \n \n14. Air Brake System: \n \n14.1 At the originating station, it must be ensured that 100% brake cylinders are effective. \nOn the run, not more than 2 cylinders on the whole train shall be dummied; if the occasion \narises not more than one ineffective cylinder per coach shall be permitted. \n \n14.2. Brake pressure: \nThe pressure in brake pipe and feed pipe in the locomotive shall be 5 kg/cm2 and 6 kg/cm2 \nrespectively and in the brake-van, it shall not be less than 4.8 kg/cm 2 for brake pipe and 5.8 \nkg/cm2 for feed pipe respectively \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..22)) MMooddiiffiieedd \n15. As and when there is change of traction i.e., elect ric to diesel or vice-versa the formation \nshould be released by Assistant Loco Pilot/Guard of the train/station staff/C&W staff/Siding \nstaff and the train started after conducting Brake continuity test and after obtaining requisite \nvacuum/air pressure. \n16. Standardization of vacuum level in engine and brake-van of passenger and Goods \ntrains. \n \n16.1. Creation of initial vacuum on Electric locomotives: \nIn case of Electric locomotives, at the time of initial creation of vacuum as well as after full \napplication of brakes, the vacuum should be created by running both the exhausters till 45 \nCMs of vacuum is obtained. Thereafter only one exhauster will run.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 428, + "text": "399 \n \n16.2. Percentage of Brake power in Coaching & Freight trains: \nThe percentage of effective brake power for different services at originating station as well \nas en route is given below: \n \n \nCoaching \nService Originating % Enroute % \nMail/Express 100 90 \nPassenger 100 Not specified \n \nFreight \nCC rake 100 Not specified \nOthers 85 Not specified \n \n16.3. Vacuum trouble on trains: \nIn case of vacuum trouble in a train, the locomotive should be tested first followed by the \nrake, if loco is found normal. The respective guidelines for testing are given below: \n \n16.4. Testing of locomotive in case of vacuum trouble: \nGuidelines for diesel locomotives when desired vacuum level is not created, have already \nbeen issued vide Railway Board's letter No. 83/M (N)/951/34 dated 27.5.99. In case the \ndesired vacuum level is not created, the identification of problem on diesel and electric \nlocomotives is to be carried out with the help of following tests–– \n \n(i)Blockage test: With one exhauster on electric loco/diesel loco run ning at idle, remove \nvacuum hose pipe on one side of the loco from dummy and raise it upward (to avoid suction \nof dirt etc). Normally with hosepipe open, the vacuum should drop to zero but if it is more \nthan 8 cm, it indicates blockage in the system. Rep eat the procedure from the other end of \nthe loco. \n \n(ii) Efficiency test: Electric/ Diesel locomotives be tested to ascertain that on 5/16\"dia \n(8mm) leak hole in 3mm plate, with single exhauster working at slow speed on electric \nlocomotive and with engine working at idle speed on diesel locomotive, the vacuum level of \n53 cm is achieved. \n \nLoco Vacuum Loco Dual brake loco \n Dummy Disc 3 mm \n(8 mm hole) \nDummy Disc 3 mm \n(8 mm hole) \nDiesel 56 53 58 53 \nElectric 56 53 58 53 \n \nOn newly manufactured, rebuilt and POH attended locomotives, the difference between the \ndummy and 8mm hole disc should not be more than 3 cms. \n(iii) Leakage test: If the above conditions are achieved, then tests may be carried out to ensure \nthat Maximum leakage rate on diesel/electric locomotives is not more than 7 cm/min. \nThe blockage and efficiency tests on diesel and electric locomotives should be carried out \nnot only before turning it out from the shed but also in the Yard to rule out loco defects \nwhenever the train is held up for creation of vacuum. The leakage test on both the \nlocomotives should be carried out in the shed only. \n \n16.5. Testing of train in case of vacuum trouble: \n(i) Coaching train: \nOn passenger carrying train maximum leakage rate should not be more than 5 cm/min on one \nvehicle and 13 cm/min for the full rake as per IRCA Part.IV Appendix D Para 2.2 (d). \n \n(ii) Freight train: \nOn goods trains ma ximum leakage rate should not be more than 5 cm/min on one vehicle, \nas per IRCA Part III Appendix E clause E-54. \nThe above instructions are applicable to BG diesel and AC electric loco hauled trains only. For \nDC electric locomotives, as also for MG services, the existing practice should continue.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 429, + "text": "400 \n \nAPPENDIX – VII \n \nSPECIAL INSTRUCTIONS FOR THE USE OF DETONATING (FOG) SIGNALS AT \nSTATIONS TO INDICATE TO THE LOCO PILOTS OF APPROACHING TRAINS THE \nLOCATION OF A SIGNAL ( See Rules 3.59 to 3.64 and SRs thereunder ) \n \n \n ((AASS NNoo..66,, ddaatteedd 2255..1111..1100 –– iitteemm NNoo..77)) AAppppeennddiixx –– VVIIII –– PPaarraa 11 ttoo 88 ddeelleetteedd aanndd PPaarraa \n99 rreennuummbbeerreedd aass PPaarraa 11", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 430, + "text": "401", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 431, + "text": "402 \n \n((AASS NNoo..66,, ddaatteedd 2255..1111..1100 –– iitteemm NNoo..77)) AAppppeennddiixx –– VVIIII –– PPaarraa 11 ttoo 88 ddeelleetteedd aanndd PPaarraa 99 \nrreennuummbbeerreedd aass PPaarraa 11 \n \n1. Station Detonators Register:- \n \n At--------------------------------------- \nInstructions \n \n (a) This register contains the following parts:- \n \n Part I Particulars of Fog Signalmen posted at the station from time to time \n \n Part II Particulars of receipt and stock of detonating (fog) signals at the station, to be \nfilled in whenever detonators are used or received. \n \n Part III Periods of fog, Fog Signalmen on duty and details of detonators used. \n \n Part IV Particulars of issue and testing of fog signals at depot station, loco shed, etc. \n \n(b) As soon as a railway servant is posted or detailed for duty at a station as a Fog \nSignalman, the Station Master shall satisfy himself that he is fully ac quainted with and \nunderstand the rules relating to the placing of detonating (fog) signals at stations during \nthick or foggy weather. As an assurance of this, the Station Master shall take signature \nor thumb impression of Fog Signalmen in the appropriate column of Part I of this \nregister. \n \n (c) The Station Master shall ensure that the information to be maintained in this register is \nkept up-to-date and is accurate in all respects. \n \n (d) Traffic Inspectors shall check the register, as also the stock of detonators on hand, \neach time they visit a station and initial with date as an indication of their having done \nso.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 432, + "text": "403", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 433, + "text": "404", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 434, + "text": "405", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 435, + "text": "406 \n \n_____________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 436, + "text": "407 \n \nAPPENDIX—VIII \n \nMARSHALLING \n \nPrecautions to be observed during marshalling of wagons containing explosives and \nother dangerous goods etc. \n \n The rules laid down in the I. R. C. A., Red Tariff No. 20 in regard to marshalling of \nexplosives and other dangerous goods should be ri gidly complied with. The following \ninstructions are issued for the guidance of all concerned:– \n \n1. Precautions to be observed during marshalling of carriages/wagons containing \nexplosives. \n \n1.1. The maximum number of carriages/wagons containing explosives which may at any one \ntime be attached to or be hauled by a train shall be ten by a goods train and three by a \nmixed or parcel train. \n1.2. Carriages or wagons containing explosives should be placed as far away as practicable \nfrom the train locomotive, group ing together those carriages/wagons which are permitted to \nbe so grouped. \n1.3. Carriages/wagons containing explosives shall be separated by not less than three \ncarriages/wagons not containing explosives or other dangerous goods or articles of \ninflammable nature from – \n1.3.1. the locomotive, provided that when an electric or diesel locomotive is used, only one \nsuch carriage/wagon need intervene between the carriages/wagons containing explosives \nand the locomotives; \n1.3.2. the passenger carriages or the brake-van; \n1.3.3. any other carriages/wagons containing other dangerous goods or articles of \ninflammable nature. \n1.4 Carriages/wagons containing explosives shall be close coupled to the adjoining \ncarriages/wagons and each other. \n1.5. Wagons containing explosives shall not be transported by any train other than goods \ntrain. However, explosives may be transported by mixed or parcel train in vans specially \ndesigned (powder vans) on any line or section on which goods trains are not running subject \nto the condition that immediately on entering any section on which goods trains are running, \nthe vans containing explosives shall be detached from the mixed or parcel trains. \n1.6. Restriction on conveyance of explosives by trains carrying liquid air or liquid oxygen–– \nExplosives 907.18 Kg shall not be conveyed by the same train by which consignment of \nliquid oxygen or liquid air is being conveyed. \n \n1.7. Guard or dummy wagons–– \n \n Whenever the requisite number of carriages/wagons not containing explosives or other \ndangerous goods or articles of inflammable nature are not available, empty wagons shall be \nused as guard or dummy wagons for separating as required the carriages/wagons \ncontaining explosives from the train locomotives, the passenger carriages or the brake -van \nor any other carriages/wagons containing other dangerous goods or articles of inflammable \nnature. \n \n2. Precautions to be observed during marshalling of wagons containing petroleum \nand other inflammable liquids. \n \nNote: Petroleum products are classified as class ‘A’, Class ‘B’ and Class ‘C’ on the basis \nof flash point.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 437, + "text": "408 \n \nClass ‘A’ are liquids, the vapours of which have flash point below 230 C \n \nClass ‘B’ are liquids, the vapours of which have flash point above 230 C but below 65o C \n \nClass ‘C’ are liquids, the vapours of which have flash point at 65o C and above. \n2.1. There is no restriction on the number of wagons containing petroleum and other inflammable \nliquids which may at any one time be attached to or be transported by any one train. \n2.2. Wagons co ntaining petroleum and other inflammable liquids which may be grouped together, \nshould be placed as far away as practicable from the train locomotive. \n((AASS NNoo..88,, ddaatteedd 1100..0011..1122 –– iitteemm NNoo..11)) MMooddiiffiieedd \n2.3. Wagons containing petroleum and other inflammable liquids (class A, listed under table No. III of \nRed Tariff) shall be separated by not less than 3 carriages / wagons which do not contain explosives, \nother dangerous goods or articles of inflammable nature from a) train locomotive, b) passenger \ncarriages c) brake-van and d) any other carriages / wagons containing explosives, other dangerous \ngoods or articles of inflammable nature. \n2.3.1.When electric or diesel locomotive is used. \nHowever, when an electric or diesel locomotive is used to haul the train, only one such carriage / \nwagon* should be attached between the wagons containing petroleum and other inflammable liquids \n(category ‘class A’) and the locomotive. \n2.3.2.If a passenger carriage is to be hauled. \nSimilarly, if a passenger carriage is to be hauled in the goods train, then, only one such carriage \n/ wagon* should be attached between the wagons containing petroleum and other inflammable \nliquids (category ‘class A’) and the passenger carriage, provided the goods train is hauled by \nelectric or diesel locomotive. \n2.3.3. In the case of Brake-van \nSimilarly, in the case of brake-van also only one such carriage / wagon* should be attached between \nthe wagons containing petroleum and other inflammable liquids (category ‘class A’) and the \npassenger carriage, provided the goods train is hauled by electric or diesel locomotive. \nHowever, there is no need to attach such carriage / wagon* between tank wagon (if it is an 8 wheeler) \ncontaining petroleum and other inflammable liquids (category ‘class A’) and the brake-van, if an 8 \nwheeler brake-van is used and the goods train is hauled by diesel or electric locomotive. \n2.3.4. This para is deleted. \n2.4. Wagons containing petroleum or other inflammable liquids, class B.Wagons containing \npetroleum or other inflammable liquids (category class B) should be separated by only one such \ncarriage / wagon* from the \na) train locomotive \nb) passenger carriage \nc) brake-van \nd) any carriage / wagon containing explosives or dangerous goods or articles of inflammable nature. \nHowever, if the last tank wagon is an 8 wheeler and if the brake -van is also an 8 wheeler, there \nis no need to attach such a carriage / wagon* between the 8 wheeler tank wagon and 8 wheeler \nbrake-van. Note:In the above paras, *Such carriage / wagon means a carriage or a wagon which \ndoes not contain explosives or other dangerous goods or articles of inflammable nature. \n2.5. Wagons containing petroleum and other inflammable liquids shall be close coupled to the \nadjoining carriages/wagons and to each other. \n2.6. Empty tank wagons said to have contained petroleum and other inflammable liquids should \nfor the purpose of marshalling on trains be treated as if these tank wagons actually contained \npetroleum or inflammable liquids and the above precautions should also be observed for the \nprovision of Guard wagons for separating such empty tank wagons from the train locomotive or \nfrom the passenger carriages or the brake-van.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 438, + "text": "408(i) \n2.7. Wagons containing petroleum and other inflammable liquids Class ‘A’ shall not be \ntransported by any train other than the goods trains. Petroleum and other inflammable goods \nClass ‘B’ may however be transported in wagons by all trains except passenger trains. \n2.7.1. Petroleum and other inflammable liquids Class ‘A’ may however be transported in wagons by a mixed \nor parcel train, on any line or section on which goods trains are not running, subject to the condition that \nimmediately on entering on any section on which goods trains are running, the wagons containing petroleum \nand other inflammable liquids Class ‘A’, shall be detached from the mixed or parcel train. \n2.8. Separation from the brake-van in certain special cases–– \nIn the case of a generator fitted brake-van, where the electrical equipment including the generator is totally \nenclosed and suitable glands to close the small openings left for cable entry are fitted, tank wagons \ncontaining petroleum and other hydrocarbon oils need be separated there from by only one wagon provided \nthat the intervening wagon and the brake-van do not contain explosives or other dangerous goods or articles \nof inflammable nature. \n2.8.1. The equipment and fittings in the brake -van should, however, be thoroughly examined at the \ncommencement of each journey to ensure that they are in proper order. \n2.8.2. A power plant bogie carrying not more than 96.21 litres of petrol and attached in the rear of the \nbrake-van of vacuum -braked trains need have no carriage not containing exp losives, other \ndangerous goods or articles of inflammable nature intervening between it and the brake-van. \n2.9. Position of tank wagons on mixed train –– \nTank wagons containing petroleum and other inflammable liquids Class ‘A’ or fuel or kerosene oil, or \nempty tank wagons which have contained these liquids, when transported by mixed trains, must be \nattached in the rear of the passenger carrying vehicles.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 439, + "text": "408(ii) \n \n \nBLANK", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 440, + "text": "409 \n2.10. Tank wagons containing petroleum and other inflammable liquids and liquid oxygen not to \nbe carried together. Petroleum and other inflammable liquids in tank wagons shall not be \nconveyed by any train by which liquid air or liquid oxygen is carried. \n3. Guard or dummy wagons –– Whenever the requisite number of wagons not containing \nexplosives or other dangerous goods or articles of inflammable nature are not available, empty \nwagons shall be used as Guard or dummy wagon. \n4. For marshalling of wago ns containing gases (rule 227.1), inflammable solids (rule 425.1) \noxidizing substances (rule 524.1), acid and corrosives (rule 826.1) and poisonous (toxic) \nsubstances (rule 624.1) of the IRCA Red Tariff No. 20 must be observed. \n Note: The Red Tariff in force is number 20, which was brought into force with effect from 16.8.2000. \n5. Definition of Coaching Stock --- \nThe following vehicles are to be considered as Coaching Stock–– \nPassenger carriages, postal vans, horse boxes, carriage trucks, motor vans, st ore vans, restaurant \ncars, luggage and fruit vans, passenger brake -vans, goods vehicles marked as coaching vehicles and \nany other vehicles that may from time to time be included in the list of Coaching stock. \n6. Definition of Goods Stock -- \nGoods stock includes all rolling stock other than coaching stock, irrespective of contents, \nwhether attached to passenger or goods trains. \n7. Goods vehicles not to be used for carrying passengers–– \nNo goods stock or other stock not intended for the carriage of passe ngers shall be used for \ncarrying public passenger traffic without the previous sanction of the COM. \n8. Marshalling of passengers/mixed trains— \n8.1. The composition and marshalling of Mail and Express trains is given in the appendix to the \nWorking Time Table. \n8.2. On passenger trains there must be at least one brake-van in the rear of fixed composition of \nthe train. On passenger and mixed trains on short branch lines, one bogie brake -van may be \nattached in the middle of train to avoid reversing. \n \n8.3. The marshalling arrangements on mixed trains shall ordinarily be as follows–– \nThe engine, goods vehicles, passenger vehicles and vehicles equipped with vacuum brake \nattached behind the rear brake-van, as laid down in para 8.4. below: \nOn Metre Gauge section wher e the gradients are 1 in 100 or steeper, mixed trains should be \nmarshalled with the coaching vehicles next to the engine and the goods vehicles attached in \nrear of coaching vehicles. \n8.4. In the case of passenger train not more than two bogies or four 4 wh eelers (one bogie to \ncount as two 4 wheelers) may be attached in the rear of rear brake -van subject to the condition \nthat the vehicles are fitted with vacuum brake in good working order. An Officer’s carriage (bogie \nor four wheeler) may also be attached in addition, subject to the provision that it has effective \nvacuum brake. Such vehicles must be connected with vacuum brake system on the train. A tail \nlamp or tail board must be fixed on the rearmost vehicle. \n8.5. When it is necessary to attach four -wheeled stock on passenger and mixed train, the \nfollowing rules must be observed – \n8.5.1. A single four-wheeled vehicle must not be marshaled between two bogies. \n8.5.2. A four -wheeler coaching vehicle or goods wagon can be attached to a passenger train \neither in front i.e., next to the engine or in the rear of the train. \n8.5.3. When one or more four -wheelers are attached to a passenger train, the maximum speed \nof the train should not exceed 75 KMPH on the B G and 50 KMPH on the M G. \n8.5.4. Four-wheeler vehicles or wagons with rigid wheel base of less than 3.05 metres should \nnot be attached to a passenger train on the Metre Gauge. When such wagons or vehicles are \nattached to mixed trains, the maximum speed of such trains must not exceed 40 KMPH.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 441, + "text": "410 \n \n8.5.5. Four-wheeler inspection carriages fitted with standard WA 16 springs and shackle plates \nmay be attached to passenger trains booked to run at a speed of more than 75 KMPH on B G \nand 50 KMPH on MG. \n8.5.6. Four-wheeler inspection carriages with type of suspensions other than those mentioned in \npara 8.5.4 above should not be attached to passenger trains, the maximum permissible speeds \nof which exceeds 75 KMPH on B G and 50 KMPH on M G. \n8.5.7. A single four -wheeled vehicle not carrying public passengers may be marshaled between \nthe engine and a bogie vehicle to avoid delays in shunting en route, subject to the following \nexceptions – \nVehicles carrying livestock must not be attached behind the engine except on the electrified \nsections. \n8.6. Four-wheelers not carrying public passengers fitted with automatic vacuum brake may be \nmarshalled between the rear brake -van and a restaurant car or a Officer’s bogie saloon to \nfacilitate shunting subject to para 8.5 above. \n8.7. Kit wagons of staff on transfer to stations beyond two goods terminals may be attached to \nparcel or passenger trains, when room permits. \n8.8. No goods stock will be attached to run on passenger train unless certified by the Train \nExaminer that it is fit to run on passenger trains. Piped vehicles are not to be attached to \npassenger trains. \n \n9. Marshalling of goods trains–– \n9.1. Every goods train on leaving a terminal station must be properly marshaled in accordance \nwith the instructions issued by the Divisional Railway Manager. There m ust be at least one \ngoods brake-van in the rear of the train. Instructions with regard to attaching of brake -vans on \ngoods trains, number and tonnage shall be given in the Working Time Table. \n9.2. No load which infringes the standard moving dimensions shall be attached to a train without \nthe sanction of the COM. \n9.3. A single four -wheeler must not be marshaled between 2 bogies but a single four -wheeler \nmay be attached between the engine and a bogie vehicle to avoid delays in shunting en route. \nNote: This ru le is not applicable whenever banking engine/assisting not required engine is \nattached in rear of rear brake-van. \n9.4. In the case of military specials carrying motor vehicles belonging to the Defence \ndepartment, two four -wheeled dummy wagons (either empty or loaded with non -inflammable \ngoods) should be attached in the front next to the engine. \n9.5. Dead Engines – \n The following conditions shall be satisfied before attaching of dead locomotive to any train / light engine: \n9.5.1. Conditions for attaching of dead locomotive- \ni) Certificate of ‘fit to run’ is issued by Section Engineer/Loco Inspector/Power Controller for \npassenger/goods train. \n((AASS NNoo..1122,, ddaatteedd 2277..0077..22001144 –– iitteemm NNoo..55)) PPaarraa NNoo.. 99..55..11 ((iiii)) MMooddiiffiieedd \n ii) Escorting of dead locomotive attached to freight and passenger carrying trains is not \nnecessary if the brakes are fully operational and the dead locomotive is attached next to the \ntrain engine. `The dead locomotive is to be escorted by competent person not lower than \nAssistant Loco Pilot when at tached in the rear of the brake van or has defect in under gear \nequipment. \niii) Maximum permissible speed of the dead locomotive shall not be less than maximum \npermissible speed of the train. \niv) Arrangements have been made to ensure that brakes can be app lied on dead locomotive in \nsynchronization with working locomotives. \nv) Running of double/triple head is permissible on the section over which the dead locomotive is \nto be hauled. \nvi) When a dead electric locomotive has to be moved on a non -electrified section, special check \nshall be made regarding its infringement to the schedule of maximum moving dimensions. In the \ncase of any infringement, the dead locomotive shall be treated as an ODC.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 442, + "text": "411 \n \nvii) As a final check, the coupled locos should be run for about 500 metres and the Loco Pilot \nshall check for any abnormal rise in the temperature of the wheels of the dead locomotive and \nshall also check it at subsequent stops during the journey. \n9.5.2. Attaching/hauling of dead locomotives by passenger trains: \n i) Only one dead locomotive (diesel/electric) can be attached. \n ii) Brake power of the train should be 100% excluding dead locomotive. \niii) The dead locomotive shall be attached next to train engine only. \n iv) As far as possible, brake should work on dead locomotive. However, if it is not possible, then in \nthe case of air braked train, brake pipe and feed pipe of working locomotive shall be connected to \nbrake pipe and feed pipe of trailing stock and dead locomotive will work as piped vehicle. \nIn the case of vacuum braked train, vacuum pipe of locomotive shall be connected with vacuum \ntrain pipe of trailing stock and the dead locomotive shall be treated as piped vehicle. If the \nlocomotive is fitted with pure air braked system and vacuum pipe is not pro vided on locomotive, \nthen it should be attached with air braked trains only. \n((AASS NNoo..1122,, ddaatteedd 2277..0077..22001144 –– iitteemm NNoo..66)) MMooddiiffiieedd \nv) Dead locomotive can be attached to Mail / Express train including super fast trains but \nexcluding Rajdhani and Shatabdi / Duranto trains. \n9.5.3. Attaching/hauling of dead locomotives by goods trains: \nMovement of maximum three locomotives (2 working +1 dead) with load is permissible subject \nto observations of all restrictions on operation of double/triple head working locomotives in the \nsection provided that brakes in dead locomotives are operational. \n9.6. Empty water tanks–– \nAn empty water tank must not be attached between two loaded wagons or outside the rear \nbrake--van. An empty water tank may be attached next to the engine or inside the rear brake -\nvan or between empty wagons. \n9.7. Metre Gauge timber trucks and ballast wagons–– \nMetre Gauge timber trucks and ballast wagons fitted with rigid buffers shall not be attached to \npassenger or mixed trains. They may, however, be attached to goods trains in front of the rear \nbrake-van subject to a maximum of 4 such wagons on any train. \n10. Railway Officers saloons – \n10.1. No saloon will be attached to race specials, postal express trains and military specials. \n10.2. The saloons of the General Manager, the Heads of Departments and the Commissioner of \nRailway Safety may be attached to any train except those mentioned under 10.1 above. Not \nmore than one saloon will be attached to a mail train. \n10.3. The saloons of Heads of Departments and Divisional Railway Managers shall ordinarily be \nattached to Passenger, parcel and Goods trains. The COM’ s permission must be obtained for \nattaching their saloons to Mail or Express trains. \n10.4. The saloons of Divisional and other Officers may be attached to Passenger, Parcel and \nGoods trains only. \n10.5. Officers saloons may be attached to a light engine pro vided the saloon is fitted with \nvacuum/air brake and a tail lamp or a tail board is fixed. \n10.6. A saloon can be attached to a train if the prescribed load permits it. One saloon may be attached to \na train in excess of the prescribed load but the actual tonnage must be shown in the Vehicle Guidance. \n10.7. Officers must give timely intimation for attaching their saloons and at intermediate stations they \nmust not select trains for attaching their saloons which are likely to suffer serious detention thereby. \n10.8 Officers shall not take or send their saloons outside their jurisdiction without the prior \nconsent of their Heads of Department and the COM. \n11. Marshalling of trains, attaching of SLR/LR and anti -telescopic/steel bodied coaches \non passenger carrying trains: \nMarshalling of Anti-telescope or Steel bodied coaches- \nThe following instructions should be followed in respect of safety marshalling. \n11.1. SLRs and Anti telescopic or Steel bodied coaches.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 443, + "text": "412 \n \n11.1.1. In case of mail/express trains, anti-telescopic or steel bodied SLRs must be marshaled as the \nlast coach at both ends of the train formation i.e., next to train engine in the front and as a rear most \nvehicle, except when Anti telescopic or steel bodied slip or sectional coaches are attached outside the \nSLR due to unavoidable operational requirements. \nIn the absence of front SLR/LR for a mail/express train, the coach next to train engine be kept \nempty and locked to prevent it being occupied by passengers. \n11.1.2. In case of SLR which has passenger portion on one side and luggage cum brake portion \non the other side, the SLR should be marshaled in such a way that the luggage and brake \nportion is trailing outer most or next to engine. In case of new design of SLRs with passenger \nportion in the middle, they can be positioned in any convenient way. \n11.1.3. On the MG if it is not feasible to position the SLR as mentioned in item 11.1.2 above due to \ncoupler arrangements, marshalling as operationally convenient may be allowed. \n11.1.4 In case of mail/express trains, two anti -telescopic or steel bodied coaches should be \nmarshaled inside the anti-telescopic or Steel Bodied SLRs at both ends. \n11.1.5. As sufficient anti -telescopic or steel bodied SLRs are available for use on mail/express \ntrains, there should be n o occasion to utilize a wooden bodied SLR on these trains. However in \ncase it is inescapable to utilize a wooden bodied SLR on mail/express trains, the wooden bodied \nSLR should be marshaled inside two anti-telescopic coaches. \n11.1.6. After providing for mail/express trains, all the available anti-telescopic or steel bodied SLRs \nshould be used on main line passenger trains and after meeting this requirement, the rest should be \nused on branch line passenger trains. Anti-telescopic or steel bodied SLRs should be marshaled in \nthe same way as in the case of mail/express trains. \n11.1.7. In case of passenger trains, at least one anti -telescopic or steel bodied coach should be \nmarshaled inside the anti -telescopic or steel bodied SLRs at both ends in the first inst ance and when \nadequate number of anti-telescopic or steel bodied coaches are available, there should be at least two \nsuch coaches. \n11.1.8. In case of provision of wooden bodied SLR on passenger trains, it should be marshaled inside \none anti-telescopic or steel bodied coach in the first phase and two such coaches in the second phase. \n11.2. Short trains: \nIn case of short trains running with single SLR, the SLR, whether anti-telescopic, steel bodied or \nnot, should be marshaled in the middle. Anti -telescopic coach each in front and rear should be \nmarshaled as the outer most vehicle in the first phase and two such coaches should be in front \nand in rear in the second phase. \n11.3. Non-passenger coaches. \n11.3.1. VPs, LRs, WLRRMs and other coaching vehicles, which do not carry passengers, may be \nmarshalled as operationally convenient. However as far as possible, these should be preferably \nmarshalled as outer most vehicles at either end to absorb the impact of collision energy. \n11.3.2. Inspection carriage whether anti -telescopic/steel bodied or not be marshalled as \noperationally convenient. \n11.4. Reserved bogies and saloons occupied by VIPs. \nReserved bogies occupied by passengers and inspection carriages/saloons occupied by VIPs, \nshould be treated as any other passenger coach and marshalled accordingly. If they are anti -\ntelescopic or steel bodied, they should be marshalled anywhere as operationally convenient. If they \nare wooden bodied, they should be marshalled inside the required number of anti-telescopic/steel \nbodied coaches. If shunting time required to comply with this marshalling is likely to be long, \nattaching/detaching of such coaches may be made at convenient points and the party advised to \nentrain/detrain at their destination en route. \n11.5. Sectional/through service coaches. \n11.5.1. Sectional/through service coaches, if they are anti -telescopic or steel bodied may be \nmarshalled as operationally convenient. However, wherever feasible, they should be marshalled \ninside the SLR, LR, VP etc,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 444, + "text": "413 \n \n11.5.2. Sectional/through service coaches, other than anti -telescopic/steel bodied should be \ntreated like other passenger coaches in the train formation and should therefore, be marshalled \ninside the required number of anti-telescopic/steel bodied coaches. \n11.5.3. While determining position of marshalling of sectional/through service coaches, the fact \nthat these coaches will be attached/detached en route, leaving the train service coaches \nexposed as outermost, should be borne in mind and therefore, the marshalling order of \nsectional/through service coaches and train service coaches decided in accordance with the \ninstructions contained in paras 11.1 to 11.5 above. \n11.6. POH/Sick coaches returning to shops. \n In the case of POH/Sick coaches, which are returned to shops for major repairs and are attached to \npassenger trains, such coaches should be properly locked and windows secured so as to prevent \nentry of any passenger into these coaches. In that case, it is not necessary to attach these coaches \naccording to safety marshalling instructions and can be attached next to the train engine or rear \nmost as convenient. If for any reason it is not possible to lock up these coaches, such coaches \nshould be treated like other passenger coaches in the train formation and should therefore, be \nmarshaled inside the required number of anti-telescopic/steel bodied coaches.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 445, + "text": "414 \n \nAPPENDIX IX \n \nPART – I \n \nThe following chapters of General and Subsidiary Rules apply particularly to the \nSTATION MASTERS / ASSISTANT STATION MASTERS \n \nChapter number and subject General Rules Subsidiary rules \n I Preliminary Entire chapter \n \nAll subsidiary rules \n II Rules applying to railway \n servants generally \n \nEntire chapter \nAll subsidiary rules \n III Signals Entire chapter \n \nAll subsidiary rules \n IV Working of trains generally Entire chapter \n \nAll subsidiary rules \n V Control and working of stations Entire chapter \n \nAll subsidiary rules \n VI Accidents and unusual occurrences. Entire chapter \n \nAll subsidiary rules \n VII Systems of working Entire chapter \n \nAll subsidiary rules \n VIII Absolute Block system Entire chapter \n \nAll subsidiary rules \n IX Automatic Block system Entire chapter \n \nAll subsidiary rules \n XIII One Train Only System Entire chapter \n \nAll subsidiary rules \n XIV Block working Entire chapter \n \nAll subsidiary rules \n XV Permanent Way and Works Entire chapter \nexcept 15.01, \n15.04,15.11, 15.12, \n15.13 & 15.14. \n \nAll SRs pertaining to \nthese rules. \n XVI Level crossing Entire chapter \n \n - \n XVII Working of trains on electrified \nsections of railways \nEntire chapter \n \nAll subsidiary rules \nXVIII Miscellaneous \n \nEntire chapter \n \n-- \n Appendices -- All Appendices", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 446, + "text": "415 \n \nPART II \n \nThe following chapters of General and Subsidiary Rules apply particularly to the \nGUARDS. \n \nChapter number and subject General Rules Subsidiary Rules \n I Preliminary Entire chapter \n \nAll subsidiary rules \n II Rules applying to railway \nservants generally \nEntire chapter \n \nAll subsidiary rules \n III Signals Entire chapter except . \nGR. 3.82 to 3.84 \n \nAll SRs except 3.82 \nto 3.84 \n IV Working of trains generally Entire chapter except \nGR. 4.38, 4.52, 4.53, \n4.61, 4.65 & 4.66 \n \nAll SRs except 4.38, \n4.52, 4.53, 4.61, 4.65 \n& 4.66 \n V Control and working of \nstations \nEntire chapter except \nGR. 5.01, 5.03, 5.04 & \n5.05 \n \nEntire chapter except \n5.01, 5.03, 5.04 & \n5.05 \n VI Accidents and unusual \noccurrences \nEntire chapter \n \nAll subsidiary rules \nunder the chapter \n VII Systems of working Entire chapter All subsidiary rules \nunder the chapter \nVIII Absolute Block system Entire chapter All subsidiary rules \nunder the chapter \n IX Automatic Block system Entire chapter All subsidiary rules \nunder the chapter \nXIV Block working Entire chapter except \nGR. 14.08, 14.17 & \n14.23 \n \nAll SRs except 14.08 \n XV Permanent Way and Works Entire chapter except \nGR. 15.05, 15.06, \n15.07, 15.08, 15.09, \n15.10, 15.17, 15.18, \n15.19, 15.22, 15.23, \n15.24 & 15.25. \n \nAll SRs except 15.09, \n15.17, 15.18, 15.22, \n15.23, 15.24 & 15.25 \nXVI Level crossings Entire chapter except \nGR. 16.03, 16.04, \n16.06, 16.07 & 16.08. \n \n - \nXVII Working of trains on \nelectrified sections of \nrailways \nEntire chapter is \napplicable to staff \nworking on electrified \nsections \n \nAll subsidiary rules \nXVIII Miscellaneous Entire chapter \n \n- \n Appendices - All Appendices", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 447, + "text": "416 \n \nPART III \n \nThe following chapters of General and Subsidiary rules apply particularly to the \nSWITCHMEN \n \nChapter number and subject General Rules Subsidiary rules \n I Preliminary Entire chapter All subsidiary rules \nunder this chapter \n II Rules applying to railway \nservants generally \nEntire chapter All subsidiary rules \nunder this chapter \n III Signals Entire chapter except \n3.04 (2), 3.25, 3.26, \n3.35, 3.78, 3.79, 3.81, \n3.83 & 3.84 \n \nAll SRs pertaining to \nthese rules \n IV Working of trains generally 4.01, 4.02, 4.05, 4.06, \n4.10, 4.12, 4.13, 4.14, \n4.15, 4.16, 4.17, 4.23, \n4.28, 4.29, 4.35, 4.37, \n4.39, 4.42, 4.44, 4.50, \n4.56,4.58, 4.62, 4.64, \n4.65 and 4.66. \n \nAll SRs pertaining to \nthese rules \n V Control and working of \nstations \nEntire chapter All subsidiary rules \nunder this chapter \n VI Accidents and unusual / \noccurrences \nEntire chapter All subsidiary rules \nunder this chapter \n VII Systems of working Entire chapter All subsidiary rules \nunder this chapter \nVIII Absolute Block system Entire chapter All subsidiary rules \nunder this chapter \nXIV Block working Entire chapter All subsidiary rules \nunder this chapter \n XV Permanent Way and Works GR.15.08, 15.09, \n15.16, 15.18, 15.24, \n15.25, 15.26 &15.27. \n \nAll subsidiary rules \nunder this chapter \nXVII Working of trains on \nelectrified sections of \nrailways \nGR.17.02, 17.03(4)(ix), \n17.04(4)(x) & 17.08 \nAll subsidiary rules \nunder this chapter \n Appendices -- II, III, VI, VII, VIII, XI, \nXII.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 448, + "text": "417 \n \nPART IV \n \nThe following chapters of General and Subsidiary rules apply particularly to the \nCABINMEN, POINTSMEN AND SHUNTING STAFF. \n \n \nChapter number and subject General Rules Subsidiary rules \n I Preliminary Entire chapter All subsidiary rules \nunder this chapter \n II Rules applying to railway \nservants generally \nEntire chapter All subsidiary rules \nunder this chapter \n III Signals Entire chapter except \n3.13, 3.20, 3.21, 3.22, \n3.25, 3.26, 3.30. 3.33, \n3.74, 3.75, 3.78, 3.79, \n3.83 & 3.85. \n \nAll SRs pertaining to \nthese rules \n IV Working of trains generally 4.10, 4.13, 4.15, 4.16, \n4.17, 4.22, 4.24, 4.26, \n4.29, 4.35, 4.42, 4.48, \n4.50 & 4.64. \n \nAll SRs pertaining to \nthese rules \n V Control and working of \nstations \nEntire chapter All subsidiary rules \nunder this chapter \n VI Accidents and unusual \noccurrence \n 6.10 & 6.11 All SRs pertaining to \nthese rules \n VII Systems of working Entire chapter \n \nAll Subsidiary rules \n VIII Absolute Block system 8.05, 8.06, 8.07, 8.08, \n8.09, 8.10, 8.12, 8.13 & \n8.15 \n \nAll SRs pertaining to \nthese rules. \n XIV Block working 14.10, 14.11 & 14.17. \n \nAll SRs pertaining to \nthese rules. \nXVII Working of trains on \nelectrified sections of \nrailways \n17.02, 17.05 & 17.08. \n \nAll SRs pertaining to \nthese rules. \n Appendices -- Appendix I – para 11, \n14 and 15 \nAppendix VII", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 449, + "text": "418 \n \n \nPART V \n \n \nThe following chapters of General and Subsidiary rules apply particularly to the LOCO \nRUNNING STAFF. \n \nChapter number and subject General Rules Subsidiary rules \n I Preliminary Entire chapter Entire chapter \n II Rules applying to railway \nservants generally \nEntire chapter Entire chapter \n III Signals Entire chapter \n \nEntire chapter \n IV Working of trains generally Entire chapter except \n4.65. \n \nEntire chapter except \n4.65 \n V Control and working of \nstations \n 5.09, 5.10, 5.11, 5.12, \n5.13, 5.14, 5.16, 5.17, \n5.18, 5.19, 5.20, 5.21, \n5.22 & 5.23 . \n \nAll SRs pertaining to \nthese rules. \n VI Accidents and unusual \noccurrences \nEntire chapter All subsidiary rules \nunder this chapter \n VII Systems of working Entire chapter All subsidiary rules \nunder this chapter \n VIII Absolute Block system Entire chapter All subsidiary rules \nunder this chapter \n IX The Automatic Block \n System \nEntire chapter All subsidiary rules \nunder this chapter \n XIV Block working Entire chapter All subsidiary rules \nunder this chapter \n XV Permanent Way and Works 15.05, 15.07, \n15.08,15.09, 15.10, \n15.16, 15.17, 15.18, \n15.20, 15.23, \n15.24,15.26 &15.27. \n \nAll SRs pertaining to \nthese rules. \n XVI Level crossings 16.03, 16.04, 16.07 & \n16.08. \n \n -- \n XVII Working of trains on \nelectrified sections of \nrailways \nEntire chapter All subsidiary rules \nunder this chapter \nXVIII Miscellaneous Entire chapter – \n Appendices -- All appendices", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 450, + "text": "419 \n \nPART VI \n \n \nThe following chapters of General and Subsidiary rules apply particularly to the \nSIGNALLING STAFF \n \nChapter number and subject General Rules Subsidiary rules \n I Preliminary Entire chapter All subsidiary rules \nunder this chapter \n II Rules applying to railway \n servants generally \nEntire chapter All subsidiary rules \nunder this chapter \n \n III Signals Entire chapter All subsidiary rules \nunder this chapter \n \n IV Working of trains \n generally \n 4.10 & 4.11 All SRs pertaining to \nthese rules \n \n V Control and working of \n stations \nEntire chapter All subsidiary rules \nunder this chapter \n \n VI Accidents and unusual \noccurrences \n 6.01, 6.02 & 6.10 All SRs pertaining to \nthese rules. \n \n VII Systems of working Entire chapter All subsidiary rules \nunder this chapter \n \nVIII Absolute Block system Entire chapter All subsidiary rules \nunder this chapter \n \n IX Automatic Block system Entire chapter All subsidiary rules \nunder this chapter \n \nXIV Block working Entire chapter All subsidiary rules \nunder this chapter \n \n XV Permanent Way and \n Works \nEntire chapter All SRs pertaining to \nthis chapter \n \nXVII Working of trains on \n electrified sections of \n railways \n17.02, 17.04, 17.05 & \n17.06 \nAll SRs pertaining to \nthese rules. \n \n Appendices -- All appendices", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 451, + "text": "420 \n \nPART VII \n \nThe following chapters of General and Subsidiary rules apply particularly to the \nEngineering staff. \n \nChapter number and subject General Rules Subsidiary rules \n I Preliminary GR. 1.01, 1.02 (2), (4), \n(10), (17), (21), (29), \n(35), (36), (38), (39), \n(42), (43), (44), (47), \n(51), (52), (53) & (54). \n \nAll SRs pertaining to \nthese rules \n II Rules applying to railway \nservants generally \nEntire chapter All subsidiary rules \nunder this chapter \n \n III Signals GR. 3.34, 3.45, 3.51, \n3.57, 3.59 to 3.66 & \n3.77 \nAll SRs pertaining to \nthese rules \n \n IV Working of trains \n generally \nGR. 4.27, 4.29. 4.31, \n4.50, 4.62 & 4.63. \nAll SRs pertaining to \nthese rules. \n \n V Control and working of \n stations \nGR. 5.08 & 5.17. All SRs pertaining to \nthese rules. \n \n VI Accidents and unusual \n occurrences \nGR. 6.01 to 6.10 All SRs pertaining to \nthese rules. \n \n XV Permanent Way and Works Entire chapter. All subsidiary rules \nunder this chapter \n \n XVI Level Crossings Entire chapter --- \n \nXVII Working of trains on \n electrified sections of \n railways \nGR. 17.02, 17.04, \n17.05, 17.06 & 17.09. \nAll SRs pertaining to \nthese rules \n \n Appendices -- All appendices", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 452, + "text": "421 \n \nPART VIII \n \nThe following chapters of General and Subsidiary rules apply particularly to the staff in the \nELECTRICAL DEPARTMENTS viz., \n(1) OPERATING STAFF i.e., LOCO PILOTS and ASSISTANT \nLOCO PILOTS \n(2) TRACTION POWER DISTRIBUTION STAFF \n(3) TRACTION ROLLING STOCK MAINTENANCE STAFF \n(4) GENERAL SERVICES INCLUDING TRAIN LIGHTING STAFF \n \nChapter number and subject General Rules Subsidiary rules \nI. Preliminary (For staff under item (1) \nEntire chapter for staff under \nitem (1) \nAll SRs under this chapter \nII. Rules applying to railway \nservants generally \nEntire chapter for staff under \nitems (1) to (4) \nAll SRs under this chapter \nIII. Signals Entire chapter for staff under \nitem (1) except 3.49 & 3.51 \nSRs pertaining to these rules \nIV. Working of trains generally Entire chapter for staff under \nitem (1) except 4.17, 4.28, \n4.31, 4.34, 4.37, 4.56, 4.60; \nFor staff under item (4) – \n4.14, 4.15 & 4.16 \nSRs pertaining to these rules \nV. Control and working of \nstations \nEntire chapter for staff under \nitem (1) to (4) except 5.04, \n5.22 & 5.23. \nSRs pertaining to these rules \nVI. Accidents and unusual \noccurrences \nEntire chapter for staff under \nitem (1) except 6.01 & 6.11 \nSRs pertaining to these rules \nVII. Systems of working Entire chapter for staff under \nitem (1) \nAll SRs under this chapter \nVIII. The Absolute Block System Entire chapter for staff under \nitem (1) \nAll SRs under this chapter \nIX. The Automatic Block System Entire chapter for staff under \nitem (1) \nAll SRs under this chapter \n \nXIV. Block working \nFor staff under item (1) –\n14.01, 14.02, 14.08, 14.09, \n14.22, 14.23, 14.24 & 14.25 \nSRs pertaining to these rules \n \nXV. Permanent Way and Works \nFor staff under item (1) – \n15.08 & 15.09; \nSRs pertaining to these rules \nEntire chapter for staff under \nitem (2). \nAll SRs under this chapter \n \nChapter number and subject General Rules Subsidiary rules \n \nXVI. Level crossings \nFor staff under item (1) – \n16.03, 16.07, 16.08 & 16.11 \nSRs pertaining to these \nrules \n \n \n \nXVII. Working of trains on \nelectrified sections of railways \nEntire chapter for staff under \nitem (1) except 17.03 & 17.06 \nSRs pertaining to these \nrules \nEntire chapter for staff under \nitems (2) & (3) \nAll SRs under this chapter \nEntire chapter for staff under \nitem (4) except 17.03, 17.06, \n17.07 & 17.08 \n \nSRs pertaining to these \nrules", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 453, + "text": "422 \n \nAPPENDIX X \n \nAUTOMATIC DANGER LEVEL INDICATORS \n \nAutomatic Danger Level Indicators at vulnerable locations: \n \n1. Vulnerable locations such as bridges and banks which are affected by flood waters shall \nbe protected by automatic danger level indicators, which are actuated by sensors located at \npredetermined danger levels for flood water. \n \n2. The Automatic danger level indicators shall be installed, clear of the moving dimensions, \non the abutments of bridges or at the commencement of the vulnerable locations. \n \n3. The Automatic danger level indicators shall be preceded by a caution board at a distance \nof 1300 metres. Termination boards shall be fixed beyond the Automatic danger level \nindicator at the end of the vulnerable stretch. \n \n4. The Automatic danger level indicator shall be so installed as to ensure visibility at all times \nfrom the caution board location. \n5. The description of the indicators, their locations and action to be taken by the Loco Pi lots \nare as follows:- \n \n(a) Caution indicator- \n \nThis is a disc of 610 mm diametre with letter ‘C’ in black on white background and it is \nlocated at 1300 metres in rear of the Automatic danger level indicator. This indicates to the \nLoco Pilot that he is a pproaching the danger level indicator and he should be on the look -\nout. \n \n(b) Automatic danger level indicator – \n \nThis resembles a colour light signal mounted on a post painted with alternate bands of black \nand white and it is located at the commencement o f the vulnerable locations / bridges and \ngives red flash indication only when there is danger. In the absence of any red flash \nindication, the Loco Pilot can proceed at normal speed. \n \n(c) Termination indicator – \n \nThis is a square board of side 610 mm wit h black letter ‘T’ on white background and located \nat 30 metres beyond danger zone. \n \n6. After noticing the red flash indication, the Loco Pilot shall bring his train to a stop 100 \nmetres short of Automatic danger level indicator. He shall then endeavour to contact the \nSection Controller / Station Master and get piloted across the vulnerable location by an \nEngineering official not lower than a PWI. \n \n7. Vulnerable locations provided with Automatic danger level indicators will be notified in the \nWorking Time Table and updated regularly as a ready reference to the Loco Pilots.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 454, + "text": "423", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 455, + "text": "424", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 456, + "text": "425 \n \nAPPENDIX XI \n \nINTERLOCKING \n \nI Interlocking: \n \n1.1 Interlocking can be defined as an arrangement between points, signals and other \nappliances interconnected electrically or mechanically or both to ensure the following \nobjectives:- \n \na) It shall not be possible to take ‘off’ signals for a route unless all the points are \ncorrectly set and the facing points are locked for that route, \n \nb) Once the signals are cleared, it shall not be possible to alter the points on the route \nunless the signals are put back to ‘on’, \n \nc) Even though the signals are put back to ‘on’, it shall not be possible to alter the points \nunless the intended movement over such points is completed, \n \nd) It shall not be possible to operate signals leading to conflicting movements, \n \ne) The points and signals can be operated only in a sequence to ensure safety, and \n \nf) Where signals are connected to any devices, the signal shall not obey until the \nconditions for working such devices are fulfilled. \n \nThe above objectives can be summarized as four essentials of interlocking:- \n \n i) setting of route, \nii) locking, \niii) holding, and \n iv) prevention of conflicting movements. \n \n1.2 Standards of interlocking \n \nDepending upon the standards of safety devices provided at the stations, in conformity to the \nspeed factor, there are four standards of interlocking, namely Std I (R), Std II (R), Std III (R) \nand Std IV (R) . The signal equipment, the manner of locking facing points and oper ation of \npoints and signals differ in the different standards of interlocking. \n \n1.3 The following are the essentials of the minimum signalling features of the four \n standards of interlocking:- \n \nS. \nNo. \nItem Std I (R) Std II (R) Std III (R) Std IV (R) \n Allowable speed \n(KMPH) \nUpto 50 Upto 110 Upto 140 Upto 160 \n1. Isolation Not \ncompulsory \nCompulsory Compulsory Compulsory", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 457, + "text": "426 \n \nS. \nNo. \nItem Std I (R) Std II (R) Std III (R) Std IV (R) \n2. Two Aspect (TAS) \nsemaphore/Multi \nAspect Signalling \nTAS / MAS TAS / MAS MAS MAS \n3. Double Distant Not \ncompulsory \nDesirable Compulsory Compulsory \n4. Point operation Mechanical Mechanical/ \nElectrical \nMechanical/ \nElectrical \nElectrical \n5. Point locking Key/Facing \nPoint/hand \nplunger \nFacing Point \nlocking with \npoint machine \nFacing Point \nlocking with \npoint \nmachine \nClamp type \ndirect – \ndesirable \n6. Point detection Mechanical/ \nElectrical \nMechanical/ \nElectrical \nMechanical/ \nElectrical \nElectrical \n7. Lock detection Not \ncompulsory \nCompulsory Compulsory Compulsory \n8. Interlocking Key / \nMechanical \nMechanical / \nElectrical/ \nElectronic \nMechanical / \nElectrical/ \nElectronic \nElectrical/ \nElectronic \n9. Track circuiting Not \ncompulsory \nMechanical – \n main line \nElectrical / \nElectronic – \nall running \nlines \nAll running \nlines \nAll running \nlines \n10. Block working Token Token / SGE SGE / \nTrack circuit \nSGE / \nTrack Circuit \n11. Preventing signal \npassing \nat danger \nNot \nCompulsory \nNot \nCompulsory \nNot \ncompulsory \nDesirable \n \n1.4 The following instructions to be taken into consideration while providing the above \n standards of interlocking:- \n1.4.1 Isolation is not compulsory provided that the conditions laid down in GR 4.11 are \ncomplied with. \n(a) No train shall run through an interlocked station at a speed exceeding 50 \nkilometres an hour, or such less speed as may be prescribed by approved \nspecial instructions unless the line on which the train is to run has been isolated \nfrom all other lines by the setting of points or other approved means, and \ninterlocking is such as to maintain the condition during the passage of the train. \n(b) In every case in w hich trains are permitted to run through on a non -isolated \nline, all shunting shall be stopped and no vehicle unattached to an engine or not \nproperly secured in accordance with Rule 5.23 may be kept standing on a \nconnected line which is not isolated from the through line. \n 1.4.2 Double Distant is required on sections where goods trains have a braking \ndistance of more than 1 KM.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 458, + "text": "427 \n \n 1.4.3 At stations provided with central panel interlocking [Std III (R) or Std IV (R)] \non high density routes, suitable means for verifying complete arrival of train are required. \n \nNote: The provisions of revised standards of interlocking will only apply to future signalling \nand interlocking installations. Wherever existing installations do not fulfill these requirements, \nexisting speed of operation may be permitted to continue. \n \nII Panel Interlocking: \n \n1. Panel interlocking is a modern signalling system provided at the stations wherein \nboth points and signals are operated from a centrally located panel by means of push \nbuttons or knobs. This system essentially provides for relay interlocking and has \naugmented safety features because of consolidat ion of interlocking. The panel \noperations, apart from providing ease of operation also eliminates time loss and \nconfusion which invariably occur when the operations of a number of agencies are to \nbe coordinated when the operational work is delegated to a number of agencies. The \nstatus of the points, signals and the reception lines is readily available on hand to the \nStation Master, which makes for smoother operation. \n1.1 The Principal of the Zonal Railway Training Institute / Moula -ali is responsible for the \nproper initial/refresher training of the staff in the rules connected with the operation of \npanels. After the staff are examined and certified fit, only then he shall grant the \nnecessary Competency Certificate in respect of all the panels. Such certificate shall \nbe valid for a period of three years from the date of issue. \n \n2. Types of Panels – \n On S.C.Railway, there are two types of panel interlocking systems: \n (a) Siemen’s panel and [German system] \n (b) Podanur workshop panel [British system] \n3. In any panel interlocking system, first the points have to be operated and set \n individually to the desired route. Only then the signal can be taken ‘off’. \n4. Important aspects of Siemen’s panel \n (a) The station diagram is depicted on the panel board. \n (b) Push buttons of the different colour codes are provided near the points, signal \netc., for their operations. Buttons for the other purposes such as cancellation etc., are \nalso provided. \n \nThe normal set up is as follows: \n \nSl.No. Buttons Colour Code \n I Signal buttons. Red GN \n II Route buttons. Grey UN \n III Point buttons. Blue WN \n IV Shunt signal buttons Yellow GN \n V Common/group point button Blue WWN \n VI Emergency signal/button Red EGGN \n VII Emergency point release button (sealed) Blue EWN \nVIII Emergency sub route release button sealed and \nprovided with counter. \nBlue with \ndot. \nEUYN \n IX Emergency full route release button provided with \ncounter. \nGrey EUUYN \n X a) Point failure alarm, suppression button. Grey WXYN \nb) Signal failure alarm, suppression button . Grey GXYN \n XI Power failure alarm button. Grey NXYN.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 459, + "text": "428 \n \nc) Operation- \n \ni) The buttons used, are of self restoring type and return to normal position on release. \n ‘NCR’ indication along with audible warning appears after a button is kept pressed \n for a prolonged period of 10 seconds or more. Normally, buttons are not required to be \n pressed for more than 3 seconds. \n \nii) Operation of points- \n \na) No function can be performed by pressing a single button. Two related buttons \n have to be pressed and released simultaneously for operating a given function. \nFor example, point button W and common point button WWN have to be pressed and \nreleased for operation of a point from normal to reverse or vice versa. \n \nb) Point indication: Normal and reverse indications of points are displayed by strip \nindications at the concerned points, normal on the straight and reverse on the turnout. \nThe indications flash whenever the points are under operation and become steady \nwhen they are correctly set and locked. If the points are not properly set, the indication \ncontinues to flash. \n \nc) ‘Points locked’ indication appears as white dot near the point when it is locked by the \nroute after the signals are cleared. Points cann ot be operated when the indication is \navailable. \nd) When the points are occupied by a train, the respective strip indications assume \n red. \niii) Operation of signals- \n \na) Indication: Only two signal indications are available for each sign al on the panel - red for \n‘on’ aspect and green for ‘off’ aspect (yellow, double yellow or green), when a signal \nlamp indication is available on the panel to indicate the same. \n \nb) Operation: \n \n1) Ensure that the route is correctly set including the overlap as well as the isolation. \n All point indications are steady in the required position, \n2) Ensure that the relevant track circuits on the path including the route and the overlap are \nclear, and \n3) Press the concerned signal button ‘GN’ and the corr esponding route button ‘UN’ \nsimultaneously and release. \n \nc) Route Indication: \n \n1) When signal is cleared for a route - all track including overlap indications appear on the panel, \n2) Point lock dot indication appears near the concerned point, and \n3) The concerned signal indication will change from Red to Green and remain steady. \n In case a turnout is to be negotiated, a vertical white slit indication is available on top of \nthe signal indicating that the route indicator on the signal is also lit. A white dot below \nthe signal will also appear when the route is locked. \niv) Automatic route release: \na) As the train passes the signal, the signal aspect goes to ‘on’ automatically, \nb) The route release is automatic. As the train occupies each section of the route, the \n track indication changes from White to Red. As the train clears each section of the \n route, the indication disappears, signifying release of the section, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 460, + "text": "429 \n \nc) The white point lock indication pertaining to that section also disappears, leaving the \n point indication ‘normal’ or ‘reverse’ as per the setting signifying that the points are \n free for operation. \n \nv) Route Cancellation: \na) For cancelling signalled movement, or \nb) For change of route already set. \n The following steps are to be followed: \n1) Ensure-train has not passed the signal, \n2) Press the concerned signal button (GN) and the emergency signal button (EGGN) to \nreplace signal to ‘on’ position, \n3) Press ‘GN’ and ‘EUUYN’ buttons simult aneously till the white dot cancellation \nindication appears by the side of the relevant signals. \n Then release the buttons and wait for the flashing cancellation indication to become \nsteady after an interval of 2 minutes approximately, and \n4) Now press ‘GN’ and ‘EUUYN’ buttons, keeping ‘GN’ pressed, release ‘EUUYN’ and \npress corresponding route button and observe the following: \na) All track indications disappear, \nb) White dot cancellation indication disappears, \nc) The reading of the numerical counter near ‘EUUYN’ button is advanced by one \n number, and \nd) Now cancellation is complete. Record the reading of cancellation counter in the \nspecial register giving reasons. \n \nvi) Emergency sub-route release: \n \n If any particular sub-route has not got released automatically after the passage of a train for \nany reason, locking of the sub-route can be released as follows: \n1) Ensure that the last preceding train has arrived completely and the portion of the \ntrack concerned is free from obstruction, \n2) Give written memo to SI/ESM to unlock the emergency sub route cancellation button, \n3) SI/ESM will break the seal and unlock the ‘EUYN’ button with his emergency key, and \n4) ASM should press ‘EUYN’ button and po int ‘WN’ of the concerned point on the failed \nsub-route. ASM should ensure the following: \na) The track indication in this sub-route disappears, \nb) The reading of the numerical counter near ‘EUYN’ is advanced by one number; \nenter this reading in the special register giving correct reasons, \nc) Entry made in the prescribed register should be signed by Station Master \nand SI/ESM for each cancellation operation, and \nd) The SI/ESM should seal the cancellation button before leaving the panel (in \n some panels, ‘EUYN’ button is housed inside the panel to which ASM has no \n access). \n \n \nvii) POINT POSITION INDICATION SHOWING RED: \n (a) Ensure Station Master’s key is IN and turned to unlock the panel, \n(b) Verify the point track indication for occupation, \n(c) If it is clear, call for ESM to attend the track failure, and \n(d) If the particular point is required to be operated under conditions on track circuit \n failure, operate the point button ‘WN’ with ‘EWN’ button. \n \n5. PODANUR WORKSHOP PANEL: \na) The station diagram is depicted on the panel along with the relevant points/signals/ \ntrack indications.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 461, + "text": "430 \n \nb) Knobs of different colour codes are provided on the panel below the diagram for \n operating the points and signals. The numbers of points/signals are painted on the \n corresponding knobs for easy identification. Buttons for other purposes such as \n cancellation etc., are also provided. The set up is normally as follows. \n1) Signal knobs – Red (Two positions or three positions i.e., N and R or RCS) \n2) Point knobs – Black (Two positions – N and R) \n3) Shunt signal – Yellow (Two positions – N and R ) \n4) Siding signal – White (Two positions – N and R ) \n5) Emergency route cancellation button with counter – Grey \n6) Power failure button – Grey. \n \nc) Operation: The points and signals are operated by turning the knob switches to \n the required position. \ni) Point indication: \n \nThree indications are provided on top of each point button viz. , ‘Green’, when points are \nnormal, ‘Ye llow’ when points are reverse and ‘White’ in the middle of the two, when the \npoints are free for operation. ‘Green’ and ‘Yellow’ indications flash during operations or \nwhen the points are not correctly set/locked. \n \n ii) Signal indication: The signal indications repeated on the panel are as per the \n signal in the field i.e., ‘Red’ for the ‘on’ aspect, ‘Yellow’ for the ‘caution’ aspect and \n ‘Green’ for the ‘Proceed’ aspect. \n \niii) Route Indication: It is the same as in Siemen’s type e xcept the ‘Point locked’ white \ndot does not appear on the panel. When the signal knob is normalised, the \n indication will automatically disappear. When a signal is taken ‘off’, white strip lights \n up for the entire route indicating the setting and locking of the route. The free \n indication above each point knob disappears when the route is set and locked. \n \niv) Route Cancellation: \n1) For canceling signalled movement, or \n2) For change of route already set. \na) Normalise the signal knob after ensuring that the train has not passed the signal, \nb) Press the route cancellation button and release. After 2 minutes the route will be \n free and the flashing white light indication below the counter will disappear, when the \n counter registers the next number, and \nc) Record the counter number in the special register giving correct reasons. \n((AASS NNoo..1166,, ddaatteedd 0066..0077..1155 –– iitteemm NNoo..33)) RRuullee vv aanndd vv (( ee)) 55 ((cc )) ooff IIII iiss AAmmeennddeedd \nv) At stations, provided with relay interlocking, after the passage of a train the route \n may get locked up due to failure of a track circuit(s) etc. Efforts should be made to \n cancel the route with normal cancellation procedure. In case the route still remains \n locked, the same may be cancelled by applying Emergency Calling-on route \ncancellation as per the procedure given under. \n \n( a) Normalise the Home signal knob, \n \n(b) Reverse the Calling-on signal knob , \n \n(c) Press and release Calling-on route initiation button(COGGN), \n \n(d) Normalise Calling-on signal knob,and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 462, + "text": "431 \n \n(e) Press and release the Emergency Calling-on route cancellation button. \n \nOn doing the above, a white indication appears near the Emergency C alling-on route \ncancellation button and after prescribed time el ay, as mentioned in SWR, the route gets \nreleased and further trains can be dealt on Calling -on signal, if any track indication (s) \ncontinue to show occupied until the track circuit(s) failure is rectified. \nHowever, in case of point track failure, point cannot be altered from panel. \nThe following precautions shall be taken before resorting to Emergency Calling-on route \ncancellation. \ni) The previous train has arrived complete, \nii) Physically ensure that no vehicle is standing on the portion of track, showing \n occupied indication, and \niii) Red ink entry shall be made in the TSR for all the movements made with Emergency \nCalling-on route cancellation. \n \nvi) Failure of route: \nIf the track circuit is defective and route does not get cancelled eve n after the passage of \nthe train and the normalization of the signal knob, call for ESM/SI and give written memo \nto rectify the same. \n \n6. Common features in the operation of Siemen’s and Podanur workshop panels: \ni) The Station Master’s key provided on the panel enables Station Master to lock the \n panel in the last operated position and prevent un-authorised interference with the \n panel. The panel should normally be kept locked when not being operated. \n \nii) Abnormal circumstances and failures: \n \na) Point indication flashing when point is operated. \n \n1) If the flashing continues for 10 seconds, restore the points to normal position. Try \n to operate points 4 or 5 times from N to R and R to N, \n2) If the flashing still continues, physically verify the points at site and remove any \n obstruction in the points between the switch and stock rails, \n3) Again operate the points, and \n4) If the flashing still continues, treat the points as defective and call for ESM/SI. In the \n meanwhile, use crank handle to set points and pilot the trains. \nb) Signal fails to clear- \ni) Ensure that Station Master’s key is in and turned to unlock the panel, \nii) Check whether all the buttons/knobs are in the required positions, \niii) Cheek the point position to see that the correct route is set and the track circuits on \n the route are showing white indication on the panel, \niv) Check whether the crank handle is IN and HKT is properly inserted and turned to \n clockwise direction and key IN indication is available on the panel, \nv) Check siding point keys and LC gate control keys and see that they are in the \n respective HKTs and turned clockwise. Ensure siding key IN and LC gate closed \n indication before clearing the signal, and \nvi) If signal lamp failure indication is flashing and audible warning is ringing, stop the \n warning bell by pressing the acknowledgement button and pilot the trains. Call for \n ESM/SI to rectify the defects. \nc) Failure of automatic cancellation of sub-route in rear of train: \n1) Verify whether the track circuit portion is unoccupied, \n2) Call for the assistance from ESM/SI and get the defect rectified, and \n3) If ESM/SI is not readily available, use crank handle to set points and pilot the trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 463, + "text": "432 \n \nd) All Indications on the Panel going blank : \n1) Check the power supply. If it has failed, start the generator. If power is available \n and the fault continues, call for ESM/SI. \n2) Check the position of points and signals. \ne) Use of crank handle during route/points failure: \n One or more crank handles as required are provided at stations for manual operation of \npoints during failure. They are chained to keys in HKTs which are housed in boxes, \npadlocked and sealed. A release button is provided on each HKT, by pressing which the \nkey can be taken out. Once this is done, all signals on the concerned route get \ndisconnected and would not assume the ‘off’ aspect. Crank Handles should be used \nstrictly in accordance with SR 3.38 (8). Whenever points are operated by crank handle, \nthey should be clamped and padlocked. A crank handle register should be \nmaintained giving particulars of its use. After the failure is rectified, the crank handle must \nbe restored in the box and HKT key inserted in the HKT and turned fully to the right until \nkey IN indication appears on the panel. The box should then be locked and sealed. \nInstructions to release crank handle: \na) At central panel station, where the route is free or locked –– \n i) Ensure all signal knobs are normal, \n ii) Press the crank handle release button ‘YK’. Crank handle free indication will \n appear. Continuously press the button and turn the HKT/EKT to the left to extract \n the key with crank handle. \nb) At end panel stations –– \n i) When the route is not locked, adopt the procedure as in (a) (i) and (ii). \n ii) When the route is l ocked, press the crank handle release button after ensuring \n that signal knobs are normal. Then cancel indication will appear on the panel. \n After a lapse of 120 seconds, free indication will appear near the HKT/ EKT in \n the box. Now turn the key to left duly pressing the button and release it. \nc) Same procedure (b) to be followed for releasing LC gate keys under route locked \n up condition. \n In non-RE area DC Calling -on signal has b een provided at almost all stations. This \nsignal can also be cleared in case of power failure without starting generator so that \ndetentions to trains can be minimized. \nf) Failure of main power supply: \n1) When main power supply fails, an audible warning along with a red light indication \n is given on the panel. Stop the buzzer by pressing the acknowledgement button. \n The red light will continue to burn, \n2) Start generator No.1 by using push button arrangement. If it does not start, use crank \n handle to start it, \n3) Change the main/generator switch to generator position and change Generator (1)/(2) \n switch to generator (1) position. Check whether all indications are available on the \n panel and resume normal working \n4) After 4 hours, if main power supply does not resume, start generator (2) and change \nover the generator (1)/(2) switch to generator (2) position. \ng) Main power supply resumes: \n1) Once again audible warning comes on the panel. Stop it b y pressing \n acknowledgement button. Now the red light indication disappears, \n2) Stop the generator, \n3) Change the main/generator switch to main position, and \n4) Check the availability of all indications on the panel. \nh) Frequent failure of main power supply : \nIf frequent and intermittent failure of main power supply is experienced, to avoid signals \ngoing blank in the face of an ap proaching train, the power supply shall not be changed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 464, + "text": "433 \n \nover to the main till t he required train movement is completed even if the main supply \nresumes \n(i) GENERAL –– \n(1) Report power failure to Electrical Inspector/Foreman. Frequent or prolonged failures \nshould be reported to DEE. \n(2) Maintain a power failure register giving duration and use of generators to account for \n oil consumption. \n \n‘Dos’ for Station Masters: \n1. Keep the panel locked when not in use. \n2. Use line blocked caps on the relevant buttons whenever a line is blocked or \na particular button is not to be operated. \n3. Use ‘rusty rail’ collars whenever there is no movement on track circuited lines for more \nthan 24 hours. \n4. Test emergency cross over once in a day to ensure its proper functioning. \n5. Whenever point indications cont inue to flash, personally check the points and ensure \nthat there is no obstruction in the points. \n6. Before using ‘EWN’ button for emergency release of points, ensure physically that the \n‘points section’ is clear of all obstructions. \n7. Whenever movements are to be made over disconnected/damaged/defective points, \nclamp and padlock both the facing and trailing points on the route. \n8. After an unsigalled move is made over a point, operate the point from normal to \nreverse and again to normal to ensure that is not defective. \n9. Whenever any signal suddenly goes back to ‘on’ and points start flashing, treat the \npoints as defective and act accordingly. \n10. Take disconnection memo before allowing S&T staff to interfere with points, signals, \ntrack circuits etc., or before handing over crank handle to them. \n11. Before accepting reconnection memo, test the relevant gears to satisfy that they are \nin proper working order. \n12. Personally verify complete arrival of the train at your station before clear ing back the \nblock section. \n13. Ensure double locking of block instruments and relay rooms. Maintain the keys \nregister properly. \n14. a) Ensure that all the seals provided by S&T staff on the various equipment are intact. \n b) Whenever the seal is broken, ensure that it is properly resealed after the work is over. \n15. Ensure that register for recording the route cancellation counter numbers are \n properly maintained. \n16. Record all power failures and use of generators in the power failure register. \n17. Use generators alternatively for every four hours during power failure to avoid over heating. \n18. Intimate all power failures to Electrical Inspector/Foreman for necessary action. For \nprolonged failure, DEE must be advised. \n19. While handing over charge ensure that the last reading of all the counters are correctly \nrecorded in the concerned registers. \n20. Verify while taking over charge by actual observation the readings displayed in the counters. \n21. Report promptly all failures in writings to the S&T staff and record them in the failure register. \n22. a) Always authorise the SI/ESM in writing whenever emergency cancellation of a \nroute is required by operating the ‘EUYN’ button. \n b) No platform sweepings and drain water should be let out on track circuited lines. \n23. When axle counter fails, ensure by physical verification that the concerned line is \nfree from obstruction before using emergency button to reset the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 465, + "text": "434 \n \n24. Ensure proper and reg ular entries in the register whenever axle counters are reset by \nemergency buttons. \n \n‘Don’ts’ for Station Masters : \n \nDo not : \n1. Allow unauthorised persons to operate the panel. \n2. Compromise on disconnection of points, signals or other gears without disconnection notice. \n3. forget to lock the panel with SM’s key whenever you leave the station office. \n4. forget to use button collars as per rules. \n5. set the route when the point indication is not available. \n6. operate the points when free indication is not available. \n7. operate ‘EWN’ button without first ensuring that the concerned track circuit section is \nclear of obstruction. \n8. keep crank handle box unsealed after the work is over. \n9. forget to clamp and padlock points operated by crank handle. \n10. meddle with crank handle button after taking ‘off’ signals. \n11. operate two points simultaneously. \n12. depend on track indications to ensure complete arrival of the train. \n13. operate the signal button while receiving the train for activating LVT, on section with \ntokenless block instrument on single line when track circuit fails between the Starter \nand Home signal, as this will lock the route. \n \n‘Dos’ for S&T Staff: \n 1. Give disconnection notice before interfering with points, signals track circuit etc., or for \n taking out crank handle. \n2. Replace the signal bulbs periodically without waiting for their getting fused. \n3. a) Take current and voltage readings of the point machines periodically. \nb) Obstruction test should be carried out on the points regularly. Also disengaging of \nthe clutch during the obstruction test should be verified. \nc) Track locking should be verified on the point machines. The operating time of the point \nmachines should also be checked. \n4. a) Ensure correct voltages at signals and check their focusing periodically and \n avoid phantom indications. \n b) Ensure proper cleaning of signal lenses. \n5. Test signal bulbs for a minimum of half an hour continuously before using them on \nthe signals. \n6. Check track circuits for proper performance; dropping of track relay with the minimum \ntrain shunt should also be verified. \n7. Ensure that all the seals on the emergency buttons on the panel are intact. \n8. Ensure that anti-tilting arrangements are available for track relays. \n9. Ensure staggering of polarity of track circuits. \n10. Ensure that cables are meggered once in a year. \n11. Check records of Line Clear cancellations, emergency route cancellations, issue of \n pilot memos, use of emergency crank handles, resetting of axle counters and \n other emergency counters. \n12. a) Proper drainage around the track circuits area needs to be ensured and the \n requisite clearance of the ballast from the rail flange should be ensured. \n b) Check intactness of block joint insulation/stretcher bar insulation and also the \ninsulation of the gauge tie plates, rodding etc.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 466, + "text": "435 \n \n13. Ensure proper packing of all the interlocked points. \n14. Maintain track circuit and battery history cards. \n15. Examine over energisation of track relays. \n16. Remove brake dust and rust and burr formation at block joints. \n17. Check intactness of bond wire, jumper wire connections and secure long jumper \n connections firmly with sleepers. \n18. Report to PWI or IOW for defective water pipes and leakage of hydrants/water \n columns on track circuited portions. \n \n‘Don’ts’ for S & T Staff : \n \nDo not: \n1. adopt any short cut methods. \n2. bridge any relay contacts under any circumstances. \n3. interfere with points, signals and track circuits after the signals are cleared for \n movements. \n4. tilt shelf type relays for making contacts. \n5. manually operate plug-in-type relays. \n6. energize relays by false or direct feed. \n7. over-energize track relays. \n8. operate signals, points, motors, etc., by false or direct feed. \n9. bridge detector contacts. \n10. undertake any work on points, signals, track circuits, etc., without giving proper \n disconnection notice. \n11. give reconnection notice without completing the job and properly testing the \n concerned gear for proper operation. \n12. leave block instruments and relay rooms without double locking.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 467, + "text": "436 \n \nAPPENDIX - XII \n \nSHUNTING \n \nShunting instructions are the instructions issued by the Station Master to the Loco Pilot and \nGuard regarding the particulars of shunting to be done at the station. In case of train \nshunting, written instructions will be given in form No.T/806. \n \nWhere shunting operations are supervised by Guard / Assistant Station Master, Loco Pilot \nshall be given T/806 (shunting instructions form) duly filled in. At major stations where \nseparate staff viz.,Out door Station Master / Yard Assistant Stati on Master / AYM / Shunting \nJamedar / Shunting Master are provided for supervising the shunting, form No.T/806 need \nnot be given. Such stations shall be notified by the respective Sr.DOMs. \n \n1. Shunting operations shall be controlled by fixed signals or hand signals or by verbal \ndirections. \n \n2. Outer signal, Home signal and Last Stop Signal should not be taken ‘off’ for shunting \n \n3. If Advanced Starter is provided, free Starter can be taken ‘off’ for shunting purpose. \n \n4. When a fixed shunt signal on a post by itself or below a Stop signal or Shunting \nPermitted Indicator (SPI) becomes defective, T/369 (3b) shall be issued and Proceed Hand \nSignal should be shown from the foot of such defective signal after ensuring the locking of \npoints. \n \n5. In case the shunt movements are governed by Shunt signal or Starter signal, which \ndetects the facing points, the Shunt/Starter signal shall be taken ‘off’ and in all other cases, \nthe facing points shall be clamped/ cotter bolted and padlocked. \n \n6. When shunting is req uired to be carried out for attaching or detaching coaches / slip \ncoaches on mail / express and passenger trains, the shunting engine with or without \ncoaches/ slip coaches shall first come to a halt 20 metres away from the train and thereafter \nperform the shunting carefully. These precautions need to be taken when train engine is \nbeing attached to the train. \n \n7. On single line sections, no shunting (even within station section) shall be done in that \ndirection, once Line Clear is granted except where shuntin g in the face of an approaching \ntrain is permitted in SWR (i.e. once Line Clear is granted to a down train, no shunt \nmovement shall take place in up direction). \n \n7.1 On double line section, shunting within the station section can be carried out when line \nclear is granted for a train, provided the necessary signals are kept at on. \n \nTO SHUNT PAST THE LSS: \n \n 8. Double Line: \n 8.1. Block forward and then take ‘off’ Shunt signal (if any) provided below LSS; or \n 8.2. Block forward and give T/806 with PN; or \n 8.3. Block forward and then give the key extracted from LSS lever lock. (where provided) \nNOTE: If shunting beyond LSS is permitted in Station Working Rules behind the train \ntravelling away from a station, the Shunt signal, if any provided below the LSS may be taken", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 468, + "text": "437 \n \n‘off’ or the Loco Pilot may be given T/806 without PN. As soon as the preceding train clears \nthe section, the line should be blocked forward, if the shunting is not completed. \n \n9. Single line: \nTo shunt outside station section up to FSS.–– \n \n9.1. In token section, the Loco Pilot should be given T/806. \n \n9.2. In Tokenless sections: Handle type block instrument - the Loco Pilot should be given the \nshunt key extracted from the block instrument. If shunt key cannot be extracted from the \nblock instrument, T/806 should be given. \n \n9.3. Push button type block instruments (RAB) - shunt key shall be extracted and handed \nover to the Loco Pilot. If the shunt key cannot be extracted, the station in advance should be \nasked to take out the shunt key and to give PN to that effect. Then the Loco Pilot should be \ngiven T/806. \n \nTO SHUNT INTO REAR BLOCK SECTION: \n \n10. Double line: \nWhenever shunting into the block section in rear is to be done (outside Home signal in TAS \nand outside outer most facing points/ BSLB in MAS), the line should be blocked back and \nT/806 with PN should be given to the Loco Pilot to do the shunting in the rear block section. \n \n11. Single Line: \n To shunt beyond the FSS on single line sections, the movement should be treated like a \ntrain movement. Take Lin e Clear and take ‘off’ all departure signals. A memo should be \ngiven to the Loco Pilot to push back into the station after shunting is completed. Reception \nsignals can be taken ‘off’. \n \nNote: \nAs per the definition of ‘block back’, a message is to be transmitted to the next block station \non either side on single line whenever block section is required to be obstructed. If block \nsection is required to be obstructed up to FSS, message need not be given to next block \nstation (as per BWMS and BWMT). As such ‘block back’ is not applicable to single line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 469, + "text": "438 \n \nAPPENDIX - XIII \n \nS&T maintenance works – Testing of points, signals and other equipment \n– Disconnection Notice \n \nI. Disconnection and testing of S&T gears: \n \n1. There are certain works such as replacement of fuses, bulbs etc., which can be carried \nout without any hindrance to the normal working of trains. These works may be attended to \nby the S&T staff without the consent of the Station Master on duty. \n2. The testing of points / signals / interlocking of the lever frame etc., may not require \nDisconnection Notice but definitely requires the consent of on duty Station Master as it is \nlikely to interfere with the train movements and safety o f operation. It has accordingly, to be \ndone with the consent of the operating staff only. The written consent shall be obtained in \nthe proforma enclosed (Annexure – A) \n3. It is essential in the interest of safety that whenever any work is to be executed \nnecessitating interference with any points or its fittings, signals or its fittings, signal wires, \npoint rodding or any interlocking gear or locking of switches or any other signalling gears for \ncarrying out repairs or for making alterations to the circuit ry or for any other purpose, which \nis likely to affect safe running of trains, the Station Master on duty must be given \nDisconnection Notice in the form S&T (T/351) (Annexure – B of para 1416 of Signal \nEngineering Manual) and his permission obtained before the work is started. \n4. To summarize for this purpose, the situations are grouped under three sets and the \ndetails under each group are shown below:- \n \nGroup (A) – Situations not requiring the consent of on duty Station Master \nGroup (B) – Situations definitely requiring the consent of on duty Station Master \nGroup(C) – Situations in which issue of Disconnection Notice is definitely required. \n \nWhile undertaking the items of work listed in Group (B), it is essential that the Station Master \nconcerned be kept informed by the official of S&T department undertaking the work so that \nStation Master on duty is aware that the S&T staff is working on sign alling gears at his \nstation. \n((AASS NNoo..1111,, ddaatteedd2233..0011..1133–– iitteemm NNoo..1100)) ppaarraa NNoo 55 iiss aammeennddeedd \n5. When the situation mentioned in group (C) arises, the work shall commence only after \ntraffic staff accepts Disconnection Notice. \n \nFor undertaking maintenance and repair works under Disconnection the instructions given \nbelow to be followed. \na. Signal maintenance and repair works should be done only under clear Disconnection \nNotice as per provisions contained in Para 11.4 of IRSEM (Part-II). They should also \nmention the duration of requirement to SM. \nb. Disconnection for duration upto one hour should normally be allowed by the SM \ndepending upon trains in the section. \nc. If Disconnection is not allowed by the SM, it should be requisitioned again by the S&T \nOfficialand allowed by the Control depending upon the flow of trains. Otherwise, the \navailable slot may be indicated by the Control to the S&T staff. \nd. In extreme exigencies, if the maintenance / repair of S&T gear is urgently needed to avoid \nan accident, the same may be suspended with the approval of Sr. DSTE.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 470, + "text": "e. For works involving disconnection for more than one hour, a Disconnection schedule jointly \nsigned by Sr.DSTE, Sr.DOM, Sr.DEN & Sr.DEE/TRD should be issued and notified to all \nconcerned and the progress of the joint schedule should be reviewed by the DRMs periodically. \nf. For Disconnections / maintenance likely to last for more than a day: \n Temporary working instructions must be issued. \n The SM shall be responsible for ensuring that relevant points are correctly set, \nclamped and padlocked. \n S&T Officials may restrict the aspect of signals to give only ‘caution‘ aspect. \n Thereafter the SM can take ‘off’ signals after ensuring setting and locking of points. \n Temporary Engineering Indicators with speed of 15 KMPH should be placed at the site. \n6. In the interval between Disconnection and Reconnection of gears, when it is necessary to \npass trains or perform shunting in the affected portion o f lines where points etc., have been \ndisconnected, procedure laid down in S.R. 3.51.7.1 should be strictly followed. \n7. Attending to signal and point failures: \nAs soon as the Station Master on duty becomes aware of any failure of signalling equipment \nat his station governing the movements of trains, he should immediately report such failures \nin writing personally or through control phone to the MSM / ESM as the case may be and to \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n438(i)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 471, + "text": "BLANK \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n438(ii)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 472, + "text": "439 \n \nthe Signal Inspector apart from advising all other officials in accordance with S.R. 3.68.3. It \nshould be understood by S& T staff attending to the gears that a written or control message \nfrom the Station Master is only the intimation for the maintenance staff to attend the defect. \nBefore attending to the defect involving interference with the interlocking gears, procedure \nlaid down for Disconnection Notice as brought out in paras 3, 4 & 5 above will be followed. \nAfter the failure is set right, the person -in-charge shall test and certify in writing the rectification of \nthe defect and if necessary demonstrate to the traffic staff about the normal working. \n \nESM/MSM who attends such failures shall record the failure in the proforma as given on the \nreverse side of Annexure A of 1414 © of SEM. These reports shall be forwarded weekly to \nthe Signal Inspector for further scrutiny. It is reiterated that the Signal Maintainer must not \npermit any other artisan or Group D staff to do any adjustment for cleaning or repairs of \nsignal equipment except under his personal supervision. \n \nGROUP (A) \n \nSituations not requiring the consent of on duty Station Master – \n1. Tightening of terminals without causing any short circuits. \n2. Replacement of fuses. \n3. Replacement of bulbs. \n4. Cleaning of colour light lenses and roundels outside and focusing of signal and route indicators. \n5. Cleaning and opening of top covers and lever locks, circuit controllers, detectors, points \nand signal mechanism. \n6. Lubrication of pins of cranks and compensators, loc k bar clips, down rods of signals, \nsignal diversion wheels, signal & point mechanism detectors and external cleaning and \nlubrication of points. \n7. Renewal and re-fixing of pulleys. \n8. Casual renewal and re-fixing of roller standards, top roller, bottom roller etc., one at a time. \n9. Cleaning of roundels and lenses of point indicators and signal lamps etc. \n \nGROUP (B) \n \nSituations definitely requiring the consent of on duty Station Master – \n1. Work on track circuits without causing disconnection of leads, terminals etc. \n2. Cleaning of terminals / contacts of circuit controllers without causing energisation of lever locks. \n3. Maintenance of reversers and signal machines without changing any parts. \n((AASS NNoo..55,, ddaatteedd 3311..0088..1100 –– iitteemm NNoo..1188)) MMooddiiffiieedd \n4. Opening of covers of block instruments for visual inspection or token balancing. \n5. Testing of points. \n6. Testing of signals. \n7. Lubrication and cleaning of internal parts \n8. Change of batteries which cause disconnection of signalling circuits. \n9. *Cleaning of lenses inside colour light signals, by opening the doors of CLS unit. \n10. Changing of lenses of colour light signals as well as the roundels of semaphore signals. \n11. *Adjustment of staggering of axle counter. \n12. *Testing and measurement of wheel dip of outdoor equipment of axle counter. \n (*) These works apart from taking the consent of Station Master should be done in between train timings.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 473, + "text": "440 \n \nGROUP ( C ) \nSituations in which issue of Disconnection Notice is definitely required – \n1. Disconnection of track leads, leading to disconnec tion of track circuits, other than taking \ncurrent readings only and adjustment of track lead resistance and relay resistance. \n2. Replacement of insulation parts of track circuits block joint. \n3. Disconnection of pins of rodding run, cranks/compensators, interlocking frame or any \nother gear which will lead to unsafe conditions. \n4. Repairs and replacement of rodding transmission and cranks compensator. \n5. Disconnection of any rod from corresponding lever or lever frame or from point, lock or \nsignal, including repairs and replacement of facing point lock along with rod. \n6. Disconnection of wire transmission. \n7. Removal of point or lock slides of a point detector, both electrical and mechanical \nincluding repairs and replacement of point. \n8. Disconnection of a lock bar or a facing point lock plunger or switch extension piece or detector rods. \n9. Any work on electrical point machine/signal machine/electrical detector involving \ndisconnection and replacement of parts. \n10. Replacement of reverser/reverser parts. \n11. Alteration of Station Master’s slide control, Station Master’s key locking boxes. \n12. Disconnection of link of a circuit controller or lever lock-cum-circuit controller. \n13. Making any adjustment to the contact bonds of circuit controller or lever lock and \ncircuit controller. \n14. Removal of key lock from the lever to which it is fixed. \n15. Opening of key transmitter. \n16. Changing of booms of lifting barriers within station limits. \n17. Changing of diversion wheels of wire transmission. \n18. Change of signal arms. \n19. Removal of any relay from the circuits. \n20. Alteration to the existing wiring (circuit diagram). \n21. Insulation test of cables involving disconnection of cable terminals and replacement of cables. \n22. Disconnection of any terminal carrying circuits of axle counters. \n23. Disconnection of axle counter batteries either of oscillator and/or evaluator \n24. Opening of covers of block instrument for maintenance or making adjustments, change of wiring etc. \n25. Conducting broken wire tests. \n26. Any counting arrangements like veeder counter for cancellation of route or Line Clear etc. \n27. Any other signalling gear or part requiring interference which is likely to lead to unsafe condition. \n28. Changing of signal transformer in colour light signalling. \n29. Normally replacement of block joint insulations must be done on a programmed basis \njointly by Engineering and S&T staff under special instructions. In emergency, replacement \nof block joint insulations shall be done under Disconnection Notice only. \n30. Changing of cable conductors for working functions. \n31. Rectification of defective audio warning device.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 474, + "text": "441 \n \n Annexure A \nSOUTH CENTRAL RAILWAY \nS & T department –– memo of consent \nMemo to operating staff seeking permission for attending to signalling gears \nNo……………………… \n \nTo \nSM on duty / ……………………… \n Please note that the following gears will be attended without interference \n ------------------------------------------------------------------------------------------ \n ------------------------------------------------------------------------------------------ \n \nSignature of ESM/MSM/SI \nDate ………………. Time ……………. \nAcknowledgement \n Signature of Station Master \n Date …………….. Time ………… \n \n \nLOCKING OF RELAY ROOMS –– PROCEDURE FOR WORKING. \n1. The relay room or the cabin basement room where relays and interlocking / locking gears \nare housed shall invariably be kept locked with :- \n(a) two independent locks, keys of which shall be with Station Master on duty and Signal \nMaintainer respectively, or \n(b) with single lock which works on double key operation, one key of the lock shall be kept \nwith the Station Master and the other with the Signal Maintainer. \n2. The locks meant for locking the relay room / cabin basement, s hall be provided by the \nS&T branch. These locks should have numerical counter like the one used for crank handle. \n3. In the two independent lock arrangement the key of one lock will be under the custody of \nSignal Maintainer and the other in the custody o f Station Master. Unless both the padlocks \nare opened, the relay room door cannot be opened. \n4. In the case of single lock with double key, one key will be with the Signal Maintainer and \nthe other key in the custody of Station Master. The locking is such that the lock cannot be \nopened unless both the keys are inserted and turned one after the other in succession. \n5. This arrangement will mean that without the consent of either party (Station Master or \nSignal Maintainer) the relay room cannot be opened. \n6. A register will be kept in the Station Master’s room in which the S&T staff intending to \ncarry out the work requiring the opening of relay room should make suitable entries as per \nAnnexure B. The Station Master will then handover the key to the S&T Mai ntainer after \nobtaining his signature in the register. \n7. The register should be kept only in the Station Master’s office at stations even where end \ncabins are manned by Switchmen. However when Assistant Station Masters are manning \nthe cabins, the register can be kept with the cabin Assistant Station Master. \n8. After carrying out the work, the Signal Maintainer / Signal Inspector shall return the key to \nStation Master. Both shall sign the register indicating the date and time of returning the key. \n9. T he Assistant Station Master’s key of the relay room shall be kept under the personal \ncustody in a box in Station Master’s office.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 475, + "text": "442 \n \n10. The keys of the Signal Maintainer shall be kept in the personal custody of MSM/ESM or \nin a box in the S&T equipment room or in case equipment room is not there, in the Assistant \nStation Master’s room with a universal lock. \n11. These instructions shall apply to all stations either panel interlocked including RRI or \nprovided with mechanical lever frame and also where round the clock S&T maintenance staff \nare available. \n \nAnnexure B \n \nRELAY ROOM KEY REGISTER \n \nS. \nNo\n. \n \n \n \n 1 \nDat\ne \n \n \n \n \n2 \nTim\ne \n \n \n \n \n3 \nKey \nhanded \nover to \n \n \n \n4 \nReason \nfor \ntaking \nkey \n \n \n5 \nSignature \nof \nASM/SM \nESM/MS\nM/ \nSI \n6 \nKey taken \nover from \nS&T staff \n \n \n \n7 \nTim\ne \nand \ndate \n \n \n8 \nSignature of \nASM/SM/ \nESM/ \nMSM/SI \n \n \n9", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 476, + "text": "443 \n \nAPPENDIX XIV \n \nSTATION WORKING RULES \n \nStandard format of Station Working Rules (SWR) and its preparation \nNo. . . . . . . . . . .RAILWAY \n . . . . . . . . . .DIVISION \n \nStation Working Rules of - - - - - - - - - (Name of the station) \n . . . . . . . . .(BG/MG) \n Date of issue: _____________ \n Date brought into force_______ \nNOTE: \n(i) The Station working rules (SWR) must be read in conjunction with General & \nSubsidiary Rules and Block Working Manuals. These rules do not in any way \nsupersede any rule in the above books. The language of SWR should be \nsimple, brief and unambiguous applying provision of rules to the specific \nconditions at the relevant station. These rules must be in simple language, \nintelligible to ordinary railway men. However, relevant GR/SR numbers may \nbe mentioned in the brackets. \n(ii) The SWR must be page numbered with the station name code written on \neach page and signed by the Divisional Operations Manager and Divisional \nSignal & Telecommunication Engineer on each page. \n((AASS NNoo..1111,, ddaatteedd2233..0011..1133 –– iitteemm NNoo..22)) PPaarraa NNoo.. ((iiiiii)) iiss aammeennddeedd \n(iii) The SWR should be issued afresh after every five years or after issue of five \namendment slips, whichever is earlier and reviewed as and when required. \n(iv) Any new inn ovations introduced to facilitate train operations should be \nincorporated in SWR. \n \n1. Station Working Rule diagram: \n \n SWR Diagram No. - - - - - - - based on CSTE/ - - - - - - Railway and Signal Inter \nlocking Plan No.- - - - should show the complete layout of the yard, points, signals, gradients \nand interlocking arrangements of the station including the non-interlocked sidings, exact and \nactual holding capacity of all the individual lines in metres, actual inter signal (demarcation \npoint) distances, names of adjacent stations and IBH signals, where provided, on either side \nof the station with their respective distances from the centre line of the station building to the \ncentre line of the adjacent stations and any other information necessary in the day to day \noperation of trains. The particulars of date up to which it is corrected should also be \nmentioned. SWR diagram should show actual distances and not the minimum prescribed. It \nshould be signed by the Divisional Operations Manager, Divisional Signal & \nTelecommunication Engineer and Divisional Engineer. The detection table, lever collar chart \nand pull sheet may be provided in Appendix ‘B’. Pull Sheet should be reproduced on a board \nbrightly painted in the cabins to be placed above the lever frames. \n \n2. Description of station: \n2.1 General (location). \n- - - - - (Name of the station) is a - - - - class station on the - - - - - (name of the section) \ndouble/single line, electrified/non-electrified (BG/MG) section of - - - Railway on - - - - - - - \nroute. It is situated at km - - - - - - from - - - - - - (a nominated point on the railway). The \nnumber of cabins should be furnished.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 477, + "text": "444 \n \n2.2 Block stations, IBH, IBS on either side and their distance and Outlying Sidings. \n - - - - - Station is situated between- - - - - (Name of adjacent station on one side) in the - - - - \n- - - (North/South/East/West) side at a distance of - - - - km and - - - - (Name of adjacent \nstation on the other side) in the - - - - - - (North/South/East/West) at a distance of- - - - - km. \n In case of IBS signal being provided in the adjacent section, the mention of the same \nneed to be made as follows: The section between - - - - - - - - (name of the section on which \nthe IBS is provided) has been sp lit into two block sections by providing track circuit/axle \ncounters and Intermediate Block Stop Signal at km - - - and km- - - - on Up and Down lines \nrespectively, which are controlled by track circuit / electronic axle counters and double line \nblock instrument. \n In case the adjacent section is provided with the automatic signals, necessary \nmention of the same need to be made in the SWR literature. \n In case of outlying siding / DK station taking off from the section, its name and km in \nUp/Dn direction should be mentioned. Their detailed working instructions should be given in \nAppendix ‘F’. \n \n2.3. Block section limits on either side of the station on different directions. \n Points up to which block section in rear terminates and the point from which the \nblock section in advance starts should be indicated in the following tabular format: \nBetween \nStations \nThe point \nfrom which \nthe \n“Block \nSection” \ncommences \nThe point at which the \n“Block Section” ends \n \n2.4 Gradients, if any. \n The gradients in the yard and the adjacent block sections should be \n mentioned with their locations. Any gradient which are steep enough to \n warrant special precaution in train operation should be mentioned. \n \n2.5 Layout. \n Under this head, information pertaining to the number of running lines in the main \nyard, (viz., Up loop, Up main, Down main and common loop etc.), goods sheds / \nsiding, hot axle siding, parcel sidings, engineering sidings, sidings taking off from \nthe yard with the details whether electrified / non -electrified etc., and how they \nare isolated from the running lines should be mentioned. The information in \nrelation to provision of low / high level platforms on the running lines/goods \nsidings should be given. \n2.5.1 Running lines, Direction of movement & holding capacity in CSR. \n The direction of movements on all the lines and Clear Standing Room of running \nlines in terms of metres need to be specified. \n \n2.5.2 Non running lines and their capacity in CSR. \n \n2.5.3 Any special feature in the layout. \n Any special feature of the yard such as catch siding, slip siding, non -standard \nturnouts, curves, spring points etc., having bearing on the operation of trai ns \nneed to be mentioned.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 478, + "text": "445 \n \n2.6 Level crossings. \n Detailed working of the gate along with the particulars regarding LC gate No., \nlocation, class, normal position, whether interlocked or non -interlocked, whether \ncommunication provided or not and whether Train Actuated Warning Device \n(TAWD) provided or not, how the gate is operated etc., need to be mentioned in \nAppendix ‘A’. \n \n3. System and means of working: \n System of working in force – Absolute/Automatic by using double line/single \nline/token/tokenless block instruments, whether cooperative or non -co-operative, \nthe staff responsible for their operation and custody of keys should be clearly \nmentioned. Mention should also be made of the availability of block telephone at \nthe station and telephone provided a t IBS posts to establish contact by the Loco \nPilot with Station Master in rear, in case of any necessity. \n \n4. System of signalling and interlocking: \n4.1 The Standard of interlocking, type of signalling (MLQ/TALQ/MAUQ/MACLS), method \nof operating the signal s/points from lever frames/control panel/VDU/CTC, provision of axle \ncounters/track circuits on running lines, Calling -on signals/IBS, special signalling features \nsuch as fixed Warner, stop boards at terminal stations, emergency cross-overs, permanently \nlocked points, motor operated points at an otherwise mechanically worked stations, \nemergency/crank handle keys and their custody, indications (electric/banner type) of points / \ntrap points / signals / track circuits / axle counters need to be mentioned. The detailed \ndescription of the lever frame / control panel / Video Display Unit for route setting using point \n/ signal / gate control switches, individual operation of points, operations of gates within the \nstation limits, setting of points using the crank handle and the maintenance of proper records \nof emergency operation counters provided on the panel need to be mentioned here. \nProcedure for working of stations provided with Train Protection and Warning System and \nAnti Collision Device need to be mentioned. The procedure for resetting of the system in \ncase of failure of axle counter on berthing portion as well as IBS section, emergency \noperation of points, emergency route cancellation, clearing of block etc., also need to be \nmentioned from operations point of view. \n (Details of signalling and interlocking should, however, be given in Appendix ‘B’ and \ndetails of Anti Collision Device, if provided, be given in Appendix ‘C’). \n4.2 Custody of relay room key and procedure for its handing over and taking over \nbetween Station Master and S&T maintenance staff. \n4.3 Power supply. \n The sources of Power supply for signalling such as Down AT / Up AT / local supply \n(State Electricity Board) / diesel generator / UPS / integrated power supply etc. should be \nmentioned here. It should be clearly mentioned whether the changeover from one \nsource of supply to the other shall be automatic or manual in case of failure of normal \nsource of supply. The procedure for manual changeover should be described. \n 5. Telecommunication: \n The availability of the telecommunication facilities at the station and their \n operational aspects should be clearly defined: \na. Section Control / Dy. Control / Traction Power Control telephone etc. \nb. Auto / DOT telephones, \nc. Magneto telephone with the cabins / gates, \nd. IBS telephone with IBS at Km. - - - - - - \ne. Telephone with axle counter reset boxes, \nf. Telephone for yard communication, \ng. VHF sets, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 479, + "text": "446 \n \nh. Mobile Train Radio Communication (MTRC) \nThe action to be taken in case of failure of communication given above to \nbe clearly spelt out. \n \n(Details of working should be given in appendix ‘B’) \n \n6. System of train working: \n \n6.1 Duties of train working staff. \n The duties of the train working operating staff such as Station Master, Sw itchman, \nCabinman, Leverman, Pointsman, Platform Porter, Gateman for train operation \nshould be mentioned in detail in Appendix ‘D’, giving specific references to the G&SR \nof the Railway and the Block Working Manual. \n \n6.1.1 Train working staff in each shift. \n The availability of above operating staff provided at the station in each shift with their \nduties for working of trains should be mentioned in Appendix ‘D’. \n \n6.1.2 Responsibility for ascertaining clearance of the lines and Zones of \nresponsibility. \n Responsibility for ascertaining clearance of lines and zones of responsibility of each \nof the staff on duty should be clearly mentioned here. Mention should be made that \nprivate number book should be under the custody of train passing staff who is \nauthorised to use it. \n \n6.1.3 Assurance of staff in the assurance register. \n Every train passing staff posted newly at the station or leave reserve staff at the \nstation or regular staff who has resumed his duties after more than 15 days absence \nmust go through Station Working Rules in force and give assurance in the prescribed \nAssurance Register. \n \n6.2 Conditions for granting Line Clear. \n Under this head, principles of the system of working in force at the station should be \ndescribed briefly and clearly as applicable to the station. Specific points on the track \nupto which the line is required to be kept clear \nmust be indicated. Mention of outlying sidings, if involved, may also be made. \n \n6.2.1 Any special conditions to be observed while receiving or despatching a train. \n 6.2.1.1 Setting of points against blocked line. \n 6.2.1.2 Reception of train on blocked line. \n 6.2.1.3 Reception of train on non-signalled line. \n 6.2.1.4 Despatch of train from non-signalled line. \n 6.2.1.5 Despatch of train from line provided with common Starter signal. \n 6.2.1.6 Any other special conditions should be mentioned giving reference to the G&SR. \n \n6.3 Conditions for taking ‘off’ approach signals. \n This needs to be mentioned here giving reference to the relevant provision of the G&SR. \n \n6.3.1. Commissioner of Railway Safety approval. \n The particulars of condonations sanctioned by CRS and / or exemptions \n obtained under approved special instructions as per General Rules shall be detailed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 480, + "text": "447 \n \n6.3.2. Responsibility of Station Master for restoration of signals to ‘on’. \n Station Master should ensure that signal is put back to ‘on’ after passage of the train \nas per Rule 3.36.2 (b). \n \n6.4. Simultanegous reception/despatch, crossing and precedence of \ntrains. \nThis should mention the specific setting of points and traps for the purpose of achieving \nthe desired signal overlaps/isolations to sand humps / sidings etc., while receiving trains \nsimultaneously, crossing and giving precedence to trains at the station. \n \n6.5 Complete arrival of trains. \n Responsibility for verification of complete arrival of trains before closing the block \nsection should be made clear. In case Block Proving Axle Counter (BPAC) is installed on \nthe section, the procedure of block working should be mentioned, giving reference to the \nrelevant provisions of G&SR and Block Working Manual. \n \n6.6 Despatch of trains. \n Particulars regarding starting of trains from running lines, non-signalled lines, issue of \nCaution Orders etc., should be mentioned giving reference to the provision of G&SR and \nBlock Working Manual. In case IBS is provided, the procedure for despatch of trains up to \nthe IBS and thereafter to the next station should be clearly defined. \n \n6.7 Trains running through. \n The provisions given in G&SR should be mentioned. \n \n6.8 Working in case of failure. \n Working in case of failure of track circuits, points, signals, block instruments, axle \ncounters, Block Proving Axle Counters, procedure for working over damaged points, \nreception of trains on obstructed lines, non-signalled line including failure to read the \noccupation of line by trolley or light engine etc., should be mentioned in detail here. \n \n6.9 Provision for working of trollies/motor trollies /material lorries. \n Some of the precautions such as given below should be mentioned: \n(i) The section where axle counters are provided in lieu of track circuits, trollies, \nmotor trollies, lorries etc., whi ch are not insulated, shall not be allowed to run \nexcept on Line Clear. \n(ii) Motor trollies/tower wagons/material lorries are not likely to actuate the axle \ncounter correctly. When they are to run over the section split by axle \ncounters, the whole section to b e treated as one and next train to be started \nafter the last train has arrived complete. \n(iii) In all other respects, the working of a light motor trolly shall conform to the \nrules laid down for ordinary trollies while running without block protection and \nto those laid down for motor trollies while running under block protection or \nfollowing another light motor trolly or a motor trolly. \n(iv) Any other restriction on movement of trollies / motor trollies / material \nlorries/tower wagons etc. \n7. Blocking of lines: \n The precautions to be taken by the Station Master, when lines are blocked by stabled \nvehicles or otherwise for maintenance works, to be detailed here.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 481, + "text": "448 \n \n8. Shunting: \n \n8.1 General precautions \n8.2 Shunting in the face of an approaching train \n8.3 Prohibition of shunting, special features if any. \n8.4 Shunting on single line – \n – within station section \n – between last Stop signal and opposite first Stop signal. \n – beyond opposite first Stop signal \n – during failure of block instrument on single line. \n8.5 Shunting on double line- \n – block back \n – block forward \n – following a train travelling away. \n – upto IBS \n – beyond IBS \n – during failure of block instrument on double line. \n8.6 Shunting in the siding taking off from station yard/goods yard. \n9. Abnormal conditions: \n \n (a) The Rules to be observed in the event of abnormal conditions. \n The procedure to be followed in the event of following abnormal conditions should be \nspecifically mentioned. \n(i) During partial interruption/failure of electrical communication \ninstrument. \n(ii) The authority to proceed in the occupied block section in case of \nobstruction of line or accident etc. \n(iii) Trains delayed in block section \n(iv) Failure/passing of Intermediate Block Stop signal at ‘on’. \n(v) Failure of Axle Counter Block/BPAC \n(vi) Failure of MTRC \n \n(b) Procedure for emergency operation of points by Crank Handle. \n \n(i) The detailed procedure for emergency crank handle operation of \nmotor operated points at different lines at the station from operation \npoint of view should be mentioned here. \n(ii) Procedure for emergency operation of point with point zone / axle \ncounter / track circuit failure and emergency route release, giving \nreference to Rules 3.39 and 3.77 should be mentioned here. \n \n(c) Certification of clearnce of track before Calling- on signal operation is initiated. \n Mention should be made that before taking ‘off’ Calling -\non signal during failure of track circuit / axle counter, the route and the \nclearance of the track over which train would pass to be verified by Station \n Master/Assistant Station Master. \n \n(d) Reporting failure of points, track circuit/axle counter and interlocking. \n(i) Mention should be made that whenever there is a failure of points, \ntrack circuit/axle counter or a ny other interlocking gear at the station, \nthe failure should be reported by Station Master / Assistant", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 482, + "text": "449 \n \nStation Master on duty to the concerned signalling maintenance staff on duty \nresponsible for attending to the failure and only after receipt of the written memo from \nthe Signalling Maintainer for rectification of the fault, Station Master / Assistant \nStation Master should restore the normal working. \n(ii) The entries in signal failure register to be done with message to the Section Controller. \n \n9.1 Total failure of communication. \n Provision of the SR and instructions laid down in Block Working Manual relating to \nthe working of trains during total failure of communication at the station should be \nbriefly summed up giving the action to be taken and by whom and what precaution to \nbe taken giving reference to the relevant provisions of the G&SR. \n \n9.2 Temporary single line working on double line section. \n \n9.3 Despatch of train under authority to proceed without Line Clear or \n to assist the crippled train (T/A.602). \n \n10. Visibility Test Object: \n Position of the Visibility Test Object in each zone of operation and the officials \nauthorised to check the V.T.O. from a nominated place at the station should be \nmentioned here. \n \n11. Essential equipment at the station: \n The list of the essential equipment should be given in Appendix – ‘E’ \n \n12. Fog signalmen nominated to be called in case of fog: \n In Foggy or tempestuous weather or in dust storm when V.T.O. cannot be seen from \nthe Station Master’s Office, the Station Master shall send trained men to act as fog \nsignalmen. Instructions regarding their selection from traffic and engineering \ndepartments, entry of their names in the fog signal register and taking assurance by \nthe Station Master to be mentioned clearly. \n \nList of Appendices \n \n \n \nAppendix ‘A’ Working of Level Crossing Gates \n(Interlocked LC gates – to be jointly signed by DSTE, DOM & DEN) \n( Non-interlocked LC gates – to be jointly signed by DEN & DOM) \nAppendix ‘B’ System of signalling and interlocking and communication \narrangements at the station (to be signed by DSTE) \nAppendix ‘C’ Anti Collision Device (Raksha Kavach) \n(as and when brought into force) \nAppendix ‘D’ Duties of train passing staff and staff in each shift \n(to be signed by DOM) \nAppendix ‘E’ List of essential equipment provided at the station \n(to be signed by DOM) \nAppendix ‘F’ Rules for working of DK stations, Halts, IBH, IBS and outlying \nsidings (to be jointly signed by DOM & DSTE) \nAppendix ‘G’ ((AASS NNoo..77,, ddaatteedd 0066..0044..1111 –– iitteemm NNoo..66)) MMooddiiffiieedd \nRules for working trains in electrified sections \n ( to be jointly signed by Sr. DOM/Sr.DEE (TRD)/ Sr.DSTE or . \nDOM/.DEE (TRD)/ DSTE )", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 483, + "text": "450 \n \nAPPENDIX XV \n \n Operating Forms \n \nRailway Board Letter No.97/Safety (A& R)/29/15 dated 10.08.2000 – New Operating \nForms introduced with effect from 01.01.2001. \n S.No. No Description Colour Form \nNumber \n1. Signal & Telecommunication \nDisconnection/Reconnection Notice \nBlack S&T (T/351) \n2. Advance authority to pass defective signals Blue T/369(1) \n3. Authority to pass signals at ‘on’ or defective position Blue T/369-(3b) \n4. Caution Order Green T/409 \n5. ‘NIL’ Caution Order Green T/A 409 \n6. Reminder Caution Order (not in force on S.C.Rly.) Green T/B 409 \n7. Train Examination Advice/Report Black T/431 \n8. *Authority to proceed for material train \n(Return to originating station) \nBlue T/462 \n9. *Authority to proceed for material train \n(Proceed to next station) \nBlue T/A 462 \n10. *Authority to proceed for track machine \n(Return to originating station) \nBlue T/465 \n11. *Authority to proceed for track machine \n(Proceed to next station) \nBlue T/A 465 \n12. Authority to receive a train on an obstructed/non -\nsignalled line \nBlue T/509 \n13. Authority to start from a non-signaled line Blue T/511 \n14. Authority to start from a line with common Starter \nsignal \nBlue T/512 \n15. Authority to proceed for relief engine/train into an \noccupied block section \nRed T/A 602 \n16. Authority for opening communication during total \ninterruption of communication on single line section \nRed T/B 602 \n17. Authority for working of trains during total \ninterruption of communication on double line section \nRed T/C 602 \n18. Authority for temporary single line working on double \nline section \nRed T/D 602 \n19. Line Clear enquiry message asking Line Clear for \ndespatch of trains during total failure of \ncommunication on single line section \nRed T/E 602 \n20. Conditional Line Clear reply message Red T/F 602", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 484, + "text": "451 \n \n S.No. No Description Colour Form \nNumber \n21. Conditional Line Clear ticket (Up) Red T/G 602 \n22. Conditional Line Clear ticket (Down) Red T/H 602 \n23. Message on restoration Black T/I 602 \n24. *Block Ticket Red T/J 602 \n25. Written permission by Guard to Loco Pilot to \nproceed to next station from mid-section \nBlue T/609 \n26. Shunting order Blue T /806 \n27. Authority to pass Automatic/Semi -\nautomatic/Manually operated/ gate signals. \nRed T/A 912 \n28. Authority to proceed without Line Clear on \nAutomatic Block signalling territories \nRed T/B 912 \n29. Authority to proceed for relief engine / train into an \nAutomatic Block signalling section \nRed T/C 912 \n30. Authority to proceed on Automatic Block System \nduring prolonged failure of signals \nRed T/D 912 \n31. Line Clear enquiry message (outward/inward) Black T/A 1425 \n32. Line Clear reply message issued by train receiving \nstation \nBlack T/B 1425 \n33. UP Paper Line Clear Ticket Blue T/C 1425 \n34. Down Paper Line Clear Ticket Blue T/D 1425 \n35. Trolly/lorry/OHE ladder trolly notice Black T/ 1518 \n36. *Authority for trolly / lorry / motor trolly to be used on \ntoken less sections in Absolute Block System and \nAutomatic Block System territories \nBlue T /A 1525 \n37. Motor trolley permit (following) Blue T/ 1525 \n38. *Authority to proceed for tower wagon and to return \nto starting station \nBlue T/ 1708 \n39. *Authority to proceed for tower wagon to proceed to \nstation in advance \nBlue T/A 1708 \n \nNote: *These operating forms are by S.C.Railway", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 485, + "text": "452 \n \nAPPENDIX- XVI \n \nEMUs/MEMUs \n \nEMUs/MEMUs are with quick acceleration/deceleration and higher carrying capacity. They \nare equipped with electro pneumatic brakes which are positively acting with fast/high braking \neffort. The motive power is distributed over the rake and consequent hig her acceleration / \ndeceleration. The EMU/MEMU is vestibuled from one end to the other. \n \n1. Bell Signals: \n \n1.1 The following bell signals are prescribed for use between the Loco Pilot / Motorman and \nGuard of EMU/MEMU. \n BELL CODES \n \nSl \nNo. \nCode of Bell \nsignals \nIndication Acknowledgment \n1 0 Stop train 0 \n \n2 00 Start train 00 \n \n3 00 Pause 00 \n \nPassing Automatic signal at ‘on’ 00 Pause 00 \n4 000 Guard required by the Loco Pilot / \nMotorman \n \n000 \n \n5 0000 Protect train in rear \n \n0000 \n6 0 Pause 0 Zone of speed restriction over. \nResume prescribed speed \n \n 0 Pause 0 \n7 000 Pause 000 Loco Pilot / Motorman not to exceed \nprescribed speed \n \n000 Pause 000 \n8 00000 Joint Brake Test is completed \n \n 00000 \n \nNote: The signals above are illustrated by ‘0’ for a ring. \n1.2. EMUs/MEMUs have been provided with electric bell signals between Loco Pilot / \nMotorman and Guard and also flasher lights. In case EMUs/MEMUs come to a stop on \naccount of an accident or any other cause which is not immediately obvious and the train \ncannot proceed, the Loco Pilot / Motorman shall immediately switch on the flasher light and \nalso apprise the Guard of his inability to proceed by sounding 4 bell signals which shall be \nacknowledged by the Guard. The Guard shall switch on the flasher light and protect the train \nas per Rule 6.03/9.10. In case of failure of the bell signals, the horn and also the hand \nsignals should be used. When the Loco Pilot /Mot orman of an approaching train see the \nflasher light, he shall act as under: \n If the flasher light is observed on the same line on which he is travelling, he will stop \nshort of the train and arrange to protect the train as per Rule 6.03/ 9.10. If the flasher light \nis not on the line in which he is proceeding, he shall exercise greater vigilance and be guided \nby the hand signals ahead if any.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 486, + "text": "453 \n \n2. Maximum number of persons permitted in the cab: \nOnly two persons other than the Loco Pilot / Motorman or the Guard are authorized to travel \nin the cab with special permits issued by the competent authority. \n3. Guards applying the brake: \nIf it should be necessary for Guard to stop the train in an emergency as provided for in G.R. \n4.45 and S.R. thereunder, h e should apply emergency brakes and simultaneously give one \nbell signal to the Loco Pilot/ Motorman. \n4. Changing destination indicators: \nIt is the duty of Guard to change the destination indicators and exhibit tail board/tail lamp in \nthe rear of EMU/MEMU. \n5. Testing of brake power: \nGuard and Loco Pilot /Motorman would take over charge of MEMU/EMU at least 30 minutes \nbefore the actual departure. \nThe detailed instructions of conducting Joint Brake Test (JBT) are given below: \nLoco Pilot working MEMU/EMU sh ould conduct the JBT after continuity of brake pipe \npressure has been observed. This should be conducted before taking out MEMU/EMU on \nthe 1st daily service run from MEMU/EMU shed, stabling siding and platform line. \nFollowing procedure should be observed f or Joint Brake Test to be conducted by \nLoco Pilot/Motorman and Guard. \nS. \nNo. \nTo be done by Loco Pilot / \nMotorman \nS. \nNo. \nTo be done by Guard \n1 Build up 7Kg/cm2 MR pressure \nand turn ON the BIV key and \ncharge BP pressure to 5 Kg/cm2. \nGive 5 bells to indicate the Guard \nto be ready for brake test. \n \n2 Acknowledge by giving 5 bells after \nensuring 4.9 kg/cm 2 BP pressure and \nwatch for brake cylinder pressure \ngauge. \n \n3 Move brake controller handle \nbetween I & II position and hold \nthe brake cylinder(BC) pressure to \n0.7 kg/cm2 \n4 Guard will note the brake cylinder \n(BC) pressure which will be about 0.7 \nkg/cm2 and acknowledge by giving \none bell \n \n5 Move the brake controller handle \nto position – II and observe that \nbrake cylinder pressure gauge \nreads 1.5 kg/cm2 \n \n6 Note the Brake cylinder pressure \n1.5kg/cm2 in gauge and acknowledge \nby giving one bell. \n \n7 Return the brake controller handle \nto release position – I and observe \nthat the brake cylinder pressure \nreturns to ‘O’ and give one bell. \n \n8 Guard to observe brake cylinder \npressure to ‘O’ and acknowledge by \ngiving one bell. \n \n9 – 10 Open the emergency cock by means \nof the red brake handle to destroy the \nBrake Pipe (BP) pressure to 'O' \n11 After observing that Brake Pipe \n(BP) pressure dropped to 'O', \nmove the brake controller handle \nto emergency position. \n \n \n \n12 After observing the brake cylinder \npressure gauge indicating 1.5 kg/cm 2, \nclose the emergency cock", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 487, + "text": "454 \n \nS. \nNo. \nTo be done by Loco Pilot / \nMotorman \nS. \nNo. \nTo be done by Guard \n13 Return the brake controller handle \nto position-I and the brake cylinder \n(BC) pressure drops to 'O'. \n14 Acknowledge the same by giving one \nbell. \n \n15 Wait till the Brake Pipe (BP) \npressure is built up to 5 kg/cm 2 \nand then move the brake \ncontroller handle between III & IV \nposition to reduce the Brake pipe \n(BP) pressure to 3.5 kg/cm 2 and \nacknowledge the same with \nGuard by giving one bell. \n \n16 Acknowledge the same by giving one \nbell. \n \n17 Put the brake controller handle to \nrelease position and Brake Pipe \n(BP) pressure will raise to 5 \nkg/cm2 Indicate by giving 5 bells \nthat JBT is completed. \n18 After observing the Brake Pipe (BP) \npressure is restored to 5 kg/cm 2 and \nacknowledge the completion of the \nJBT by giving 5 bells. \n \n \nNOTE: During brake tests Guard and Motorman/Loco Pilot may use the bell code 'one \npause one' (0 - 0) to draw each other’s attention incase of any lapse or abnormality. \nIn Escorts Knowrr (EK) brake controller, there are only three positions viz., (1) Release and \nrunning (2) Full application (3).Emergency. For testing the auto brakes, the electro \npneumatic (EP)/auto switch on the side panel in Loco Pilot’s cab should be placed in auto \nposition. \n \n6. Stabling - following precautions must be taken before stabling: \nLoco Pilot / Motorman must remove the reversing handle from master control and the control \nswitch key where provided. Then he must destroy the brake pipe pressure to zero, close the \nisolating cock switch, shut the windows and doors of all the driving compartments and put on \nall hand brakes. \n \n7. Power going off the line - application of hand brakes: \n Should power go off the line, while the EMU/MEMU is standing on a grade, the Loco Pilot/ \nMotorman must immediately apply the hand brakes in both cabs to the f ull extent and apply \nthe wedges towards the falling gradient. \n \n8. Protection of EMU/MEMUs stopped between block stations/ Automatic signaling \nterritory: \nIf the detention exceeds or it is likely to exceed 10 minutes, the EMU/MEMU shall be \nprotected as per Rule 6.03/9.10 \n \n9. Fire: \n9.1 Fire on Power Distribution System- \nIn the event of fire on any part of the electrical equipment, the affected part is first to be \ncompletely isolated from the distribution system, if this has not been done automatically. I f \narching continues due to feed from adjacent sub -stations, this feed shall be interrupted by \nmeans of the supervisory control equipment by direct telephone communication to the \nadjacent sub-stations. The fire shall be extinguished by means of the extinguishers provided. \n9.1.1 Water shall not be used for extinguishing fires on electrical equipment. Fire \nextinguishers shall be recharged immediately after use.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 488, + "text": "455 \n \n9.1.2 If the services of the Fire Brigade are required, the Brigade shall not be allowed to \ncommence operations until all electrical equipment adjacent to the fire has been made dead. \n9.2 In the event of fire on EMU/MEMU, the Loco Pilot/Motorman shall immediately switch off \nthe circuit breaker and lower the pantograph. The train shall then be brought to a stop at \nonce. \n \n10. Leading cab of EMU/MEMU becoming defective: \n In cases where the leading cab of an EMU/MEMU has become defective, the maximum \nspeed shall be 40 Kmph for electric locomotive, 30 Kmph for EMU/MEMU stock except in \ncases where the b rake equipment is inoperative from the leading driving cab in which \ncontingency, the maximum speed shall not exceed 15 Kmph. \n \n Annexure–I \nEMU/MEMU CAR SHED––––––––––––––––––––––––(DEPOT) \n \nBRAKE POWER CERTIFICATE (BPC) OF THE RAKE TURNING OUT FROM SHED FOR \nPASSENGER TRAFFIC \n \n1. Date of checking–––––––––––––––– Time––––––––– \n2. Rake No.––––––––––––––––––––– \n3. I MC Nos.––––––––––––––––––––– \n II TC Nos.–––––––––––––––––––– \n4. Name of shift in-charge Sri :––––––––––– \n5. I Loco Pilot/Motorman's Hqrs, Name Sri :––––––––––– \n II Loco Pilot/Motorman's Hqrs ––––––– \n6. I Guard's Name Sri–––––––– \n II Guard's Hqrs ––––––––––––––––– \n 7. I Shunter's Name Sri –––––––––––––––––––– \n (Whoever is taking over charge from shed) \n II. Signature of shunter–––––––––––––––– \n \nBRAKE POWER CERTIFICATE BY SUPERVISOR \n \nCertified that out of ______________ number of brake cylinders in EMU/MEMU rake \nnumber______________booked to work passenger services, ___________ number of \nbrake cylinders is in Woking condition and the Brake power of the above rake is _________ \n%. \n \nSignature––––––––––––––––––– \nName of Supervisor––––––––––––––––––– \n(Loco Pilot’s complaints on reverse)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 489, + "text": "456 \n \nAnnexure - II \n \nJOINT BRAKE POWER TEST CERTIFICATE BY LOCO PILOT/MOTORMAN & GUARD \nBEFORE STARTING THE FIRST TRIP OF THE DAY \n \nCertified that the Brake power of the rake No –––––––Train No. ––––– Jointly checked on \ndate––––––––at––––––hours at –––––––– (place) and found––––––––––––%. \n \n \nSignature of Guard Signature of Loco Pilot/Motorman \n \nJOINT CHECKING OF PASSENGER ALARM SYSTEM BY THE GUARD & LOCO \nPILOT/MOTORMAN. \n \nCertified that alarm chain system in the coaches of rake No. –––––––checked and found \nworking properly in coach number––––––––. \n \nSignature of Guard Signature of Loco Pilot/Motorman \n \n \n*****", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 490, + "text": "457 \n \n((AASS NNoo..33,, ddaatteedd 1166..1100..0099 –– iitteemm NNoo..11)) (New page (1) to G&SR) \nAPPENDIX XVII \nSIDINGS \nWorking of trains into and out of Sidings \n \nWith economic and industrial progress, major rail users found it more \nconvenient to have railway sidings in their factory premises so as to have door to \ndoor service and avoid double handling from factory / production centres to Railway \ngoods sheds and vic e-versa. Railway sidings have, therefore, assumed greater \nimportance from Railways freight operations point of view. \n \nSidings are classified into following categories:- \n(i) Public sidings \n(ii) Assisted sidings \n(iii) Private sidings \n(iv) Departmental (Railway) sidings \n(v) Military Sidings \n \n(i) Public sidings: \nThese are owned and operated by the Railways and are available to rail users just \nlike goods-shed lines. \n \n(ii) Assisted sidings: \nThese are for the use of the owners of these sidings. The construction cost is jointly \nborne by the Railways and siding owners. \n \n(iii) Private sidings: \nThese are for use of the owners of the sidings. The entire cost of construction is \nborne by the siding owners. \n \n(iv) Departmental Sidings: \nThese are Railway sidings and used by the different departments of Railways. \n \n(v) Military Sidings \nThese are owned and entirely used by the Military authorities. \n \nThese sidings are served through block stations and they are called Serving \nStations. A take off line, from the running line or yard line of Serving Stati on, lead to \nthe premises of the siding authorities. The loading / unloading arrangements \nrequired according to the commodity are arranged by siding authorities. The Diesel / \nElectrical engine from the serving block station may place / remove the inward / \noutward rake directly into / from the siding.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 491, + "text": "458 \n \n(New page (2) to G&SR) \nAccording to the density of traffic to the sidings, the diesel / electrical engines move \nthe rakes as per the following systems:- \n \n(A) One Pilot Only System \n(B) Multiple Pilot System \n \nSr.DOM is authorized to prescribe either One Pilot Only System or Multiple Pilot \nSystem of working on the basis of the traffic to be dealt within the sidings duly \nproviding required communication. It shall be followed between serving station and \nsiding. Ac cordingly the instructions, pertaining to the prescribed system, shall be \nincorporated in the Station Working Rules of the serving station. \n \nCommon Instructions for both the systems \n \n Station Master of serving station advises the Siding Authorities regardin g \nplacement or clearance of rakes. \n Station Master must maintain “Pilot Movement Register” at station and record \nthe details of all pilot movements to and from siding in it. \n Guard of the train or in his absence any operating staff deputed for this \npurpose by the Station Master is in-charge of the Pilot. \n The Person in -charge of the Pilot is responsible for the safe working of the \nPilot and for the correct setting and securing of all points concerned to the line \nusing cotter & bolt / clamp and padlock while en tering / leaving the siding and \nduring shunting operations. \n The Person in-charge of the Pilot has to ensure that the Pilot train is standing \nwithin the fouling marks and adequately secured before detaching the engine. \n The Person in -charge of the Pilot is r esponsible for ensuring tightening the \nwagon couplings, securing the wagon doors, connecting the hosepipes and \nensuring that the vacuum / air pressure is maintained upto the last vehicle. \n The Person in -charge of the Pilot shall be responsible to ensure tha t no \nvehicle is left over on the line between the station yard and the siding yard. \n The Pilots can be worked during day and night and engine must always lead \nwhile working the Pilot train to and from the siding. \n Where there is no facility for working the P ilot trains with engine leading, \nSr.DOM is authorized to permit engine pushing in sidings duly prescribing the \nrequired precautions as follows:- \n(a) The Pilot in charge shall travel in the leading vehicle i.e. brake van of Pilot \ntrain. If it is without brake v an, he shall walk by the side of the track in rear of \nthe last vehicle of the train. \n(b) He shall keep a sharp lookout while passing through unmanned level \ncrossings, bridges and cuttings. \n(c) He shall continuously exhibit proceed hand signal to the Loco Pilot. \n(d) The absence of proceed hand signal may be due to an obstruction and the \nLoco Pilot shall stop the train at once.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 492, + "text": "459 \n \n(New page (3) to G&SR) \n(e) The Pilot in charge shall continuously warn the people on the way to make \nthem aware about the pushing of train and to stand clear of the track. \n(f) The Loco Pilot shall continuously whistle and keep a sharp look out, and be \nprepared to stop the train short of any obstruction. \n(g) The maximum speed shall not exceed 10 KMPH. \n \n(A) ONE PILOT ONLY SYSTEM: \n \nProcedure for dispatch of Pilots from Serving Station \n \no Before dispatching a Pilot into the siding, the Station Master ensures \nclearance of the section between the station and siding by referring to the \nPilot Movement Register. \n \no The Station Master shall advise the in -charge of the P ilot and the Loco Pilot \nabout the work to be done in the siding through a written memo. He shall \nhand over the load slip, last vehicle number and caution order stipulating the \nrestrictions if any, to observe both ways on the siding line. \n \no The Station Mas ter thereafter shall set the route for the dispatch of the Pilot, \nclear shunt signal where provided and also hand over a written authority to \nthe Loco Pilot in the format given below and obtain acknowledgement. \n \nAUTHORITY FOR THE PILOT TO PROCEED TO THE SIDING AND RETURN TO \nTHE STATION (ONE PILOT ONLY SYSTEM) \n \nTo Date: \nThe Loco Pilot of ……………………………….. Time: \nEngine No……………………………………….. \nLast Vehicle No…………………………………. \n \n You are hereby authorized to start the Pilot from ………. Station and proceed \nto ………………. siding. On completion of the work, you are authorized to return to \nthe station and stop at the earmarked place for admission. \n \nPrivate Number (in figures) ………………………(in words \n………………………………) \n \n Signature of the Station Master on \nduty \n Stamp: \n \n The Loco Pilot shall proceed to the siding duly observing the caution orders \nen-route and stop short of the top points / stop board / earmarked place at the \nsiding yard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 493, + "text": "460 \n \n(New page (4) to G&SR) \n On arrival of the Pilot inside the siding, the in -charge of the Pilot must ensure \nthat the Pilot train has arrived complete into the siding and the line between \nthe station and the siding is clear and free from any obstruction. \n \n All shunting operations inside the siding shall be carried out under the \nsupervision of th e Pilot in -charge, on clear hand signals and after ensuring \nthat points are correctly set and secured with cotter bolt / clamp and padlock \nin the facing direction. \n \n On completion of work and while returning from the siding, the Loco Pilot must \nobserve the speed restrictions notified. He shall stop short of shunt signals / \nthe top points / stop board / earmarked place on the siding line and give a \nlong whistle to attract the attention of the station staff. \n \n The Station Master, if he is in a position to admi t the pilot, shall set the route \nto the selected reception line and receive the pilot into the station yard by \ntaking off shunt signals or by pilot-in memo. \n \n On complete arrival of the Pilot train inside the fouling mark and after verifying \nthe Last Vehicl e number, the Pilot in -charge shall make an endorsement in \nthe Pilot Movement Register that the Pilot has arrived complete, and that the \nline between siding and serving station is clear and free from obstruction and \nsign in full with time and date. \n \n Before signing off duty, the Station Master shall record a declaration in the \n“Pilot Movement Register” and “Station Diary” in RED ink regarding the \nclearance of the section between siding and the serving station or the \npresence of Pilot if any, between the stat ion and the siding with all particulars \nincluding the name of the Pilot in-charge. \n \n This declaration shall be signed in full by the Station Master, signing off duty, \nwith date and time, below which, the Station Master taking over shall sign in \nacknowledgement. \n \n(B) Multiple Pilot System \n \n(1) Procedure for dispatch of Pilots from Serving Station to siding \n \nBefore dispatching a Pilot Train into the siding, the Station Master on duty \nshall ensure clearance of the section between the station and the siding by referring \nto the Pilot Movement Register.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 494, + "text": "461 \n \n(New page (5) to G&SR) \nThe Station Master shall adv ise the In -charge of the Pilot and the Loco Pilot about \nthe work to be done in the siding through a written memo. He shall hand over the \nload slip with all wagon particulars and last vehicle number, and caution order \nstipulating the restrictions if any, to be observed both ways on the siding line. \nThe Station Master thereafter shall set the route for the dispatch of the Pilot and also \nhand over a written authority to the Loco Pilot in the format given below and obtain \nacknowledgement. \nAUTHORITY FOR THE PILOT TO PROCEED TO THE SIDING \nTo Date: \nThe Loco Pilot of ……………………………….. Time: \nEngine No……………………………………….. \nLast Vehicle No…………………………………. \n \n You are hereby authorized to start the Pilot from ………. Station and proceed \nto ………………. siding. *The last Pilot that left this station has arrived into the siding \nat …..hrs / The last Pilot that left ……….siding has arrived into this station at \n…….Hrs. \n \nPrivate Number (in figures) ………………………(in words \n………………………………) \n \n You shall not leave the siding on completion of work unless authorized by \nthe in-charge of the Pilot in writing. \n \n Signature of the Station Master on \nduty \n(*strike out whichever is not applicable) Stamp: \nThe Loco Pilot shall proceed to the siding duly observing the prescribed speed \nrestrictions if any. \nThe Pilot shall stop short of the top poin ts / stop board / earmarked place at the \nsiding yard. \n \n(2) On arrival at siding \nOn arrival of the Pilot inside the siding, the Pilot in -charge shall assure the Station \nMaster duly supported by a Private Number that the pilot has arrived complete into \nthe siding and that the line between the station and the siding is clear and free from \nany obstruction through the following authorized means of communication between \nSiding and Serving Station in the order of priority given below:- \n \n(i) Station to Siding Fixed telephone \n(ii) Fixed telephone such as Railway auto phone and BSNL phone \n(iii) VHF set \n(iv) CUG phone \n \n \nThe Station Master shall record the time of arrival of the Pilot into the siding and the \nPrivate Number received from the Pilot in-charge in the Pilot Movement Register.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 495, + "text": "462 \n \n(New page (6) to G&SR) \nAll shunting operations inside the siding are carried out under the supervision of the \nPilot in-charge, on clear hand signals and after ensuring that points are correctly set \nand secured with cotter bolt / clamp and padlock in the facing direction. \n \n(3) Despatch of second and subsequent Pilots into the siding \nThe above procedure to be adopted for working a second and subsequent Pilots if \nany, after ensuring from the Pilot Movement Register that the line between the \nstation and the siding over which the Pilot has to move is free and clear of \nobstruction. \nBefore sending a subsequent Pilot, the SM shall advise the in -charge of the Pilot/s, \non communication available with him, that is already present in the siding the details \nof the other Pilot being sent. The in -charge of the Pilot/s after ensuring that his Pilot \nis standing within the fouling marks and it is safe for the other Pilot to enter the yard \nshall advise the Station Master to send the subsequent Pilot. \nOn arrival of the Pil ot inside the siding, Pilot in -charge shall assure the clearance of \nsection by Private Number. \n \n(4) Procedure for working a Pilot from siding to serving station \nOn completion of the work in the siding yard, the Pilot in -charge shall advise Station \nMaster the load particulars and the LV number of Pilot train to return to the station \nand seek his permission to start the Pilot train. \n \nThe Station Master shall give his permission supported by a Private Number, only \nafter ensuring that the line between the sidin g and the station is free of any other \nPilot moving to or from the siding from Pilot Movement Register. The Station Master \nshall record these particulars in the Pilot Movement Register. \n \nOn receiving the Station Master’s permission, the Pilot in -charge will ensure correct \nsetting and locking of points for the dispatch of the Pilot from the siding and shall \nhandover a written authority to the Loco Pilot in the format given below: \n \nAUTHORITY FOR THE PILOT TO PROCEED TO THE STATION \n \nTo Date: \nThe Loco Pilot of ……………………………….. Time: \nEngine No……………………………………….. \nLast Vehicle No…………………………………. \n \n You are hereby authorized to start the Pilot from ……… . Siding and \nproceed to …………serving station. \n \nPrivate Number (in figures) …………………………..(in words) \n………………………….. ) \n \n \n Signature of the Pilot in-charge", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 496, + "text": "463 \n \n(New page (7) to G&SR) \nOn receipt of this authority, the Loco Pilot shall proceed back to Station duly \nobserving the speed restrictions notified. On reaching the Station, Loco Pilot shall \nstop short of the top points / stop board / earmarked place on the siding line and give \na long whistle to attract the attention of the station staff. \nThe Station Master if he is in a position to admit the pilot shall set the route to the \nselected reception line and receive the pilot into the station yard by taking off shunt \nsignal or by pilot in memo. \nOn complete arrival of the Pilot insides the fouling mark and after verifying the Last \nVehicle number, the Pilot in -charge shall endorse in the Pilot Movement Register \nthat the pilot has arrived complete and that no vehicle is left on the line between \nStation and Siding and sign in full with time and date. \n \n(5) Failure of communication \n In the event of failure of means of communication with the siding, the Station Master \nmust not send another Pilot onto the line leading to the siding if a pilot is alre ady \noccupying the siding line. \nSimilarly, during the period when there is no means of communication, the in -charge \nof a Pilot must not allow his Pilot to move out of the siding till such time he is \nauthorized to do so by Station Master in writing. \n \nDuring the period of failure of means of communication, if the siding line is free of all \nPilots, the SM has to adopt “One Pilot Only System” till such time any one of the \nmeans of the communication is restored. \n \nThe SM must make all entries pertaining to the P ilots dealt under “One Pilot only \nSystem” in RED ink in the Pilot Movement Register. \n \n(6) Handing Over \nBefore signing off duty, the SM must record a declaration in the “Pilot Movement \nRegister” and the “Station Diary” in RED ink regarding the clearance of the section \nbetween siding and the serving station or the presence of Pilot if any, between the \nstation and the siding with all particulars including the name of the Pilot in-charge. \n \nThis declaration must be signed in full by the Station Master, signing o ff duty, with \ndate and time, below which, the Station Master taking over shall sign in \nacknowledgement. \n \n(C) Working of trains into sidings having operating in-charge/s \nAt the sidings provided with operating in -charge/s, the authorized means of \ncommunication, Pilot Movement register and PN exchange shall be maintained at an \nearmarked place. The operating incharge is responsible for granting and taking \npermission under exchange of private numbers for dispatching Pilots to and fro into \nsiding duly ensuring cl earance of section between Serving Station and Siding. And \nalso responsible for ensuring that the Pilots already in the siding are standing within \nthe fouling marks and it is safe for the other Pilot to enter the yard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__General Rules (South Central Railway G&SR PDF).pdf", + "document_name": "General Rules (South Central Railway G&SR PDF).pdf", + "document_path": "core_docs/General Rules (South Central Railway G&SR PDF).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to South Central Railway", + "is_static": true, + "effective_year": null, + "page_number": 497, + "text": "464 \n \n(New page (8) to G&SR) \n \nOther guidelines \n \n(i) Unmanned Level Crossings \nThe Pilot must stop short of unmanned level crossing on way to / fro the siding. The \nPilot should move across the level crossing only after ensuring that the gate is clear \nof road traffic. \n \n(ii) Manned Level Crossings \nThe rules in force must be followed. \n \n(iii) Engines owned by the Siding Authorities \nEngines privately owned by the siding authorities normally perform shunting in their \nyard. At such sidings, the Pilot in -charge should obtain a written memo from the \nsiding authorities in the following manner: \n \n“Railway Traffic Engine / Pilot is permitted to enter Siding. All shunting operations by \nthe siding engine/s is suspended” \n \nOnce this written authority is given to the pilot -in-charge, the siding authorities shall \nbe responsibl e to ensure that all shunting by the factory -owned engines is kept \nsuspended till the departure of the pilot from their siding yard. \n \nThe Pilot in -charge shall keep the written authority in his custody till the completion \nof shunting and shall handover thi s authority back to the siding authorities only while \nleaving the siding. \n \n(iv) Shunting \nIn case at siding, where Multiple Pilot System is in force, it is required to perform \nshunting beyond the top points / stop board / earmarked place at the siding yard, \nPilot in -charge shall take permission from Station Master supported by Private \nNumber. On completion of shunting, Pilot in -charge shall inform the Station Master \nabout the clearance of the section supported by Private Number. Station Master \nshall not give this permission if any train/pilot has left the Station to siding.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "NORTH WESTERN RAILWAY \n \n \n \n \n \n GENERAL RULES \n FOR \n \n INDIAN RAILWAYS \n \n \n WITH THE \n \n \n SUBSIDIARY RULES \n OF \n \n NORTH WESTERN RAILWAY \n \n \n \n 2006", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "GENERAL RULES \n \nFOR \n \nINDIAN RAILWAYS \n \nWITH THE \n \nSUBSIDIARY RULES \n \nOF \n \nNORTH WESTERN RAILWAY \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n2006", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "PREFACE \n \nNorth Western Railway came into existence on 1.10.2002 consisting of two divisions \nviz Jaipur and Ajmer of the erstwhile Western Railway and another two divisions viz Jodhpur \nand Bikaner of the erstwhile Northern Railway. Ever since the formation of the NWR, the \ntwo divisions each of erstwhile Western & Northern Railways have been following the \nG&SR of their old railways. This has been causing difficulties in actual operation and \nmovement of trains because the running staff of one division working trains do move to \nanother division in course of their duties. As such, the need for a separate G&SR for North \nWestern Railway was being felt right from the inception and accordingly this book has been \npublished. \n \n The General Rules contained in this book apply to all Indian Railways and the \nSubsidiary Rules apply to the North Western Railway and are to be read in conjunction with \nthe General Rules. Both the Rules are equally binding on the staff. \n \n While General Rules are printed in bold type and are serially numbered in each \nchapter, the Subsidiary Rules are printed in italics below the General Rules to which these \npertain and are prefixed with letters S.R. bearing reference to General Rules below which \nthese are appended. \n \n Every Railway employee is bound to obey the General and Subsidiary rules in force \nand make him thoroughly acquainted with these rules. Ignorance of Rules is not to be \naccepted as an excuse for non-compliance. \n \n All alterations and corrections to the Rules will be notified in the form of amendment \nslips. It is the duty of every Railway servant who has been supplied this book, to obtain the \ncopies of amendment slips from his superior and keep his copy up-to-date. Record of all \namendments should be kept in the register of amendment slips. \n \n No order contained in this book shall be varied, superseded or suspended, except \nunder the express authority of the Authorised officer, in writing. \n \n All orders, letters and instructions issued in this connection shall also be considered \narising out of official duties and shall be communicated only to such of the employees of the \nadministration to whom these concern. \n \n This book is the property of North Western Railway and shall be returned by the \nholder to the administration before leaving Railway service. \n \n (V.K.ROY) \nChief Operations Manager \nNorth Western Railway – Jaipur", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "GOVERNMENT OF INDIA \n \nMINISTRY OF RAILWAYS \n(Railway Board) \n \nNo. 69-RR/4 \n \nDated New Delhi, the 11th February, 1976 \n \nR E S O L U T I O N \n \nGeneral Rules for Indian Railways (Open Lines), 1976 administered by the Government, \nand for the time being used for the public carriage of passengers, animals or goods. \n \n The considerable advance made in the recent years in method of signaling and \ninterlocking, modes of traction and introduction of new types of equipment necessitated a \nrevision of the General Rules, which had been revised last in 1929, for working open line of \nRailway in India. The revision of these rules was also advocated by the Railway Accidents \nCommittee, 1962, and the Railway Accidents Inquiry Committee 1968, who desired that the \nrevision of the Rules should be consistent not only with the conditions obtaining at present but \nlikely to obtain in the foreseeable future, and emphasized the need for keeping the basic \ncomplexion or rules intact while at the same time providing for technological changes in recent \nyears. \n \n2. For this purpose a committee composed of officers selected from the Traffic and Signal \nDepartments was appointed by the Railway Board in 1968. The Committee submitted a set of \ndraft rules for consideration by the Board in February 1970. The Commission of Railway Safety, \nwhose comments were also invited, did not favour the adoption of these draft rules, which had \nproposed the abolition of certain existing fundamental concepts such as classification of stations, \nminimum equipment of signals for each class of station, etc. In the Annual Report for 1971-72, \nthe Commission stated that a wholesale revision and rearrangement of the rules which formed \nthe basis of train working and safety of operations for over 100 years and which were ingrained \nin the minds of thousands of railway staff, would not be desirable. Accordingly, the commission \nconveyed to the Railway Board its inability to agree to the adoption of the New General Rules as \ndrafted. \n \n3. In consideration of the strong views expressed by the Commission of Railway Safety and \nthe positive recommendations of the Railway Accidents Committee, 1962, and the Railway \nAccidents Inquiry Committee, 1968. Member Traffic, Railway Board, decided in September, \n1972, that the revision of the existing General Rules should be so under taken as to be in \nconsonance with the views and to cover such aspects only of the existing rules as require \nmodification in the light of technological changes or where certain existing rules have outlived \ntheir use. A fresh revision of the General Rules was accordingly taken up by the Safety \nDirectorate in consultation with other Directorates of the Railway Board. \n \n4. A provisional issue of the revised General Rules was circulated to the Railway \nAdministration; the research, designs and standards organization; the Commission of Railway", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "Safety; Railway Staff College, Vadodara; Indian Railway Institute of Signal Engineering and \nTelecommunications, Secundarabad; Indian Railway Institute of Advanced Track Technology, \nPune; Indian Railway Institute of Mechanical and Electrical Engineering, Jamalpur; etc., for \ncriticism and suggestions under Government of India, Ministry of Railways (Railway Board) \nletter No. 68-RR/2/Vol. V, dated 25-7-1974. \n \n5. The exhaustive views and comments received from the Railway Administrations, the \nCommission of Railway Safety, other Railway Institutions and the Ministry of Law, having been \nconsidered by Member Traffic, Railway Board, in consultation with the concerned Directorates, \na complete revised set of General Rules for Railways administered by the Government have now \nbeen framed, sanctioned and issued by the Central Government with Notification No. 69-RR/4 \nof this day’s date to be brought into use on such date as the Central Government may, by \nnotification in the Official Gazette, appoint. \n \n6. The Central Government desire that the said rules may be brought to the notice of the \nAdministrations of the several railways not administered by the Government and that the Heads \nof Railway Administrations of such railways may be invited to submit a formal application for \nthe adoption of the rules, with such modification (if any) as may be considered necessary in each \ncase. \n \nOrder: - Ordered that this resolution, with its enclosures, be published under a Notification \nin the Official Gazette as required by section 60 of the Railways Act. 1989 (24 of 1989) , and that \na copy thereof be kept open for inspection of railway stations as directed by sub-section (2) of \nthe same section, also that a copy of this Resolution and of its enclosures be communicated to \nthe Governments, Administrations and Officers, noted below, for information. \n \nB.M. KAUL \n \nMember Traffic, Railway Board, \nand Ex-officio Secretary to the Government of India \n \nDocuments accompanying:- \n \nGeneral Rules for Indian Railways (Open Lines), 1976 Administrative by the Government. \n \nSecretaries, Ministries of Communications; Defence; Home Affairs; Law, Justice and \nCompany Affairs; Petroleum; Shipping and Transport; and Tourism and Civil Aviation. \n \nThe Chief Secretaries to the Governments of Andhra Pradesh, Assam, Bihar, Gujarat, \nHaryana, Himachal Pradesh, Jammu & Kashmir, Karnataka, Kerala, Madhya Pradesh, \nMaharashtra, Manipur, Meghalaya, Nagalend, Orissa, Punjab, Rajasthan, Sikkim, Tamil Nadu, \nTripura, Uttar Pradesh and West Bengal. \n \nThe Chief Secretaries, Administrations of Andaman and Nicobar; Arunachal Pradesh; \nChandigarh; Dadra and Nagar Haveli; Delhi; Goa, Daman and Diu; Lakshadweep, Minicoy and \nAmindivi; Mizoram; and Pondicherry. \n \nAdditional Deputy Controller and Auditor General of India (Railways) and Ex-Officio \nDirector of Railway Audit.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "The Commissioner of Railway Safety. \n \nThe Additional Commissioner of Railway Safety, Central Eastern, Northern, North Eastern, \nSouthern, South Eastern, and Western Circle. \n \nThe General Managers, Central, Eastern, Northern, North Eastern, Northeast Frontier, \nSouthern, South Central, South Eastern and Western Railways. \n \nThe General Managers, Chittranjan Loco Motive Works, Diesel Loco Motive Works and \nIntegral Coach Factory. \n \nThe General Manager, Metropolitan Transport Project (Railways), Calcutta. \n \nThe Chief Administrative Officers, Metropolitan, Transport Project (Railways), Bombay, \nDelhi and Madras. \n \nThe Director General, Research, Designs and Standards Organisation, Luchnow. \n \nThe Principals, Indian Railways Institute of Advanced Track Technology, Pune; Indian \nRailways Institute of Mechanical and Electrical Engineering, Jamalpur; Indian Railways Institute \nof Signal Engineering and Telecommunications, Secunderabad; and Railway Staff College, \nVadodara. \n \nThe Chairman, Bombay Port Trust Railway, Calcutta Port Trust Railway, Kandla Port Trust \nRailway, Madras Port Trust Railway, and Vishakhapatnam Port Trust Railway. \n \nThe Managing Agents, Ahemadpur-Katwa Light Railway Company Limited, Bankura-\nDamodar River Railway Company Limited, Katakhal- Lal Bazar Railway Company Limited, and \nMartin Light Railways. \n \nThe General Managers, Bharat Railway, and Central Provinces Railways Company Limited. \n \nThe Secretary, Dehri-Rohtas Light Railway Company Limited. \n \nThe Chairman Railway Service Commissions, Allahabad, Bombay, Calcutta and Madras. \n \nThe Chairman, Railway Rates Tribunal. \n \nThe Secretary, Indian Railways Conference Association. \n \n The Director, National Archives of India. \n \nThe Librarians, Central Secretariat Library, National Library Calcutta, Parliament Library and \nRailway Board Library. \n \nThe Superintendent, Library and Research, Ministry of Law, Justice and Company Affairs.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "ARRANGEMENT OF RULES \n \nCHAPTER I \n \nRules PRELIMINARY Page No. \n \n1.01 Short title and commencement \n1.02 Definitions \n1.03 Classification of stations \n \nCHAPTER II \n \n RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n \n2.01 Supply of copies of rules \n2.02 Upkeep of the copy of rules \n2.03 Knowledge of rules \n2.04 Assistance in observance of rules \n2.05 Prevention of trespass, damage or loss \n2.06 Obedience to rules and orders \n2.07 Attendance for duty \n2.08 Absence from duty \n2.09 Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation \n2.10 Conduct of railway servants \n2.11 Duty for securing safety \n \nCHAPTER III \n \nSIGNALS \n \n A. General Provisions \n \n3.01 General use of signals \n3.02 Kinds of signals \n3.03 Use of night signals by day \n3.04 Placing of signals and signal arms; painting of signal arms \n \n B. Description of fixed Signals \n \n3.05 Use of fixed signals \n3.06 Description of Warner signals and their indications \n3.07 Description of Distant signals and their indications \n3.08 Description of stop signals and their indications \n3.09 Kinds of fixed stop signals for approaching trains \n3.10 Kinds of fixed stop signals for departing trains \n3.11 Intermediate Block Stop Signal \n3.12 Kinds of fixed stop signals in Automatic Block territories \n3.13 Calling-on signals \n3.14 Shunt signals \n3.15 Co-acting signals \n3.16 Repeating signals", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "3.17 Distinguishing markers and signs for signals \n3.18 Signals out of use \n3.19 Placing of stop signals at diverging junctions \n3.20 Placing of stop signals at converging junctions \n3.21 Signals on bracket post or signal bridge or gantry \n3.22 Placing of more than one signal on the same post \n3.23 Electric repeater \n3.24 Back-lights \n \n C. Equipment of Signals \n \n3.25 Obligation to provide fixed signals at stations \n3.26 Commissioning of fixed signals \n3.27 Minimum equipment of fixed signals at stations provided with manually operated \nmultiple-aspect signalling \n3.28 Minimum equipment of fixed signals at stations provided with modified lower quadrant \nsignalling \n3.29 Minimum equipment of fixed signals at other stations provided with two aspect signalling \n3.30 Additional fixed signals at stations generally \n3.31 Signals at class 'D' stations \n3.32 Provision of an Advanced Starter, Shunting Limit Board or Block Section Limit Board \n3.33 Exceptions to Rules 3.27, 3.28, 3.29 and 3.32 \n3.34 Fixed signals at level crossings \n3.35 Protection and working of points of outlying sidings \n \n D. Working of Signals and Points \n \n3.36 Fixed signals generally \n3.37 Normal aspect of signals \n3.38 Points affecting movement of train \n3.39 Locking of facing points \n3.40 Conditions for taking 'off' Home signal \n3.41 Conditions for taking 'off' Outer signal \n3.42 Conditions for taking 'off' Last Stop Signal or Intermediate Block Stop Signal \n3.43 Conditions for taking 'off' Warner signal \n3.44 Conditions for taking 'off’ gate stop signal \n3.45 Conditions for taking 'off' Calling-on signal \n3.46 Use of fixed signals for shunting \n3.47 Taking 'off' signals for more than one train at a time \n3.48 Stoppage of trains out of course at stations provided with two-aspect signalling \n3.49 Care and lighting of signal lamps \n3.50 Traps, slip sidings and catch sidings \n3.51 Points \n \n E. Hand Signals \n \n3.52 Exhibition of hand signals \n3.53 Stop hand signal \n3.54 Proceed hand signal \n3.55 Proceed with caution hand signal \n3.56 Hand signals for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "3.57 Banner flags \n3.58 Knowledge and possession of hand signals \n \n F. Detonating Signals \n \n3.59 Description of detonating signals \n3.60 Method of using detonators \n3.61 Placing of detonators in thick, foggy or tempestuous weather impairing visibility \n3.62 Placing of detonators in case of obstruction \n3.63 Replacement of detonators on the line \n3.64 Knowledge and possession of detonators \n \n G. Flare Signals \n \n3.65 Description of flare signals \n3.66 Use of flare signals \n3.67 Knowledge and possession of flare signals \n \n H. Defective fixed Signals and Points \n \n3.68 Duties of Station Master generally when a signal is defective \n3.69 Duties of Station Master when an approach stop signal is defective \n3.70 Duties of Station Master when a departure stop signal is defective \n3.71 Warner or Distant signals defective in the 'off' position \n3.72 Warner not to be used when a stop signal is defective \n3.73 Passing of a gate stop signal at 'on' \n3.74 Absence of a fixed signal or a signal without a light \n3.75 Passing of Intermediate Block Stop signal at 'on' \n3.76 Intimation to officials when defects remedied \n3.77 Defective or damaged points \n3.78 Duties of engine crew in respect of signals \n3.79 Duties of Driver in respect of a Calling-on signal \n3.80 Duties of Driver when an approach stop signal is 'on' or defective \n3.81 Duties of Driver when a departure stop signal is 'on' or defective \n3.82 Permission before entering on or crossing a running line \n3.83 Assistance of the engine crew regarding signals \n3.84 Duties of Drivers as to signals when two or more engines are attached to train \n3.85 Reporting of defects in signals \n \nCHAPTER IV \n \nWORKING OF TRAINS GENERALLY \n \nA. Timing and running of trains \n \n4.01 Standard time \n4.02 Adherence to advertised time \n4.03 Setting watch \n4.04 Time of attendance for train crew \n4.05 Proper running line \n4.06 Direction of running", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "4.07 Supply of Working Time Table and Schedule of Standard Dimensions. \n \n B. Speed of trains \n \n4.08 Limits of speed generally \n4.09 Caution Order \n4.10 Limits of speed over facing points \n4.11 Limits of speed while running through stations \n4.12 Engine Pushing \n4.13 Limits of speed with engine tender foremost \n \n C. Equipment of Trains and Train Crew \n \n4.14 Head Light, Marker Lights and Speedometers \n4.15 Tail and side lights \n4.16 Tail board or Tail lamp \n4.17 Responsibility of Station Master regarding Tail Board or Tail Lamp of passing trains \n4.18 Means of communication \n4.19 Guard's and Driver's equipment \n4.20 Manning of engine in motion \n4.21 Driving an electric train \n4.22 Riding on engine or tender \n4.23 Brake-vans \n4.24 Position of brake-van on train \n4.25 Guards \n4.26 Couplings \n \n D. Vehicles and Cranes \n \n4.27 Cranes \n4.28 Loading of vehicles \n4.29 Damaged or defective vehicles \n \n E. Precautions before starting train \n \n4.30 Driver and Guard to examine notices before starting \n4.31 Examination of train before starting \n4.32 Examination of train by Driver \n4.33 Examination of single and multiple units by Driver \n4.34 Duties of Guard when taking over charge of a train \n4.35 Starting of trains \n4.36 Guard to be in charge of train \n4.37 Subordination of Guards in station limits \n4.38 Fireman and Assistant Drivers to obey Drivers \n4.39 Driver to obey certain orders \n \n F. Duties of staff working trains during journey \n \n4.40 Driver and Fireman or Assistant Driver to keep a good look-out \n4.41 Driver and Fireman or Assistant Driver to look back \n4.42 Exchange of signals between Driver, Guard and station staff", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "4.43 Guard to keep a good look-out \n4.44 Trains held up at first stop signal \n4.45 Attracting attention of Driver \n4.46 Assistance from Guard's hand brake \n4.47 Application of Guard's hand brake \n4.48 Permission of Guard to detach engine from train \n4.49 Starting and stopping of train \n4.50 Sounding of engine whistle \n4.51 Bell signals between Driver and Guard \n4.52 Throwing out water, fire or cinders \n4.53 Hose or water crane \n4.54 Passengers \n \n G. Duties of staff on arrival \n \n4.55 Shutting off power \n4.56 Guard to see that train is stopped clear of fouling marks \n4.57 Detaching engine \n4.58 Driver to see that train is stopped clear of fouling marks \n4.59 Moving of train carrying passengers after it has been stopped at a station \n4.60 Guard not to leave train till handed over \n4.61 Driver not to leave engine when on duty \n \n H. Working of Material Trains \n \n4.62 Working of a material train in a block section \n4.63 Workers on material train \n4.64 Protection of material train when stabled \n4.65 Working of track maintenance machines \n \n I. Private Engines and Vehicles \n \n4.66 Private engines and vehicles \n \nCHAPTER V \nCONTROL AND WORKING OF STATIONS \n \n5.01 Responsibility of the Station Master for working \n5.02 Supply of copies of rules and distribution or exhibition of other documents \n5.03 Obedience to orders and keeping of books and returns \n5.04 Signal Cabins \n5.05 Report of neglect of duty \n5.06 Station Working Rules \n5.07 Forms \n5.08 Access to and operation of equipment \n5.09 Reception of a train on an obstructed line \n5.10 Reception of a train on a non-signalled line \n5.11 Departure of a train from a non-signalled line \n5.12 Departure of a train from a line provided with a common departure signal \n5.13 Control of shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "5.14 Responsibility for shunting \n5.15 Shunting at stations under Centralised Traffic Control \n5.16 Shunting during reception of trains \n5.17 Shunting near level crossing \n5.18 Drawing of a train to an advanced position at night or in thick, foggy or tempestuous \nweather impairing visibility \n5.19 Obstruction of running line \n5.20 Shunting on gradients \n5.21 Loose shunting \n5.22 Leaving vehicles in sidings outside station limits \n5.23 Securing of vehicles at stations \n \nCHAPTER VI \n \nACCIDENTS AND UNUSUAL OCCURRENCES \n \n6.01 Accident or obstruction \n6.02 Working in case of accident or failure of communications \n6.03 Protection of trains stopped between stations \n6.04 Trains unusually delayed \n6.05 Sending advice of accident or break down \n6.06 Train in a block section without authority to proceed \n6.07 Report of conditions likely to affect running of trains to Controller or Centralized Traffic \nControl Operator \n6.08 Train parting \n6.09 Portion of train left in a block section \n6.10 Fire \n6.11 Vehicles escaping from station \n \nCHAPTER VII \nSYSTEMS OF WORKING \n \n7.01 Systems of Working \n7.02 Applicability of General Rules referring to the working of Signals and Trains \n \nCHAPTER VIII \n \nTHE ABSOLUTE BLOCK SYSTEM \n \n A. Essentials \n \n8.01 Essentials of the Absolute Block System \n \n B. Conditions for granting line clear \n \n8.02 Conditions for granting Line Clear at a class ‘A’ station \n8.03 Conditions for granting Line Clear at a class ‘B’ Station \n8.04 Conditions for granting Line Clear at a class ‘C’ station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "C. Obstruction-Double Line \n \n8.05 Obstruction on double line at a block station when a train is approaching \n8.06 Obstruction on double line in the block section \n \n D. Obstruction - Single Line \n \n D.1 Class ‘A’ Stations \n \n8.07 Obstruction on single line at a class ‘A’ station when a train is approaching \n8.08 Obstructing the block section at a class ‘A’ station on single line \n \n D.2 Class ‘B’ Stations \n \n8.09 Obstruction in the face of an approaching train at a class ‘B’ station on single line \n8.10 Obstruction within station section at a class ‘B’ station on single line \n8.11 Obstruction outside station section at a class ‘B’ single line station equipped with two-\naspect signals \n8.12 Obstruction outside station section at a class ‘B’ single line station equipped with \nmanually operated multiple-aspect signals \n8.13 Obstruction outside the first stop signal at a class ‘B’ station on single line \n \n E. General Provisions \n \n8.14 Block Back or Block Forward \n8.15 Authority for shunting or obstruction in block section \n8.16 Illustrative diagrams \n \nCHAPTER IX \nTHE AUTOMATIC BLOCK SYSTEM \n \n A. Rules applicable to Double Line \n \n9.01 Essentials of the Automatic Block System on double line \n9.02 Duties of Driver and Guard when an automatic Stop signal on double line is to be passed \nat ‘on’ \n \n B. Rules applicable to Single Line \n \n9.03 Essentials of the Automatic Block System on single line \n9.04 Minimum equipment of fixed signals in Automatic Block territory on single line \n9.05 Additional fixed signals in Automatic Block territory on single line \n9.06 Conditions for taking ‘off’ Manual Stop Signals in Automatic Block territory on single \nline \n9.07 Duties of Driver and Guard when an Automatic Stop signal on single line is to be passed \nat ‘on’ \n9.08 Person in charge of working trains on Automatic Block System on single line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "C. Rules applicable to both Double and Single Lines \n \n9.09 Working of trains on Centralised Traffic Control territory \n9.10 Protection of a train stopped in an Automatic Block signalling section \n9.11 Driver to report failures \n9.12 Procedure during failure of Automatic signalling \n9.13 Movement of trains against the direction of traffic on the Automatic Block System \n9.14 Procedure when Semi-Automatic Stop Signal is ‘on’ \n9.15 Passing a gate stop signal at ‘on’ in Automatic signalling territory \n9.16 Illustrative diagrams \n \nCHAPTER X \n \nTHE FOLLOWING TRAINS SYSTEM \n \n10.01 Essentials of the Following Trains System \n10.02 Report to the Commissioner of Railway Safety \n10.03 Conditions to be observed in working trains on the Following Trains System \n10.04 Delivery of authority to proceed to Driver or Guard on the Following Trains System \n10.05 Authority to proceed on the Following Trains System \n10.06 Responsibility as to proper preparation of authority to proceed on the Following Trains \nSystem \n10.07 Obstruction in face of approaching train or trains on the Following Trains System \n10.08 Cessation of working on the Following Trains System \n10.09 Protection of Trains on the Following Trains System \n \nCHAPTER XI \n \nTHE PILOT GUARD SYSTEM \n \n11.01 Essentials of the Pilot Guard System \n11.02 Conditions to be observed for following trains on the Pilot Guard System \n11.03 Pilot Guard's dress or badge \n11.04 Pilot Guard to accompany train or give authority to proceed \n11.05 Pilot Guard's Tickets \n11.06 Protection of trains on the Pilot Guard System \n \nCHAPTER XII \n \nTHE TRAIN- STAFF AND TICKET SYSTEM \n \n12.01 Essentials of the Train-Staff and Ticket System. \n12.02 System where applicable \n12.03 Conditions to be observed for following trains on the Train-Staff and Ticket System \n12.04 Driver to have Train-Staff or Train-Staff Ticket. \n12.05 Train-Staff or Train-Staff Ticket: by whom to be delivered to Driver \n12.06 Train-Staff or Train-Staff Ticket: when to be delivered to Driver \n12.07 Train-Staff to be kept on engine \n12.08 Trains not to be started until Train-Staff returned \n12.09 Train-Staff or Train-Staff Ticket to be given up and Ticket to be cancelled on arrival of \ntrain", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "12.10 Procedure when engine is disabled on the Train-Staff and Ticket System \n12.11 Train-Staff Tickets: how kept \n12.12 Train-Staff: how kept \n12.13 Distinguishing marks on Train-Staff Tickets and boxes \n12.14 Form of Train-Staff Ticket \n12.15 Record of Train-Staff Tickets issued \n12.16 Obstruction outside the Home signal \n12.17 Protection of trains on the Train-Staff and Ticket System \n \nCHAPTER XIII \n \nTHE ONE TRAIN ONLY SYSTEM \n \n13.01 Use of the One Train Only System \n13.02 Essentials of the One Train Only System \n13.03 Authority to enter the section \n13.04 Procedure in case of accident or disablement on the One Train Only System \n \nCHAPTER XIV \n \nBLOCK WORKING \n \n A. General Provisions \n \n14.01 Means of granting or obtaining Line Clear \n14.02 Provision of instruments \n14.03 Consent required before interfering with block working equipment \n \nB. Block Stations at which Electrical Block Instruments, Track Circuits or \nAxle Counters are provided \n \n14.04 Certificate of competency \n14.05 Bell code \n14.06 Acknowledgement of signals \n14.07 Train Signal Register \n14.08 Authority to proceed \n14.09 Driver to examine authority to proceed \n14.10 Conditions for closing the block section \n14.11 Responsibility of Station Master as to authority to proceed \n14.12 Special responsibility as to electrical token instruments and to the token \n14.13 Failure of electrical block instruments or track circuits or axle counters \n14.14 Closing of Intermediate Block Post \n \n C. Block Stations at which Electrical Block Instruments are not provided \n \n14.15 Transmission of signals \n14.16 Train Signal Register \n14.17 Forms for messages and written authority to proceed \n14.18 Distinction of messages \n14.19 Writing and signing of messages and written authorities to proceed \n14.20 Completion of messages", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "14.21 Preservation of messages and written authorities to proceed \n14.22 Cancellation of Line Clear \n14.23 Driver to have authority to proceed \n14.24 Authority to proceed: when to be given to Driver \n \n D. Line Clear Tickets \n \n14.25 Line Clear Tickets \n \n E. Use and operation of Block Working Equipment \n \n14.26 Use and operation of Block Working Equipment \n \nCHAPTER XV \n \nPERMANENT WAY AND WORKS \n \n A. Railway servants employed on the Permanent Way or Works \n \n15.01 Condition of Permanent Way and Works \n15.02 Maintenance of line \n15.03 Keeping of material \n15.04 Inspection of Permanent Way and Works \n15.05 Patrolling of lines \n15.06 Work involving danger to trains or traffic \n15.07 Work in thick, foggy or tempestuous weather impairing visibility \n15.08 Precautions before commencing operations which would obstruct the line \n15.09 Showing of signals \n15.10 Assistance in protection of trains \n15.11 Gangmate in each gang \n15.12 Knowledge of signals and equipment of gang \n15.13 Inspection of gauges, signals, tools and implements \n15.14 Responsibility of Gangmate as to safety of line \n15.15 Blasting \n15.16 Putting in or removing points or crossings \n15.17 Duties of Gangmate and Gangman when apprehending danger \n \n B. The Working of Lorries, Trollies and Motor Trollies \n \n15.18 Distinction between trolley, lorry and Motor Trolley \n15.19 Red flag or light to be shown \n15.20 Equipment of trolley, lorry or Motor Trolley \n15.21 Efficient brakes \n15.22 Qualified person to be in charge of lorry or trolley when on the line \n15.23 Attachment to train prohibited \n15.24 Time of running \n15.25 Motor Trolley \n15.26 Protection of trolley on the line \n15.27 Protection of lorry on the line \n15.28 Lorries and trollies out of use", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "CHAPTER XVI \nLEVEL CROSSINGS \n16.01 Knowledge of signals \n16.02 Supply and care of equipment \n16.03 Road Traffic \n16.04 Gateman to observe passing trains \n16.05 Channel for flange of wheels \n16.06 Defects at level crossings \n16.07 Obstructions at level crossings \n16.08 Parting of a train \n16.09 Trespassing \n16.10 Transfer of charge of gate \n16.11 Height gauges \nCHAPTER XVII \nWORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n17.01 Applicability of General Rules \n17.02 Special definitions applicable to this Chapter \n17.03 Inspection of electrical way and works \n17.04 Permit-to-work on electrical equipment \n17.05 Warning to staff and public \n17.06 Alterations to track \n17.07 Tripping of circuit breakers of locomotives and electrical multiple units at neutral \nsections \n17.08 Tower wagon \n17.09 Additional rules for electrified sections \n \nCHAPTER XVIII \nMISCELLANEOUS \n \n18.01 Repeal and Saving \nAPPENDIX \nA Caution Order \nB Reception and despatch of trains at Non-Interlocked Stations \nC Instructions for the supply and use of Detonating (Fog Signals) at stations to indicate to \nthe Drivers of approaching trains, the location of a signal \nD Ghat Rules \nE Traction Rules for working of EMU trains \nF Rules for working (DMU) Diesel Multiple Unit trains \nG Rules for working Push Pull trains \nH Working instructions for Manned Level Crossing Gates", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "1 PRELIMINARY \n________________________________________________________________________________________________________________ \n \nCHAPTER I \n \nPRELIMINARY \n \n1.01. SHORT TITLE AND COMMENCEMENT. - \n(1) These rules may be called the Indian Railways (Open Lines) General Amendment \nRules, 2020. \n(2) They shall come into force on the date of their publication in the Official Gazette. \n(Ref: GSR-168(E) under Gazette notification no. 144 dated 13.03.20) \n1.02. DEFINITIONS.- In these rules, unless the context otherwise requires, - \n \n(1) “Act” means the Indian Railways Act, 1989 (24 of 1989); \n(2) “Adequate Distance” means the distance sufficient to ensure safety; \n(3) “Approach Lighting” means an arrangement in which the lighting of signals is \ncontrolled automatically by the approach of a train; \n(4) “Approved Special Instructions” means special instructions approved of or \nprescribed by the Commissioner of Railway Safety; \n(5) “Authorized Officer” means the person who is duly empowered by general or \nspecial order of the Railway Administration, either by name or by virtue of his \noffice, to issue instructions or to do any other thing; \nSR 1.02.(5) The Principal Chief Operations Manager is the Authorised Officer by virtue of \nhis office and is empowered to issue, amend, alter or delete Subsidiary Rules. \n(6) “Authority To Proceed” means the authority given to the Loco Pilot of a train, \nunder the system of working, to enter the block section with his train; \n(7) “Axle Counter” means an electrical device which, when provided at two given \npoints on the track, proves by counting axles in and counting axles out, whether \nthe section of the track between the said two points is clear or occupied; \n(8) “Block Back” means to despatch a message from a block station intimating to the \nblock station immediately in rear on a double line, or to the next block station on \neither side on a single line, that the block section is obstructed or is to be \nobstructed; \n(9) “Block Forward” means to despatch a message from a block station on a double \nline intimating to the block station immediately in advance the fact that the block \nsection in advance is obstructed or is to be obstructed;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "2 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n(10) “Block Section” means that portion of the running line between two block stations \non to which no running train may enter until Line Clear has been received from \nthe block station at the other end of the block section; \n(11) “Centralised Traffic Control” means a system by which the working of the trains \nover a route, to which the system applies, is governed by fixed signals remotely \ncontrolled from a designated place; \n(12) “Centralised Traffic Control Operator” means the person on duty who may for \nthe time being be responsible for the working of trains on the Centralised Traffic \nControl; \n(13) “Commissioner of Railway Safety” means a Commissioner of Railway Safety \nappointed to exercise any functions under the Act, and includes Chief \nCommissioner of Railway Safety; \n(14) “Competent Railway Servant” means a railway servant duly qualified to \nundertake and perform the duties entrusted to him; \n(15) “Connections” when used with reference to a running line, means the points and \ncrossings or other appliances used to connect such line with other lines or to cross \nit; \n(16) “Controller” means a railway servant on duty who may for the time being be \nresponsible for regulating the working of traffic on a section of a railway provided \nwith the system of speech communication; \n(17) “Day” means from sunrise to sunset; \n(18) “Direction of Traffic” means- \n(a) on a double line, the direction for which the line is signalled; \n(b) on a single line, the direction for the time being established, under the system \nof working, to allow trains to move in that direction; \n(19) “Loco Pilot” means the engine driver or any other competent railway servant for \nthe time being in charge of driving a train; \n(20) “Electrical Communication Instrument” means either a telephone or a Morse \ntelegraph instrument; \n(21) “Facing and Trailing Points” points are facing or trailing in accordance with the \ndirection a train or vehicle moves over them. Points are said to be facing points \nwhen by their operation a train approaching them can be directly diverted from \nthe line upon which it is running; \n(22) “Fixed Signal” means a signal of fixed location indicating a condition affecting the \nmovement of a train and includes a semaphore arm or disc or fixed light for use by \nday and fixed light for use by night; \n(23) “Fouling Mark” means the mark at which the infringement of fixed Standard \nDimensions occurs, where two lines cross or join one another;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "3 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n(24) “Gangman” means a railway servant employed on permanent way or work \nconnected therewith; \n(25) “Gangmate” means the person in charge of a gang of workmen employed on \npermanent way or work connected therewith; \n(26) “Gateman” means a competent railway servant posted at a level crossing for \nworking the gates; \n(27) “Goods Train” means a train (other than a material train) intended solely or \nmainly for the carriage of animals or goods; \n(28) “Guard” means the railway servant in charge of a train and includes a Brakesman \nor any other railway servant who may for the time being be performing the duties \nof a Guard; \n(29) “Inspector of Way or Works” means any Inspector or Assistant Inspector \nresponsible for the construction or maintenance of permanent way, points and \nsignals, bridges or other works connected therewith; \nSR.1.02.(29) The Inspector of Way or Works are designated as Senior Section \nEngineer/Section Engineer (P.WAY) or (Works) \n(30) “Interlocking” means an arrangement of signals, points and other appliances, \noperated from a panel or lever frame, so interconnected by mechanical locking or \nelectrical locking or both that their operation must take place in proper sequence \nto ensure safety; \n(31) “Intermediate Block Post” means a class ‘C’ station on a single line or double line \nor multiple line remotely controlled from the block station in rear; \n(32) “Intermediate Block Signalling” means an arrangement of signalling on single line \nor double line or multiple line in which a long block section is split into two \nportions each constituting a separate block section by providing an Intermediate \nBlock Post; \n (Ref: ED (Safety)-II, Railway Board’s letter no. 2017/Safety (A&R)/19/12 dated \n20.12.2018) \n(33) “Isolation” means an arrangement, secured by the setting of points or other \napproved means, to protect the line so isolated from the danger of obstruction \nfrom other connected line or lines; \n(34) “Last Stop Signal” means the fixed Stop signal of a station controlling the entry of \ntrains into the next block section; \n(35) “Level Crossing” means the intersection of road with railway track at the same \nlevel; \n(36) “Level Crossing Gate” means any form of moveable barrier, including a chain, \ncapable of being closed across the road at the level crossing, but does not include a \nwicket or a turnstile for the use of pedestrians; \n(37) “Line Clear” means the permission given from a block station to a block station in \nrear for a train to leave the latter and approach the former; or the permission \nobtained by a block station from a block station in advance for a train to leave the \nformer and proceed towards the latter;.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "4 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n(38) “Main Line” means the line ordinarily used for running trains through and \nbetween stations; \n(39) “Material Train” means a departmental train intended solely or mainly for \ncarriage of railway material when picked up or put down or for execution of \nworks, either between stations or within station limits; \n(40) “Mixed Train” means a train intended for the carriage of passengers and goods, or \nof passengers, animals and goods; \n(41) “Multiple-Aspect Signalling” means a signalling arrangement in which signals \ndisplay at any one time any one of the three or more aspects and in which the \naspect of every signal is pre-warned by the aspect of the previous signal or signals; \n(42) “Night” means from sunset to sunrise; \n(43) “Obstruction” and its cognate expressions includes a train, vehicle or obstacle on \nor fouling a line, or a Stop signal at ‘ON’, or any condition which is dangerous to \ntrains; \n(44) “Overhead Equipment” means the electrical conductors over the tracks together \nwith their associated fittings, insulators and other attachments, by means of which \nthey are suspended and registered in position for the purpose of electric traction; \n(45) “Passenger Train” means a train intended solely or mainly for the carriage of \npassengers and other coaching traffic, and includes a troop train; \n(46) “Point and Trap Indicators” are not signals, but are appliances fitted to and \nworking with points to indicate by day or by night the position in which the points \nare set; \n(47) “Running Line” means the line governed by one or more signals and includes \nconnections, if any, used by a train when entering or leaving a station or when \npassing through a station or between stations; \n(48) “Running Train” means a train which has started under an authority to proceed \nand has not completed its journey; \n(49) “Shunting” means the movement of a vehicle or vehicles with or without an engine \nor of any engine or any other self-propelled vehicle, for the purpose of attaching, \ndetaching or transfer or for any other purpose; \n(50) “Special Instructions” means instructions issued from time to time by the \nauthorised officer in respect to particular cases or special circumstances; \nSR 1.02.(50) Authority to issue Working Rules and Instructions. \n(a) The Chief Operations Manager is authorized to issue Working rules and instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "5 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n(b) Power to issue working rules and instructions is also delegated personally to \nSr. Divisional Operations Manager/Divisional Operations Manager within their \nDivisions and may be re-delegated by them to their Divisional Safety Officers on his \nbehalf personally. No other Officers has authority to issue Working Rules except \nwhen necessary in an emergency and then only in the name of Sr. Divisional \nOperations Manager/ Divisional Operations Manager or Divisional Safety Officer. \n(c) All Working Rules and instructions must be in conformity with the General and \nSubsidiary rules and are equally binding on the staff. \n(d) Working Rules of stations must be sent to the Commissioner of Railway Safety for \napproval before they are brought into use if they involve any matter in which the \nGeneral Rules require the issue of Approved Special Instructions. \n(51) “Station” means any place on a line of railway at which traffic is dealt with, or at \nwhich an authority to proceed is given under the system of working; \n(52) “Station Limits” means the portion of a railway which is under the control of a \nStation Master and is situated between the outermost signals of the station or as \nmay be specified by special instructions; \nSR 1.02.(52) On the double line/Multiple line section, the ‘station limits’ shall be between the \noutermost signals on each line separately. \n(53) “Station Master” means the person on duty who is for the time being responsible \nfor the working of the traffic within station limits, and includes any person who is \nfor the time being in independent charge of the working of any signals and \nresponsible for the working of trains under the system of working in force; \nSR 1.02.(53) Train Despatcher – At certain large stations two Assistant Station Masters are \non duty at a Time. The Assistant station Master entrusted with line clear working and the \ncontrol of Signals for the reception and dispatch of trains, in addition to any other duties that \nmay be allotted to him, is designated ‘Train Despatcher’. At stations at which Train \nDespatcher is provided, the working rules must clearly specify their duties and \nresponsibilities in respect of reception and despatch of trains. \n(54) “Station Section” means that section of station limits- \n(1) at a class ‘B’ station provided with two-aspect signals, which is included - \n(a) on a double line, between the Home signal and the Last Stop signal of \nthe station in either direction ; or \n(b) on a single line- \n(i) between the Shunting Limit Boards or Advanced Starters (if any), \nor \n(ii) between the Home signals, if there are no Shunting Limit Boards \nor Advanced Starters, or \n(iii) between the outermost facing points, if there are no Home signals \nor Shunting Limit Boards or Advanced Starters ;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "6 PRELIMINARY \n________________________________________________________________________________________________________________ \n(2) at a class ‘B’ station, provided with manually operated multiple- aspect or \nmodified lower quadrant signals, which is included- \n(a) on a double line - \n(i) between the outermost facing points and the Last Stop signal of the \nstation in either direction, or \n(ii) between the Block Section Limit Board, where provided, and the \nlast Stop signal of the station in either direction; or \n(b) on a single line – \n(i) between the Shunting Limit Boards or Advanced Starters (if any), \nor \n(ii) between the outermost facing points, if there are no Shunting \nLimit Boards or Advanced Starters; \n(55) “Subsidiary Rule” means a special instruction which is subservient to the General \nRule to which it relates and shall not be at variance with any General Rule; \nSR 1.02.(55)(1) General Rules and Subsidiary Rules- The General Rules apply to all \nRailways. The Subsidiary rules prefixed SR and apply only to North Western Railway. \nSR 1.02.(55)(2) Revision of Rules- The General Rules are issued and are liable to revision by \nthe Government of India (Railway Board) and Subsidiary Rules by the General Manager. \nAuthority to issue SRs is vested with the Chief Operations Manager alone. It is not delegated \nto any other officer. Revisions will be notified by amendment slips. \n(56) “System of Working” means the system adopted for the time being for the working \nof trains on any portion of a railway; \n(57) “Track Circuit” means an electrical circuit provided to detect the presence of a \nvehicle on a portion of track, the rails of the track forming part of the circuit; \n(58) “Train” means an engine with or without vehicles attached, or any self-propelled \nvehicle with or without a trailer, which cannot be readily lifted off the track; \nSR 1.02.(58) Definition of Engines- The following terms are used to designate engines \naccording to the work on which they are employed: \n (a) A train engine is an engine which hauls a running train beyond station limits; \n (b) An advance pilot is an engine which runs in advance of a train as a Safety \nPrecaution; \n (c) An assisting engine is an extra engine attached to a train which is too heavy to \nbe hauled by train engine alone; \n (d) A banking engine is an assisting engine used to help a train up-to a heavy \ngrade, it usually pushes the train; \n (e) A relief engine is an engine sent out in the place of another engine which has \nbroken down, has been damaged or has been derailed, or to bring in vehicle \nwhich through some accidents have been left out side station limits;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "7 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n (f) An attached engine is an engine other than a train, assisting, banking or relief \nengine, attached to train running out side station limits; \n (g) A light engine is an engine running out side station limits without vehicles \nattached; \n (h) A shunting engine or pilot is an engine specially provided for shunting trains or \nvehicles. \n(59) “Train Examiner” means a railway servant duly qualified to examine trains and \ncertify their fitness for safe running and includes any other railway servant who \nmay for the time being be performing the duties of a Train Examiner; \n(60) “Two-Aspect Signalling” means a signalling arrangement in which each signal \ndisplays at any one time either of the two aspects. \n \n1.03. CLASSIFICATION OF STATIONS. - \n \n(1) Stations shall, for the purpose of these rules, be divided into two categories - block \nstations and non-block stations. \n(2) Block stations are those at which the Driver must obtain an authority to proceed \nunder the system of working to enter the block section with his train; and under \nthe Absolute Block System consist of three classes- \nClass ‘A’ stations - where Line Clear may not be given for a train unless the line \non which it is intended to receive the train is clear for at least 400 metres beyond \nthe Home Signal, or upto the Starter; \nClass ‘B’ stations - where Line Clear may be given for a train before the line has \nbeen cleared for the reception of the train within the station section; and \nClass ‘C’ stations - block huts, where Line Clear may not be given for a train, \nunless the whole of the last preceding train has passed complete at least 400 metres \nbeyond the Home signal, and is continuing its journey. This shall also include an \nIntermediate Block Post. \n(3) Non-block stations or Class ‘D’ stations are stopping places which are situated \nbetween two consecutive block stations, and do not form the boundary of any \nblock section. \n \nSR 1.03.(1) Class ‘D’ stations are of two types: \n \n(a) Those at which there is a siding called key siding, known as ‘D.K.’ stations; and \n(b) Those at which there is no siding called flag stations. \n \nSR 1.03.(2) Special Class stations-Definition of any station which is not worked under A, B, \nC or D class conditions is termed as special class station. \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "8 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \n \nCHAPTER II \n \nRULES APPLYING TO RAILWAY SERVANTS GENERALLY \n \n2.01 . SUPPLY OF COPIES OF RULES. - The Railway Administration shall supply - \n(a) a copy of these Rules – \n \n(i) to each station, \n \n(ii) to each locomotive running shed, and \n \n(iii) to such other offices as it may prescribe, \n \n(b) to each railway servant on whom any definite responsibility is placed by the \nsaid rules, a copy of the rules, or of such portions thereof as relate to his \nduties, and \n(c) to any railway servant a copy of these rules or translation of the said rules \nor of such portions thereof as relate to his duties, as may be prescribed by \nspecial instructions. \n \n2.02. UPKEEP OF THE COPY OF RULES. - Each railway servant, who has been \nsupplied with a copy of these rules, as prescribed under rule 2.01 shall - \n(a) keep it posted with all corrections, \n(b) produce the same on demand by any of his superiors, \n(c) obtain a new copy from his superior in case his copy is lost or defaced, and \n(d) ensure that the staff working under him are supplied with all corrections \nand that they also comply with the provisions of this rule.” \n2.03. KNOWLEDGE OF RULES. - Every railway servant shall - \n(a) be conversant with the rules relating to his duties whether supplied or not \nwith a copy or translation of the rules relating to his duties and the Railway \nAdministration shall ensure that he does so, \n(b) pass the prescribed examinations, if any, \n(c) satisfy himself that the staff working under him have complied with clauses \n(a) and (b), and \n(d) if necessary, explain to the staff working under him, the rules so far as these \napply to them. \n \nS . R . 2 . 0 3 . A ll G ua rd s an d D r i ve r s / F i r e m e n - I/ Di e s e l As s i s t a n t/ A s s i s t a n t \nD r i v e r s w h o a r e r e q u i r e d t o w o r k o n A u t o m a t i c S i g n a l l i n g S e c t i o n \ns h a l l b e i m p a r t e d o n e d a y ’ s i n t e n s i v e c o u r s e o n c e i n", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "9 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \nevery six months about the rules pertaining to the Automatic Signalling System and their \nCompetency Certificates issued/renewed in token of their knowledge and proficiency in these \nrules. \n \n These competency certificates should be signed by a Transportation Inspector or \nLoco Inspector. \n A record of such Competency Certificates issued shall be maintained by officer \nincharge / Sr. subordinate incharge of Operating, Mechanical & Electrical Departments \nwhere the respective staff is working. \n No Guard, Driver/ Fireman-I/Diesel Assistant/ Assistant Driver shall be put on duty \non such sections unless he possesses such a certificate. \n \n2.04. ASSISTANCE IN OBSERVANCE OF RULES. - Every railway servant shall \nrender assistance in carrying out these rules and report promptly any breach \nthereof, which may come to his notice, to his superior officer and other authority \nconcerned. \n \n2.05. PREVENTION OF TRESPASS, DAMAGE OR LOSS. - \n(1) Every railway servant is responsible for the security and protection of the \nproperty of the Railway Administration under his charge. \n(2) Every railway servant shall endeavour to prevent - \n(a) trespass on railway premises, \n(b) theft, damage or loss of railway property, \n(c) injury to himself and others, and \n(d) fire in railway premises. \n \n2.06. OBEDIENCE TO RULES AND ORDERS. - Every railway servant shall \npromptly observe and obey - \n(a) all rules and special instructions, and \n(b) all lawful orders given by his superiors. \n \n2.07. ATTENDANCE FOR DUTY. - Every railway servant shall be in attendance for \nduty at such times and places and for such periods as may be fixed in this behalf \nby the Railway Administration and shall also attend at any other time and place \nat which his services may be required. \n \n2.08. ABSENCE FROM DUTY. - \n(1) No railway servant shall, without the permission of his superior, absent \nhimself from duty or alter his appointed hours of attendance or exchange \nduty with any other railway servant or leave his charge of duty unless \nproperly relieved. \n(2) If any railway servant while on duty desires to absent himself from duty on \nthe ground of illness, he shall immediately report the matter to his superior \nand shall not leave his duty until a competent railway servant has been \nplaced in charge thereof.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "10 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \n \nS.R. 2.08(a). A railway servant who absents himself from duty or leaves his station without \npermission, shall be treated as being absent from duty and renders himself \nliable to disciplinary action including dismissal. \n \n(b) A railway servant, who overstays leave without previously having obtained \npermission, shall render himself liable to disciplinary action including \ndismissal. \n2.09 . TAKING ALCOHOLIC DRINK, SEDATIVE, NARCOTIC, STIMULANT \nDRUG OR PREPARATION. - \n(1) While on duty, no railway servant shall, whether he is directly connected \nwith the working of trains or not, be in a state of intoxication or in a state in \nwhich, by reason of is having taken or used any alcoholic drink, sedative, \nnarcotic or stimulant drug or preparation, his capacity to perform his \nduties is impaired. \n(2) No railway servant, directly connected with the working of trains, shall take \nor use any alcoholic drink, sedative, narcotic or stimulant drug or \npreparation within eight hours before the commencement of his duty or \ntake or use any such drink, drug or preparation when on duty. \n \nSR 2.09. Railway Servant found intoxicated. \n(i) Railway servant found in a state of intoxication on Railway premises whether on or off \nduty will be liable to summary dismissal. \n(ii) When any Railway servant is found intoxicated on the Railway premises or suspected to \nbe in a state of intoxication, the evidence of two independent witness and if possible, a \nmedical report regarding his condition should be obtained. Arrangement for his relief \nshould be immediately made and matter reported to the proper authority. \n \n2.10. CONDUCT OF RAILWAY SERVANTS. - A railway servant shall - \n(a) wear the badge and uniform, if prescribed, and be neat and tidy in his \nappearance while on duty, \n(b) be prompt, civil and courteous, \n(c) not solicit or accept illegal gratification, \n(d) give all reasonable assistance and be careful to give correct information to \nthe public, and \n(e) when asked, give his name and designation without hesitation. \n \n2.11. DUTY FOR SECURING SAFETY. - \n(1) Every railway servant shall - \n(a) see that every exertion is made for ensuring the safety of the public, \n(b) promptly report to his superior any occurrence affecting the safe or \nproper working of the railway which may come to his notice, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "11 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \n \n(c) render on demand all possible assistance in the case of an accident or \nobstruction. \n(2) Every railway servant who observes - \n(a) that any signal is defective, \n(b) any obstruction, failure or threatened failure of any part of the way or \nworks, \n(c) anything wrong with a train, or \n(d) any unusual circumstances likely to interfere with the safe running of \ntrains, or the safety of the public, shall take immediate steps, such as \nthe circumstances of the case may demand, to prevent accident; and \nwhere necessary, advise the nearest Station Master by the quickest \npossible means ; \nProvided that in the case of a train having parted, he shall not show a \nStop hand signal but shall endeavour to attract the attention of the \nDriver or Guard by shouting, gesticulating or other means. \n \nS.R. 2.11 Precautions to be taken for working of trains during storm, strong wind and severe \nsand storms – \n(i) When the warning message forecasting cyclone, storm or strong wind \nhas been received from the Meteorological Department and/or there is a \nreasonable doubt that severe storm is going to break out endangering \nthe safety of passengers, trains, etc., the Station Master shall, in \nconsultation with the Guard and the Driver of the train, detain the train \nand also refuse to grant line clear to a train coming to his station until \nstorm abates and he considers movements of trains safe. \n(ii) Should a train be caught on the run in a cyclone, storm or strong wind of \nan intensity which, in the opinion of the Driver, is likely to endanger the \nsafety of the train he shall immediately control the speed of his train and \nbring it to a stop at the first convenient place taking care as far as \npossible to avoid stoppage of the train at places like sharp curves, high \nembankments and bridges (including approaches thereof). In controlling \nthe speed and bringing the train to a halt, the Driver shall stop his train \ncarefully and without a jerk. He shall restart the train in consultation \nwith the Guard only after the cyclone, storm or strong wind abates and it \nis considered safe to proceed. \n(iii) The Guard and the Driver of the train in co-operation with the railway \nstaff travelling in the train shall try to see that doors and windows of the \ncoaches are kept open by the passengers to allow free passage of the \nwind through the coaches.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "12 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \n \n(iv) In case of severe sand storms, for prolonged duration, where \naccumulation of sand on the edge of the rail is likely to reach the rail \nheight track patrolling be started by the Civil Engineering Department. \nThe driver of a train on noticing such accumulation of sand shall \nproceed at such restricted speed so as to be able to monitor the location \nof sand accumulation adjacent to rail. He shall advise the next station if \nany unsafe situation is observed. \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "13 SIGNALS \n________________________________________________________________________________________________________________ \n \nCHAPTER III \nSIGNALS \nA. GENERAL PROVISIONS \n \n3.01. GENERAL USE OF SIGNALS .- The signals prescribed in these rules shall be \nused for controlling the movement of trains in all cases in which exceptions are not \nallowed by approved special instructions. \n \n3.02. KINDS OF SIGNALS. - The signals to be used for controlling the movement of \ntrains shall be - \n \n(a) fixed signals, \n(b) hand signals, \n(c) detonating signals, and \n(d) flare signals. \n \n3.03. USE OF NIGHT SIGNALS BY DAY. - The signals prescribed in these rules \nfor use by night shall also be used by day in tunnels and in thick, foggy or \ntempestuous weather impairing visibility. \n \n3.04. PLACING OF SIGNALS AND SIGNAL ARMS; PAINTING OF SIGNAL \nARMS.- \n(1) Fixed signals shall be clearly visible to the Drivers of trains approaching them and \nshall be placed immediately to the left of or above the line to which they refer unless \notherwise authorised by special instructions. \n \n (2) In the case of semaphore signals, signal arms shall be placed on left hand side of \nthe post as seen by the Driver of any approaching train to which they refer. \n \n(3) (a) Except as provided for in clauses (b) and (c), signal arms shall be painted the \nsame colour as the light exhibited in the ‘On’ position with a white bar on the side \nfacing trains to which they refer and white with a black bar on the other side. Such \nbars shall be parallel with the end of the arms. \n(b) In the case of a yellow arm, a black bar shall take the place of the white bar on \nthe side facing trains. \n(c) Calling-on arms shall be painted white with a red bar on the side facing trains to \nwhich they refer, and white with a black bar on the other side. \n \nS.R. 3.04. All signals on a section, in both directions, must be inspected jointly by Sectional \nEngineer (Signal), Transportation Inspector and Loco Inspector both by day and by night at \nleast every quarter, to see whether the signals or their repeaters are clearly visible from the \nadequate distance. A joint report shall be made to the Divisional Railway Manager on the \nresult of such inspection.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "14 SIGNALS \n________________________________________________________________________________________________________________ \n \n \nB. DESCRIPTION OF FIXED SIGNALS \n \n3.05. USE OF FIXED SIGNALS.- \n \n (1) Except under approved special instructions, all railways shall be equipped \nwith fixed signals as prescribed in these rules. \n \n (2) The aspects of a semaphore signal shall be displayed by the position of the \narm by day and by a light or lights by night. \n \n Note : In the illustrations given in this Chapter, which are not drawn to scale, the day \naspects of the semaphore signal is shown by the position of the arm and the night \naspects is shown by the light or lights to the right of the signal concerned. \n \n (3) The aspects of a colour light and position light signal both by day and by \nnight shall be the same and shall be displayed by fixed light or lights. \n \n (4) The arm of a semaphore signal shall work in - \n(a) the lower quadrant in two-aspect signalling, and \n(b) the upper quadrant in manually operated multiple-aspect signalling. \n \n (5) The ‘Off’ position of a semaphore signal shall be displayed by day by the \ninclined position of the arm from 45 degree to 60 degree below the horizontal in case of \ntwo-aspect lower quadrant signals, and 45 degrees or 90 degrees above the horizontal \nin case of multiple-aspect upper quadrant signals. \n \n3.06. DESCRIPTION OF WARNER SIGNALS AND THEIR INDICATIONS.- \n \n (1) A semaphore Warner signal has a fish-tailed arm. \n \n(2) A Warner signal is intended to warn a Driver- \n (a) of the condition of the block section ahead, or \n (b) that he is approaching a Stop signal. \n \n (3) A Warner signal may be placed either - \n(a) on a post by itself with a fixed green light 1.5 to 2 metres above it by \n night, or \n(b) on the same post below the first Stop signal or the last stop signal. \n \n (4) When placed in accordance with clause (b) of sub-rule (3), the variable light \nof the Stop signal shall take the place of the fixed green light of the Warner signal and \nthe mechanical arrangement shall be such that the Warner signal cannot be taken ‘Off’ \nwhile the Stop signal above it is ‘On’. \n \n (5) The aspects and indications of a semaphore Warner signal are shown below:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "15 SIGNALS \n________________________________________________________________________________________________________________ \n \n(a) Semaphore Warner signal in Two-Aspect Signalling Territory - on a post by itself. \n \n ‘On’ Position ‘Off’ position \n \n \n \n \n Aspect: \n \n Proceed with caution Proceed \n \n \n Indication: \n \n Proceed with caution and Proceed. \n be prepared to stop at the \n next Stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "16 SIGNALS \n________________________________________________________________________________________________________________ \n(b) Semaphore Warner signal in Two-Aspect Signalling Territory - below a stop signal. \n ‘On’ Position ‘Off’ Position \n \nAspect : \nStop Proceed with caution Proceed \nIndication : Stop dead Proceed with caution and be \nprepared to stop at the next \nStop signal. \nProceed \n \n(6) The aspects and indications of a Colour light Warner signal are shown below:- \n(a) Colour light Warner signal in Two-Aspect Signalling Territory on a post by itself. \n ‘On’ Position ‘Off’ position \n Aspect: \n Proceed with caution Proceed \n Indication: \n Proceed with caution Proceed. \nand be prepared to stop \n at the next Stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "17 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Colour light Warner signal in Two-Aspect Signalling Territory below a stop signal. \n \n ‘On’ Position ‘Off’ position \n \n \n Aspect: \n Stop Proceed with caution Proceed \n Indication: \n Stop dead Proceed with caution Proceed. \n and be prepared to stop \n at the next Stop signal \n \n(7) A Warner signal with a fixed green light above it by night, on a post by \nitself, shall be located at an adequate distance in rear of the stop signal, the \naspect of which it pre-warns: \n Provided that when such a Warner signal applies to a gate stop signal, \nit shall not display the ‘Proceed’ aspect unless there is adequate distance \nbetween the Gate stop signal and the first stop signal of the station ahead. \nThe adequate distance in such a case shall never be less than 1200 metres. \n(8) Where special circumstances justify the use of an unworked Warner, it shall \nbe secured in the ‘On’ position and not be coupled or duplicated for \ndirecting purposes. \nS.R. 3.06. In case, the distance between the last Stop signal of one station and the first Stop \nsignal of the station ahead is less than 1200 meters, the Warner signal of the previous station \nshall be taken off only when the first Stop signal of the station ahead is in the off position. \n \n3.07. DESCRIPTION OF DISTANT SIGNALS AND THEIR INDICATIONS.- \n \n (1) A semaphore Distant signal has a fish tailed arm. \n(2) The aspects and indications of a semaphore Distant signal working in the \nlower quadrant are shown below –", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "18 SIGNALS \n Semaphore Distant signal in Two-Aspect Signalling Territory \n ‘On’ position ‘Off’ position \n Aspect : \n Caution Proceed \n Indication : \n Proceed and be Proceed \n prepared to stop at \n the next stop signal \nNote: This signal shall be provided only in modified lower quadrant signalling. \n(3) The aspects and indications of a semaphore Distant signal working in the upper quadrant are shown below \n Semaphore Distant signal in Multiple Aspect Signalling Territory \n ‘On’ position ‘Off’ position \n Aspect : Caution Attention Proceed \n \n Indication : \n Proceed and be prepared to Proceed and be Proceed, Block Section ahead is \n stop at the next stop signal prepared to pass clear, train is to pass run through \n next signal at such the station viz Main Line. \n restricted speed as \n may be prescribed by \n special instructions. \n Train is being received \n either on Main line and \n is required to stop at \n the starter signal; or \n on a Loop Line required to \n stop at the starter signal to \n pass on through via loop \n line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "19 SIGNALS \n________________________________________________________________________________________________________________ \n \nNote: The distance between the two yellow light shall be 1.5 metres when this signal \ndisplays ‘Attention’ aspect at night. \n \n(4) The aspects and indications of a Colour light Distant signal are shown below - \n \n Colour light Distant signal in Multiple Aspect Signalling Territory \n \n ‘On’ position ‘Off’ position \n Aspect: \n Caution Attention Proceed \n \n Indication: \n Proceed and be Proceed and be Proceed , Block Section ahead is \n prepared to stop prepared to pass clear, train is to pass run through \n at the next stop Next signal at such the station viz Main Line. \n signal. restricted speed as \n may be prescribed by \n special instructions. \n Train is being received \n either on Main line and \n is required to stop at \n the starter signal; or \n on a Loop Line required to \n stop at the starter signal to \n pass on through via loop line. \n \n(5) A Distant signal shall be located at an adequate distance in rear of the stop signal the aspect of which \nit pre-warns. \n(6) Where necessary more than one Distant signal may be provided. In such a case, the outermost \nsignal, to be located at an adequate distance from the first stop signal, shall be called Distant \nsignal and the other called the Inner Distant signal, with the Distant signal capable of displaying \n‘Attention’ or ‘Proceed’ aspect only. \n(7) Under approved special instructions, a colour light Distant signal may be combined with the last stop \nsignal of a station in rear or with a stop signal protecting a level crossing. When a colour light \nDistant signal is combined with the last stop signal of the station in rear or with a stop signal \nprotecting a level- crossing, arrangements shall be such that the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "20 SIGNALS \n________________________________________________________________________________________________________________ \n \nsignal shall not display a less restrictive aspect than the ‘Stop’ aspect till Line Clear \nhas been obtained from the station ahead in the former case and until the level \ncrossing gates have been closed and locked for the passage of trains in the latter case. \n \nS.R. 3.07 (1) The ‘adequate distance’ referred to in sub-paras (5) & (6) of GR 3.07 will \nmean full braking distance for the fastest train operating on the section, \nexcept where authorised otherwise by special instructions. \nS.R.3.07 (2) ‘Attention’ aspect of Distant signal will signify “Proceed- prepare to pass the \nnext signal at restricted speed”. \nS.R.3.07 (3) In accordance with GR 3.07(6), in multiple aspect colour light signalling \nterritory more than one Distant signal, i.e. Distant and Inner Distant Signal, \nmay be provided, where necessary. \n The first Distant signal encountered by the Driver shall be called Distant \nSignal and the Second Distant signal shall be called Inner Distant Signal. \nThe Inner Distant signal shall generally be located 1000 meters ahead \nand the Distant Signal 2000 meters ahead of the first stop signal. Under this \narrangement provision of a Warning Board is eliminated. \n \n The aspects of the signals, will be understood as under:- \n Distant Inner Home Starter Advanced \n Distant Starter \n \n1. To stop at Home Double Yellow Red - - \n Yellow \n \n2. To stop at loop line Double Double Yellow with - - \nstarter or pass via loop Yellow Yellow route indicator \n \n3. To stop at main line Starter Green Double Yellow Red - \n Yellow \n4. To run through main line Green Green Green Green - \n \n \n3.08. DESCRIPTION OF STOP SIGNALS AND THEIR INDICATIONS. - \n \n (1) A semaphore stop signal has a square ended arm.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "21 SIGNALS \n________________________________________________________________________________________________________________\n \n(2) The aspects and the indications of a semaphore stop signal working in the lower \nquadrant are shown below:- \n \n \nSemaphore Stop signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n Aspect: \n \n Stop Proceed \n \n Indication: \n \n Stop dead Proceed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "22 SIGNALS \n________________________________________________________________________________________________________________ \n(3) The aspects and the indications of a semaphore stop signal working in the upper \nquadrant are shown below:- \n \nSemaphore stop signal in Multiple Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n \n \n \n Aspect: \n \n Stop Caution Proceed \n \n Indication: \n \n Stop dead Proceed and be Proceed. \n Prepared to stop \n at the next stop \n signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 40, + "text": "23 SIGNALS \n________________________________________________________________________________________________________________ \n \n(4) The aspects and the indications of a colour light stop signal are shown below:- \n \n(a) Colour Light Stop Signal in Two-Aspect Signalling Territory. \n ‘On’ position ‘Off’ position \n Aspect: \n \n Stop Proceed \n \n Indication: \n \n Stop dead Proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 41, + "text": "24 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Colour Light Stop Signal in Multiple Three-Aspect Signalling Territory . \n \n ‘On’ position ‘Off’ position \n \n \n \n Aspect: \n \n Stop Caution Proceed \n \n Indication: \n \n Stop dead Proceed and Proceed. \n be prepared to \n stop at the next \n stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 42, + "text": "25 SIGNALS \n________________________________________________________________________________________________________________ \n \n(c) Colour light Stop Signal in Multiple Four-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n \n \n Aspect: \n \n Stop Caution Attention Proceed \n \n Indication: \n Stop dead Proceed and be Proceed and be Proceed \n Prepared to stop prepared to pass \n at the next stop next signal at such \n Signal. restricted speed as \n may be prescribed by \n special instructions. \n \n3.09. KINDS OF FIXED STOP SIGNALS FOR APPROACHING TRAINS. - \n \n(1) The Stop signals which control the movement of trains approaching a station \nare of three kinds, namely - Outer, Home and Routing signals. \n(2) The Outer signal, where provided, is the first Stop signal of a station and is \nlocated at an adequate distance outside the point upto which the line may be \nobstructed after Line Clear has been granted to or obtained by the station in rear. \n(3) The Home signal is the first Stop signal of a station at which an Outer signal is not \nprovided and the second Stop signal of a station at which an Outer signal is \nprovided. It shall be located outside all connections on the line to which it refers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 43, + "text": "26 SIGNALS \n________________________________________________________________________________________________________________ \n(4) The Routing signal is a signal used to indicate to a driver which of two or more \ndiverging routes is set for him, when the Home signal is, in consequence of its \nposition, inconvenient for this purpose. \nS.R. 3.09. In case of multiple aspect signalling, the Home signal shall be located at an \nadequate distance from a point up to which the line may be obstructed after Line Clear has \nbeen granted to or obtained by the station in rear. \n \n3.10. KINDS OF FIXED STOP SIGNALS FOR DEPARTING TRAINS. - \n \n(1) The Stop signals which control the movement of trains leaving a station are of two \nkinds, namely - Starter and Advanced Starter. \n(2) When a train leaving a station is guided by only one starting signal, it is the last \nStop signal of a station and is called the Starter. \n(3) When a train leaving a station is guided by more than one Starter signal, the \noutermost starting signal is the last Stop signal of the station and is called the \nAdvanced Starter. \n(4) The Starter, where only one such signal is provided, or the Advanced Starter, \nshall be fixed at the limit, beyond which no train may pass, unless the Driver is \ngiven the authority to proceed required under the system of working, and shall \nbe placed outside all connections on the line to which it refers except where \notherwise allowed by approved special instructions. Shunting operations \nbeyond this limit shall be carried out only in accordance with special instructions. \n(5) where an Advance Starter is provided, the Starter referring to any line shall be \nplaced so as to protect the first facing points or fouling mark of the connections \nto another running line. \nS.R. 3.10. At a ‘C’ class station, Home Signal is also the Last Stop Signal. \n \n3.11. INTERMEDIATE BLOCK STOP SIGNAL. – \n \nIntermediate Block signal is the Home signal provided at an Intermediate Block Post. \n \n3.12. KINDS OF FIXED STOP SIGNALS IN AUTOMATIC BLOCK TERRITORIES.- \n \n(1) Stop signals in Automatic Block territory shall be colour light signals and may be \nof the following kinds – \n(a) an Automatic stop signal which is not dependent upon manual operation \nbut is controlled automatically by the passage of a train into, through and \nout of the automatic block signalling section; \n(b) a Semi-Automatic Stop signal which is capable of being operated either \nas an Automatic stop signal or as a Manual Stop signal, as required;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 44, + "text": "27 SIGNALS \n________________________________________________________________________________________________________________ \n(i) when a Semi-Automatic stop signal works as an Automatic Stop signal, \nit assumes ‘On’ and ‘Off’ aspects automatically according to the \ncondition of the automatic block signalling sections ahead; \n(ii) when a semi-Automatic Stop signal works as a Manual Stop signal, it \nassumes ‘On’ aspect automatically on the occupation of the \nautomatic block signalling section ahead, but assumes ‘Off’ aspect \nwhen operated manually, provided the relevant automatic block \nsignalling sections ahead are clear; \n(iii) When a Semi-Automatic stop Signal works as an Automatic Stop signal, \nthe ‘A’ marker provided under the signal is illuminated. When the ‘A’ \nmarker is extinguished, the signal shall be deemed to work as a Manual \nStop signal; and \n(ba) a Modified Semi-Automatic Stop signal by converting one of the Automatic stop \nsignal in mid-section under special instructions; when the ‘A’ marker is illuminated \nthe signal works as Automatic stop signal, and when the ‘A’ marker is extinguished \nit works as modified Semi-Automatic stop signal and assumes ‘off’ aspect \nautomatically or is taken ‘off’ manually as required; and \n(c) a Manual stop signal operated manually and which cannot work as an \nAutomatic or a Semi-Automatic stop signal. \n(2) Colour light signals in Automatic Block territory shall be three-aspect or four-\naspect. \n \n3.13. CALLING-ON SIGNALS. - \n \n(1) A Calling-on signal is a subsidiary signal which has no independent aspect in the \n‘On’ position and shall be – \n(a) a short square ended semaphore arm, or \n(b) a miniature colour light provided with a ‘C’ marker. \n \n(2) A Calling-on signal, where provided, shall be fixed below a Stop signal governing \nthe approach of a train. Under approved special instructions, a Calling-on signal \nmay be provided below any other Stop signal except the last Stop signal. \n(3) A Calling-on signal, when taken ‘Off’, calls on the Driver of a train to draw \nahead with caution, after the train has been brought to a stop even though the \nStop signal above is at ‘On’ and indicates to the Driver that he should be \nprepared to stop short of any obstruction. \n(4) A Calling-on signal shall show no light in the ‘On’ position.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 45, + "text": "28 SIGNALS \n________________________________________________________________________________________________________________\n \n(5) The aspects and indications of a semaphore Calling-on signal are shown below:- \n \n (a) Miniature Semaphore arm type Calling-on signal in Two-Aspect Signalling \nTerritory. \n \n \n \n ‘On’ position ‘Off’ position \n \n Aspect : \nProceed slow \n \nDriver shall obey the \naspect of the Stop Signal. \nIndication : \nStop and then draw \nahead with caution \nand be prepared to \nstop short of any \nobstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 46, + "text": "29 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Miniature Semaphore arm type Calling-on signal in Multiple-Aspect \nSignalling Territory. \n \n \n ‘On’ position ‘Off’ position \n \n Aspect: \nProceed slow \n \nDriver shall obey the \naspect of the Stop Signal. \nIndication : \nStop and then draw \nahead with the \ncaution and be \nprepared to stop short \nof any obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 47, + "text": "30 SIGNALS \n________________________________________________________________________________________________________________ \n \n(6) The aspects and indications of colour light type Calling-on signal are shown below: - \n \n (a) Colour light type Calling-on signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n \n \n Aspect: \nProceed slow \n \nDriver shall obey the \naspect of the Stop Signal. \nIndication : \nStop and then draw \nahead with caution \nand be prepared to \nstop short of any \nobstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 48, + "text": "31 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Colour light type Calling-on signal in Multiple - Aspect signalling territory. \n \n ‘On’ position ‘Off’ position \n Aspect : \nProceed slow \n \nDriver shall obey the \naspect of the Stop \nsignal. \nIndication : \nStop and then draw \nahead with caution \nand be prepared to \nstop short of any \nobstruction. \n \nS.R. 3.13. A Calling-on Signal shall detect all the points in the route, which the main signal \nabove it detects excluding the overlap. This is applicable to both Single and Double Line \nSections. There shall be no need for Piloting of trains in case of lowering of Calling-on \nSignal. \n \n3.14. SHUNT SIGNALS. - \n(1) (a) A Shunt signal is a subsidiary signal and shall be either - \n (i) a white disc with a red bar across it, or \n (ii) a position light signal. \n(b) under special instructions, a shunt signal may be a miniature semaphore arm. \n(2) Shunt signals control shunting movements.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 49, + "text": "32 SIGNALS \n________________________________________________________________________________________________________________ \n \n(3) A Shunt signal may be placed on a post by itself or below a Stop signal other \nthan the first stop signal of a station. \n(4) More than one Shunt signal may be placed on the same post and when so placed \nthe topmost shunt signal shall apply to the extreme left hand line and the \nsecond shunt signal from the top shall apply to the next line from the left and so \non. \n(5) When a Shunt signal is taken ‘Off’, it authorises the Driver to draw ahead with \ncaution for shunting purposes although stop signal, if any, above it is at ‘On’. \n(6) When a Shunt signal is placed below a Stop signal, it shall show no light in the \n‘On’ position. \n(7) In case Shunt signals are not provided, hand signals may be used for shunting. \n(8) The aspects and indications of a disc type shunt signal are shown below: - \n \n(a) Disc type Shunt signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n \n Stop Proceed slow \n Indication : \n Stop dead Proceed with caution for Shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 50, + "text": "33 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n(b) Disc type Shunt signal in Multiple-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Stop Proceed slow \n Indication : \n Stop dead Proceed with caution \nfor shunting \n \n \n(9) The aspects and indications of a position light type Shunt signal are shown below: - \n \nPosition light type Shunt signal in Two-Aspect or Multiple-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Stop Proceed slow \nIndication : \n Stop dead Proceed with caution for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 51, + "text": "34 SIGNALS \n________________________________________________________________________________________________________________ \n \n(10)The aspects and indications of a semaphore arm type Shunt signal are shown below:- \n \n(a) Miniature semaphore arm type Shunt signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Stop Proceed slow \nIndication : \n Stop dead Proceed with caution for shunting \n \n(b) Miniature Semaphore Arm type Shunt signal in Multiple-Aspect Signalling \nTerritory. \n ‘On’ position ‘Off’ position \n \n Aspect : \n Stop Proceed slow \nIndication : \n Stop dead Proceed with caution for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 52, + "text": "35 SIGNALS \n________________________________________________________________________________________________________________ \nS.R. 3.14. (1) Shunting permitted indicators are not signals but appliances, which work in \nconjunction with stop signals and are provided for shunting movement in either direction in \nthe non-interlocked portion of a yard after being isolated from the interlocked portion. \n \nS.R. 3.14. (2) Shunting Permitted Indicators or free shunting zone indicators are provided \nwith mark ‘SPI’ or ‘F’ and shows miniature white light in ‘OFF’ position for permitting \nshunting in both direction. These are provided for shunting movement in either direction in \nthe non-interlocked portion of a yard after being isolated from the interlocked portion. \n \n3.15. CO-ACTING SIGNALS. – \n \n(1) Co-acting signals are duplicate signals fixed below ordinary signals and are \nprovided where, in consequence of the height of the signal post, or of their being \nan over-bridge or other obstacle, the main arm or light is not in view of the \nDriver during the whole time that he is approaching it. \n(2) Co-acting signals shall be fitted at such height that either the main arm or light or \nthe Co-acting arm or light is always visible. \n3.16. REPEATING SIGNALS. – \n \n(1) A signal placed in rear of a fixed signal for the purpose of repeating to the \nDriver of an approaching train the aspects of the fixed signal in advance is \ncalled a Repeating signal. \n(2) A Repeating signal shall be provided with an ‘R’ marker and shall be of - \n (a) banner type, or \n (b) a square ended semaphore arm, or \n (c) a Colour light signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 53, + "text": "36 SIGNALS \n________________________________________________________________________________________________________________ \n \n(3) The aspects and indications of a banner type Repeating signal are shown below: - \nBanner type Repeating signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Signal ‘On’ Signal ‘Off’ \nIndication : \n Signals which it \nrepeats is at ‘on’ \nSignals which it \nrepeats is ‘off’ \n \n \n(4) The aspects and indications of a semaphore arm type Repeating signal are shown \nbelow:- \nSemaphore arm type Repeating Signal in Two-Aspect signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Signal ‘On’ Signal ‘Off’ \nIndication : \n Signal which it \n repeats is at ‘On’. \n Signal which it \n repeats is ‘Off’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 54, + "text": "37 SIGNALS \n________________________________________________________________________________________________________________ \n \n(5) The aspects and indications of a Colour light type Repeating signal are shown \nbelow:- \nColour light type Repeating signal. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Signal ‘On’ Signal ‘Off’ \nIndication : \n Signal which it \nrepeats is at ‘On’. \nSignal which it repeats is \n‘Off’. \n \nS.R. 3.16 (i) A common Repeating signal may be provided for a group of Home signals on \nthe same bracket post and the Repeater will show the ‘On’ aspect, if all the Home \nsignals are showing the ‘On’ aspect and the ‘Off’ aspect, if any one of them is \nshowing the ‘Off’ aspect. \n(ii) More than one Repeating signal may be provided for one signal, when so warranted \nby local conditions. \n(iii) The ‘On’ aspect of a Repeating signal signifies ‘Proceed with Caution’ and the \n‘Off’ aspect of the Repeating signal signifies ‘Proceed’, the Stop signal the aspect of \nwhich it repeats is ‘Off’. \n (iv) A colour light Repeating signal will show ‘blank’ aspect in track circuited territory \nin the event of the track between the Repeating signal and the signal the aspect of \nwhich it repeats is obstructed. \n \n3.17. DISTINGUISHING MARKERS AND SIGNS FOR SIGNALS. - \n \n(1) Where necessary, signals shall be distinguished by prescribed markers. Such \nmarkers shall be fixed on the signal posts below the signals as under.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 55, + "text": "A \n \n38 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n Appearance Provided on Description \n \nAutomatic Stop \nSignal Letter ‘A’ in black on white circular disc. \nSemi-Automatic Stop \nSignal \nWhite illuminated letter ‘A’ against black \nback ground when working as an automatic \nstop signal, and letter ‘A’ extinguished when \nworking as a manual stop signal. \n \n \n \nColour Light Distant \nor Warner signal on \na post by itself. \n \n \nLetter ‘P’ in black on white circular disc. \n \n \n \n \nNote: Where a Colour Light Distant signal is combined with a \nlast stop signal as provided for under sub-rule (7) of rule 3.07, \nthe marker shall be dispensed with. \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n A \nP", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 56, + "text": "39 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n \nIntermediate Block \nStop signal. Letter ‘IB’ in black on white circular disc. \nCalling-on signal Letter ‘C’ in black on white circular disc. \nRepeating signal in \nsemaphore \nsignalling territory. \nLetter ‘R’ in black on white circular disc. \n \n \nRepeating signal in \ncolour light \nSignalling territory. \nWhite illuminated letter ‘R’ against black \nbackground. \n \n \n \n \n \n Gate Stop Signal Letter ‘G’ in black on \n yellow circular disc. \n \n \n \n \n \nIB \nC \n R \n G \nR", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 57, + "text": "40 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n \n \n \n Gate Stop signal Letter ‘G’ in black on \n in Automatic Block yellow circular disc and \n territory. white illuminated letter \n ‘A’ against black back- \n ground. \n \n \nNote: Letter ‘A’ shall be ‘lit’ only when the Gates are closed and locked against road \n traffic. \n \n(2) Where necessary, signal arms shall be distinguished by prescribed signs as under:- \n \n Appearance \n \n \n \n \n \n \n \nProvided on Description \n \n \n \n \nApproach Stop signal for \nGoods running lines only. \n \n \n \n \nOne black ring on \nsemaphore arm. \n \nApproach stop signal for \nDock platform. \n \nLetter ‘D’ in black on \nsemaphore arm. \nG A", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 58, + "text": "41 SIGNALS \n________________________________________________________________________________________________________________ \n \n(3) Other distinguishing markers or signs may be used with the approval of the \nRailway Board. \n \n3.18. SIGNALS OUT OF USE. - \n(1) When a fixed signal is not in use, it shall be distinguished by two crossed bars, \neach bar being not less than 1 metre long and 10 centimetres wide, as illustrated \nbelow :- \n \n \n(2) A Semaphore or Disc signal when not in use shall be kept fixed in the ‘On’ \nposition. \n(3) Signals not in use shall not be lit. \n \n3.19. PLACING OF STOP SIGNALS AT DIVERGING JUNCTIONS. - \n \n Unless otherwise permitted by approved special instructions, where two or more \nlines diverge, the signals shall be fixed on a bracket post or an approved type of route \nindicator shall be provided instead of separate signals. \n \n Provided that for speed up to 75 kilometres per hour with manually operated \nmultiple aspect signals, only a single arm Home signal may be provided instead of \nseparate signals on a bracket post or a route indicator. The facing points must be \nprovided with point indicators. \n \n3.20. PLACING OF STOP SIGNALS AT CONVERGING JUNCTIONS. - Unless \notherwise permitted by approved special instructions, where two or more lines \nconverge, signals shall be placed on separate posts. Where the number of signals is \nconsiderable, these may be provided on a bracket post or a signal bridge or gantry. \n \n3.21. SIGNALS ON BRACKET POST OR SIGNAL BRIDGE OR GANTRY. - Where \nsignals are placed on a bracket post or a Signal bridge or a gantry, these shall be - \n \n(a) so grouped that the respective signals are easily distinguishable for each \nrunning line and are placed as nearly as possible over the running lines to which \nthey refer, \n(b) so placed that the signal referring to the main line is higher than the signal or \nsignals referring to the other running line or lines, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 59, + "text": "42 SIGNALS \n________________________________________________________________________________________________________________ \n \n(c) so arranged that the extreme left hand signal refers to the extreme left hand line \nand the second signal from the left refers to the next line from the left and so on. \nS.R. 3.21. (a) The main line signals shall be placed at the same level as other signals, where \nthe speed of running through trains over the straight line is permanently restricted to 15 \nKMPH. The warner Signal, if provided, shall be fixed in the ‘ON’ position. \n(b) Where the permanent speed restriction is higher than 15 KMPH, the main line signal may \nbe placed at higher level but restricted speed shall be notified in the working Time Table and \nnecessary speed indicators erected. \n(c) When there is any speed restriction of 15 KMPH or below in yard, the Home signal \nindication in MAUQ or MACL territory should correspond to ‘ Proceed with Caution’. \n \n3.22. PLACING OF MORE THAN ONE SIGNAL ON THE SAME POST. - \n(1) Not more than one signal referring to trains moving in the same direction, whether \non the same line or on separate lines, shall be placed on the same post, except - \n(a) as prescribed in these rules for Calling-on, Shunt, Co-acting and Warner \nsignals, or \n(b) under approved special instructions. \n \n(2) Where under approved special instructions more than one signal is placed on the \nsame post, the topmost signal shall apply to the extreme left hand diverging line \nand the second signal from the top shall apply to the next line from the left and \nso on. \nProvided that in exceptional cases, where two Home signals are placed on \nthe same post, under approved special instructions, the top signal shall apply to the \nmain line and the lower signal shall apply to the other lines. \n \n3.23. ELECTRIC REPEATER. - The arm and light of any fixed signal which cannot \nbe seen from the place from which the signal is worked shall be repeated to such \nplace by means of an efficient electric repeater. \n \nS.R. 3.2.3 Failure of Electric Repeater- In case of failure of electric repeater, the signal to \nwhich it refers should be taken as defective unless it can be ascertained by visual observation \nfrom a nearby convenient place that the arm or indication of signal is clearly visible. \n \n3.24. BACK-LIGHTS.- \n(1) Every semaphore or disc signal, the light of which cannot be seen from the place \nfrom which the signal is worked, shall be provided with a back-light to indicate \nwhether the signal light is burning or not. \n(2) Back-lights of signals shall show a small white light when ‘On’, and no light at all \nin any other position.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 60, + "text": "43 SIGNALS \n________________________________________________________________________________________________________________ \n \n(3) Any fixed light used in conjunction with a semaphore signal shall show a back -\nlight. \n(4) Back-lights may not be provided when alternative arrangements are made at the \nplace from which the signal is worked to indicate whether signal lights are burning \nor not. \nC. EQUIPMENT OF SIGNALS \n \n3.25. OBLIGATION TO PROVIDE FIXED SIGNALS AT STATIONS. - Fixed signals \nprescribed in this sub-chapter shall be provided at every station, except – \n(a) at stations between which trains are worked on the One Train Only System, and \n(b) at stations which are exempted from the provision of signals under approved \nspecial instructions. \n \n3.26. COMMISSIONING OF FIXED SIGNALS. - Fixed signals shall not be brought \ninto use until they have been passed by the Commissioner of Railway Safety as \nbeing sufficient to secure the safe working of trains. \nS.R. 3.26.(1) No new signal shall be brought into use until it has also been inspected jointly \nby a Sighting Committee consisting of Transportation Inspector, Loco Inspector and SSE \n(Signal). The sighting should be done from the Footplate of an engine. The signal should be \nvisible from an adequate distance both by day and night. \nS.R. 3.26. (2) Precautions when a signal is shifted or a new signal is brought into use – \nIn case of commissioning of a new signal including IBS and Gate signal or shifting of \nexisting signal, Caution Order should be issued drawing the attention of the Loco Pilots for a \nperiod of 90 days with specific location of new signals kilometer wise and orientation wise \n(i.e. Left Hand Side or Right Hand Side)and entry to that effect be made by Lobby Supervisor \nin the register/order book /computer kept in the crew booking lobbies. \n(Ref: Railway Board’s letter no. 2017/Safety (DM)/7/25 Pt.-4 dated 13.02.19) \n3.27. MINIMUM EQUIPMENT OF FIXED SIGNALS AT STATIONS PROVIDED \nWITH MANUALLY OPERATED MULTIPLE-ASPECT SIGNALLING.- The \nminimum equipment of fixed signals to be provided for each direction shall be as \nfollows - \n(a) at class ‘B’ stations -- a Distant, a Home and a Starter, and \n(b) at class ‘C’ stations -- a Distant and a Home. \n \n3.28. MINIMUM EQUIPMENT OF FIXED SIGNALS AT STATIONS PROVIDED \nWITH MODIFIED LOWER QUADRANT SIGNALLING.- Modified lower quadrant \nsignalling may be introduced only where it is expressly sanctioned by a special \norder of the Railway Board. The minimum equipment of fixed signals to be provided \nfor each direction shall be as follows - \n \n(a) at class ‘B’ stations -- a Distant, a Home, a Warner below the Main Home, and \n a Starter, and \n(b) at class ‘C’ stations -- a Distant and a Home.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 61, + "text": "44 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.29. MINIMUM EQUIPMENT OF FIXED SIGNALS AT OTHER STATIONS \nPROVIDED WITH TWO-ASPECTS SIGNALLING. - The minimum equipment of \nfixed signals to be provided for each direction shall be as follows - \n(a) at class ‘A’ stations -- a Warner, a Home and a Starter, \n(b) at class ‘B’ stations- \n on a single line -- an Outer and a Home, \n on a double line -- an Outer, a Home and a Starter, and \nboth on a single and a double line a Warner shall be \nprovided in accordance with Rule 3.06, if trains run \nthrough at a speed exceeding 50 kilometres an hour \nwithout stopping, and \n(c) at class ‘C’ stations -- a Warner and a Home. \n3.30. ADDITIONAL FIXED SIGNALS AT STATIONS GENERALLY. - In addition \nto the minimum equipment of signals prescribed in Rules 3.27, 3.28, 3.29 and 3.32 \nsuch other fixed signals shall be provided at every station as may be necessary for \nthe safe working of trains. \n \n3.31. SIGNALS AT CLASS ‘D’ STATIONS. - At a class ‘D’ station, a train may be \nstopped in such manner as may be authorised by special instructions. \n \n3.32. PROVISION OF AN ADVANCED STARTER, SHUNTING LIMIT BOARD \nOR BLOCK SECTION LIMIT BOARD. - \n \n(1) On a single line class ‘B’ station worked on the Absolute Block System, if the \nobstructing of the line outside the Home signal or the outermost facing points in the \ndirection of an approaching train is permitted under special instructions under rule \n8.09, a Shunting Limit Board or an Advanced Starter shall be placed at such shunting \ndistance from the Home signal or the Outer most facing points as local conditions \nmay require, provided the distance between the Shunting Limit Board (bearing the \nwords ‘Shunting Limit’ on the side which faces the station, and fitted with a lamp \nshowing a white light in both directions to mark its position by night) or the Advanced \nStarter and the opposing first Stop signal is never less than 400 meters in the two-\naspect signalling territory and 180 meters in the multiple aspect or modified lower \nquadrant signalling territory. The location of such board or Advanced Starter shall \nmark the limit upto which shunting may be permitted. \n \n(2) On a double line class ‘B’ station worked on Absolute Block System equipped with \nmultiple-aspect or modified lower quadrant signalling and where there are no points or \nthe outermost points at the approaching end are trailing, a Block Section Limit Board \n(bearing the words ‘Block Section Limit’ on the side which faces the station and fitted \nwith a lamp showing white light in both directions to mark its position by night) shall \nbe provided. It shall be placed at a distance of not less than 180 meters in advance of \nthe Home signal and shall protect the fouling mark of the outermost trailing points, if \nany. The location of such board shall mark the limit of the block section at such stations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 62, + "text": "SIGNALS 45 \n \n3.33. EXCEPTIONS TO RULES 3.27, 3.28, 3.29 AND 3.32- Not withstanding \nanything contained in Rules 3.27, 3.28, 3.29 and 3.32.- \n(a) If the station has only one connection off the main line, the station shall \nbe worked in accordance with approved special instructions; \n(b) On any section where traffic is light and speed slow, one Stop signal \nonly in each direction may be provided at each station; Such signal \nto be located at an adequate distance outside the outermost facing \npoints of the station and trains worked in accordance with approved \nspecial instructions; and \n(c) on any railway having very light traffic, all signals may be dispensed \nwith and the trains worked under approved special instructions; \nProvided that at stations with manually operated multiple aspect \nsignals where the speed of trains through a station does not exceed 50 \nKilometres per hour, a Distant signal and a Home signal only may \nbe provided in each direction under approved special instructions. \n3.34. FIXED SIGNALS AT LEVEL CROSSINGS. - \n(1) Unless exempted under approved special instructions, every level crossing \ngate which closes across the line at a level crossing shall, except when \ninterlocked with station signals, be provided with signals fixed at an \nadequate distance from the level crossing showing Stop aspects in both Up \nand Down directions when the gates are open for the passage of road traffic. \n(2) Except where otherwise prohibited under special instructions, a ‘G’ \nmarker shall be provided on a gate Stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 63, + "text": "SIGNALS 45A \n \n3.35. PROTECTION AND WORKING OF POINTS OF OUT-LYING \nSIDINGS.- Where there are points in the main line at a place which is not \na block station, provision for the protection of such points, by signals or \notherwise, and for working them, shall be made in order to secure the \nsafe working of trains, as laid down under approved special instructions. \nS.R. 3.35. (1) Fixed Signals and indicators at points of outlying sidings – \n(a) When siding points situated outside block station limits are so equipped that \ntrains are permitted to run through in the facing direction at the maximum \npermissible speed of the section, a stop signal shall be provided adjacent to the \npoint and Warner signal or a Warning Board at an adequate braking distance in \nthe rear. The signal shall normally remain in the ‘OFF’ position with the \napproval of the CRS. The points shall, in such cases, be controlled through the \nBlock System in force i.e. by token, staff key, tablet, etc. \n(b) Where speed restriction has been imposed on account of facing points of an \noutlying siding, an ‘S’ marker should be fixed at the points in addition to the \nspeed and caution boards fixed in the rear of the points. Where, however, the \nsanctioned speed of the section does not exceed 50 KMPH, the speed indicator \nand ‘S’ marker need not be provided except where the speed over the points is \nless than the sanctioned speed of the section. \n(c) The ‘S’ Marker shall be a yellow disc 900 mm in diameter on which the letter \n‘S’ 300 mm in height shall be painted in black; the centre of the disc shall be \n2150 mm above rail level.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 64, + "text": "46 SIGNALS \n \nS.R. 3.35 (2) Operation of points of out lying siding – The mode of working outlying \npoints shall be prescribed in the working rules of the stations controlling such points. \nGuards who have to perform shunting in such sidings shall be responsible for \nstudying the relevant working rules and give an assurance to this effect. \nD. WORKING OF SIGNALS AND POINTS. \n3.36. FIXED SIGNALS GENERALLY.- \n(1) Every fixed signal shall be so constructed that, in case of failure of any part \nof its connections, it shall remain at, or return to its most restrictive aspect. \n(2) A signal which has been taken ‘Off’ for the passage of the train shall not be \nplaced ‘On’ until the whole of the train which it controls has passed it, \nexcept- \n(a) in case of emergency to avert an accident, or \n(aa) where Starter and Advanced Starter taken ‘off’ for departing trains \nthat is trains starting from station after coming to stop are required to \nbe put back for the purpose of movement of another train for \nprecedence or crossing shall be put back only after taking following \nprecautions:- \n(i) relevant Starter and Advanced Starter may be replaced to ‘on’ \nposition and thereafter the Loco Pilot of the train for which the \nsignals had been taken ‘off’ shall be advised by on-duty Station \nMaster through a secured means of communication, specified \nunder special instructions or where secured means of \ncommunication are not available, through a written memo to the \neffect that the said signals have been replaced to ‘on’ and that the \nLoco Pilot shall not start;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 65, + "text": "46 A SIGNALS \n \n(ii) till the Loco Pilot has been advised through secured means of \ncommunication referred to in sub-clause (i) or through a written \nmemo and his acknowledgement received, the route set shall not be \naltered except to avert an accident, or \n(b) where arrangement is provided to restore the signal to ‘On’ \nautomatically, the control operating the signal shall not be restored to \nits normal position till the whole of the train has passed it. \n(3) No fixed signal within station limits shall be taken ‘Off’ without the \npermission of the Station Master, and in the case of signal outside the \nstation limits without the permission of such person as may for the time \nbeing be in independent charge of the working of such signal. \n \nS.R.3.36. (1) A fixed signal, confirming closure of a Gate, should not be taken off for a \ntrain, more than 10 minutes before the train is due or such later time as prescribed \nunder special instructions. \nS.R.3.36 (2) The taking off of a signal for a train is to be considered a danger signal \nfor all other movements which are liable to foul any part of the line over which the \ntrain is to run. \nS.R.3.36 (3) (a) If in an emergency, a signal has to be put back to the ‘ON’ position \nbefore the movement of the train for which it was taken ‘OFF’ no points or lock levers \nshall be moved until train has come to stand except to prevent accident. The \nemergency referred to GR 3.36 (2)(a) shall be deemed to exist when accident is to be \naverted. \n(b) At station where points and signals are interlocked a fixed signal which has been \ntaken ‘OFF’ for a train movement shall not except in an emergency, be put back to \n‘ON’ until the movement has been completed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 66, + "text": "47 SIGNALS \n________________________________________________________________________________________________________________ \n(c) In case starters and advance starters taken ‘OFF’ for departing trains (i.e. trains starting from \nstation after coming to stop) are required to be put back for purpose of movement of another \ntrain (precedence or crossing) the following precautions must be taken:- \n(i) A route once initiated and signal cleared for the passage of a train should not be altered in the \nnormal course. \n(ii) Relevant starter and Advance starter should be replaced to ‘ON’ position. Then the driver of \nthe train for which the signal had been taken ‘OFF’ should be advised immediately on VHF set \nand simultaneously by a written memo to this effect that his signal has been replaced to ‘ON’ \nand he should not start. His written acknowledgement to this effect should be obtained on the \noffice copy of the memo with clear signature. \n(iii) In case where such alterations are unavoidable due to emergency/operational exigencies till the \ndriver has been advised in writing and his acknowledgment received the route set should not be \naltered except to avert any accident. ASM should change the route only after advising the Loco \nPilot and get his confirmation that the Loco Pilot that earlier initiated route for his train is \nbeing cancelled/altered. ASM shall make entry to this effect along with the name of the Loco \nPilot, train number and Loco number in the TSR.ASM should advise the Loco Pilot either by a \nwritten memo and get it acknowledged or on walkie-talkie with ASM private number and \ngetting Loco Pilot’s confirmation as above ensuring that only the concerned Loco Pilot has \nbeen advised. \n(iv) In case of train is stopped after passing signal, route shall not be changed by the ASM till \nacknowledgement on written memo is obtained from the concerned Loco Pilot and the route \nwill be cancelled as per laid down procedure in SWR. \n(d) On single line section, where a Tangible authority has been delivered to the driver, the same \nshould also be withdrawn from him. \n \nS.R.3.36.(4) Position of signal arm to correspond with the position of corresponding lever- \nExcept in the following cases the position of a signal arm must always correspond with the position of \nthe lever operating it and if this is not so the signal concerned shall be treated as defective:- \n(i) When a slotted signal is restored to the ‘ON’ position by returning the slot or slots. \n(ii) When, at a non-interlocked station an outer signal fitted with a detacher returns to the ‘ON’ \nposition as a result of the Home Signal being back to ‘ON’. \n(iii) When a signal goes automatically to ‘ON’, on account of automatic reverser operated by the \npassage of train. \nS.R.3.36.(5) Signals not be taken off except by means of relevant levers. Under no circumstances a \nsignal is to be taken off by pulling the wire working the signal by hand or by any other method except \nby pulling its appropriate lever. \n \n3.37. NORMAL ASPECT OF SIGNALS. - \n \n(1) Unless otherwise authorised under approved special instructions, fixed signals, \nexcept automatic signals, shall always show their most restrictive aspect in their \nnormal position. \n(2) The normal aspect of an Automatic Stop signal is “Proceed” Where however, the signal \nahead is manually operated, the aspect normally displayed may be “Caution” or \n“Attention”.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 67, + "text": "48 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.38. POINTS AFFECTING MOVEMENT OF TRAIN.- \n \n(1) The Station Master shall not give permission to take signals “OFF” for a train until- \n(a) all facing points over which the train will pass are correctly set and locked. \n(b) all trailing points over which the train will pass are correctly set, and \n(c) the line over which the train is to pass is clear and free from obstructions. \n \n(2) When a running line is blocked by a stabled load, wagon, vehicle or by a train which \nis to cross or give precedence to another train or immediately after the arrival of a \ntrain at the station etc. the points in rear on double line sections and at either end on \nsingle line sections should be immediately set against the blocked line except when \nshunting or any other movement is required to be done immediately in that \ndirection on that line. \n \nS.R. 3.38. (1)(a) Setting of points when two trains are to be crossed- \nAt non-interlocked stations, and at such interlocked stations on the single line where the lay \nout and interlocking permits in the event of a crossing, the facing points must be set and \nlocked for the respective lines on which each train is to be received, before signals are taken \noff for any of the trains. \n(b) Setting of points against blocked lines- \nIf all the lines at a station happen to be blocked, when line clear has been granted to a train, \nthe points should be set for the line occupied by a stabled load or goods train in that order. \n In case all the lines at a station are occupied by passenger trains, points should be \nset for a loop line, in such cases points should be preferably set for a loop line occupied by a \ntrain, whose engine is facing the direction of approach of the incoming train. \nS.R. 3.38.(2) Custody of keys and labels- The Station Master on duty shall be responsible for \nthe safe custody of the keys of all points, point locks and signal locks as well as of the Station \nMaster’s set of line labels. These keys and labels, when not in use, shall be kept in the points \nkey-box which shall always be kept padlocked, the key of the padlock being kept in the \npersonal custody of the Station Master on duty (for reception and dispatch of train at non-\ninterlocked station, see Appendix B). \n \nS.R. 3.38.(3) Use of Line Admission Books-At stations where the Station Master Incharge of \nLine clear working is not in a position to decide independently on which line a train shall be \nreceived or to ensure that any particular line shall remain clear till the arrival of the train, \nlines for the reception of train shall be allotted by the person nominated in this behalf in the \nStation Working Rules. \n \n The person so nominated shall in good time before the expected arrival of a train, \ndecide on which line it is to be received. He shall then enter the No. of the line in the Line \nAdmission Book and send the book to the Yard Foreman or other person in charge of \nshunting operations, who shall sign his name in the prescribed space as an assurance that the \nline shall be kept clear till the complete arrival of the train in question. The person \nauthorised to allot the line shall not advise", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 68, + "text": "49 SIGNALS \n________________________________________________________________________________________________________________ \nthe station master of the line allotted until he has received back the book and satisfied himself \nthat the signature of the shunting staff concerned has been correctly recorded. \nAt stations where one or more shunting engines work and where the Station Master is \nnot in a position to personally ensure that the line on which it is intended to receive the train \nis clear (except at stations where track circuiting is provided), the Station Master shall \nmaintain a line admission book which he shall send out to the person authorised to allot the \nline after filling in the relevant columns. He shall not authorise lowering of the reception \nsignals for the train until he has received back the book duly signed. \nThe Yard Foreman or other person incharge of shunting operations shall maintain a \npocket book in which he shall keep a note of the number of line he is required to keep clear \nfor the reception of each train during his duty hours. \nThe detailed procedure for the allotment of lines and for the use of Line Admission Books \nshall be laid down in the Station Working Rules. \nS.R. 3.38.(4) At big junction stations/yards having high density of traffic, where the \nStation Master, incharge of line clear working, is not in a position to either verify personally \nthe clearance of reception lines or to know sequence of train arriving at his station line \nclearance book instead of line admission book shall be maintained. \n The lines without any reference to trains shall be allotted by person nominated in this \nbehalf in the Station Working Rules, in Line Clearance Book and trains shall be received on \nsuch allotted and clear lines as operationally convenient. \n The procedure for ascertaining the physical clearance of lines through lines \nclearance book shall be the same as for line admission book and shall be embodied in the \nStation Working Rules of the concerned station. \n Divisional Railway Manager shall decide the station where line clearance book is to \nbe used.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 69, + "text": "SIGNALS 49A \n3.39. LOCKING OF FACING POINTS.- Facing points, when neither interlocked nor \nkey locked, shall be locked for the passage of a train either by a clamp, or by a through \nbolt, with a pad lock. It is not sufficient to lock the lever working the points. \n3.40. CONDITIONS FOR TAKING ‘OFF’ HOME SIGNAL.- \n(1) When a train is approaching a Home signal otherwise than at a terminal station, the \nsignal shall not be taken ‘Off’ until the train has first been brought to a stand \noutside it, unless \n(a) On a double line, the line is clear for an adequate distance beyond the Starter; \nor \n(b) On a single line, the line is clear for an adequate distance beyond the trailing \npoints, or for an adequate distance beyond the place at which the train is \nrequired to come to a stand. \n(Ref: ED (Safety)-II, Railway Board’s letter no. 2017/Safety (A&R)/19/12 dated 20.12.2018) \n(2) Where a train has first been brought to a stand outside the Home signal, the signal \nmay be taken ‘Off’, if – \n(a) On a double line, the line is clear up to the Starter; or \n(b) On a single line, the line is clear up to the trailing points or under approved \nspecial instructions upto the place at which the train is required to come to a \nstand. \n(3) Except under approved special instructions, the adequate distance referred to in \nsub-rule (1) shall never be less than – \n(a) 180 metres at stations equipped with two-aspect lower quadrant or two-\naspect colour light signals, or \n(b) 120 meters in the case of stations provided with multiple-aspect signals or \nmodified lower quadrant signals.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 70, + "text": "50 SIGNALS \n________________________________________________________________________________________________________________ \n \n(4) Where a sand hump of approved design, or under approved special instructions \na derailing switch, has been provided for the line on which a train is to be \nreceived, they shall be deemed to be efficient substitutes for the adequate \ndistance referred to in sub-rule (3). \n3.41. CONDITIONS FOR TAKING “OFF” OUTER SIGNAL.- \n(1) When a train is approaching the Outer signal otherwise than at a terminal station, \nthe signal shall not be taken ‘Off’ until the train has first been brought to a stand \noutside the signal, unless the line on which the train is to be received in the station is \nclear - \n(a) in the case of a double line, upto the Starter signal, and \n(b) in the case of a single line, for an adequate distance beyond the first facing \npoints. \n(2) Where the train has first been brought to a stand outside the Outer signal, the \nsignal shall not be taken ‘off’ unless the line is clear upto the first facing points, or \nupto the Home signal at a station where there are no facing points. \nS.R. 3.41.(1) Outer signal to be taken ‘off’ after Home signal- The taking ‘off’ of the Outer \nSignal shall immediately follow the taking ‘off’ of the Home Signal. \nS.R. 3.41. (2) At stations where only an Outer Signal is provided the condition for its taking \n‘off’ will be the same as for taking ‘off’ of the Home Signal vide G.R. 3.40. \n3.42. CONDITIONS FOR TAKING ‘OFF’ LAST STOP SIGNAL OR \nINTERMEDIATE BLOCK STOP SIGNAL.- \n(1) On double line, the last Stop signal or Intermediate Block Stop signal shall not be \ntaken ‘Off’ for a train unless Line Clear has been obtained from the block station in \nadvance.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 71, + "text": "50A SIGNALS \n(2) On single line- \n(a) the last stop signal shall not be taken ‘off’ for a train unless line clear has been \nobtained from the block station in advance; \n(b) for Intermediate block signaling- \n(i) first, the direction of traffic shall be established and then line clear shall be \nobtained from the block station in advance as per the established direction of \ntraffic; \n(ii) only after establishing the direction of traffic the train movement in the ‘Station \ncontrolled Intermediate Block section’ shall be permitted; and \n(iii) the Intermediate Block Stop Signal shall not be taken ‘off’ unless the line clear \nhas been obtained from block station in advance and direction of traffic is \nestablished. \nExplanation.- On Single Line Intermediate Block signaling, the line between two \nadjacent block stations is divided into two subsections, the first section which shall be \ntermed as ‘station controlled intermediate block section’ and the section between \nIntermediate Block signal to First Stop Signal of block station ahead shall be termed as \n‘block controlled Intermediate Block section’. \n(Ref: ED (Safety)-II, Railway Board’s letter no. 2017/Safety (A&R)/19/12 dated \n20.12.2018) \nS.R. 3.42. For despatch of a train, the starter/intermediate starter signal where provided \nshall be taken ‘OFF’ only after taking ‘OFF’ the Advance Starter Signal. At Terminal and \nlarge stations where lines are track circuited exception to this Rule is permitted. Requirement \nwill be seen and certified by “Authorised Officer”. It should be specifically incorporated in \nSWR.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 72, + "text": "51 SIGNALS \n________________________________________________________________________________________________________________ \n3.43. CONDITIONS FOR TAKING ‘OFF’ WARNER SIGNAL. - A Warner signal \nshall not be taken ‘Off’ for a train that is booked to stop or for a train that has to be \nstopped out of course. \n \n3.44. CONDITIONS FOR TAKING ‘OFF’ GATE STOP SIGNAL.- A Gate Stop \nsignal shall not be taken ‘Off’ until the concerned level -crossing or crossings is or are \nfree from obstruction and the gates of such level- crossing or crossings are closed and \nlocked against road traffic. Where a gate Stop signal is interlocked with station signals, \nit shall be worked in accordance with Special instructions. \n \n3.45. CONDITIONS FOR TAKING ‘OFF’ CALLING-ON SIGNAL.- A calling-on \nsignal shall not be taken ‘Off’ until the train has been brought to a stand at the stop \nsignal below which the calling-on signal is provided. \n \n3.46. USE OF FIXED SIGNALS FOR SHUNTING. - \n \n(1) The Outer, Home and the last stop signal of a station shall not be taken ‘Off’ for \nshunting purpose. \n(2) At Stations where Advanced Starters are provided, Starters may be taken ‘Off’ \nfor shunting purposes, except where the interlocking interferes with this \npractice, in which case hand signals shall be used where shunting signals are not \nprovided. \n \nS.R.3.46. Shunting past Starter in the ‘On’ position-Where an Advanced Starter is provided \nand the interlocking does not permit the Starter to be taken ‘off’ for shunting purposes, \nDrivers are authorised to pass the Starter in the ‘on’ position on hand signals, if shunting \nsignals are not provided. \n \n3.47. TAKING ‘OFF’ SIGNALS FOR MORE THAN ONE TRAIN AT A TIME.- When \ntwo or more trains are approaching simultaneously from any direction, the signals for \none train only shall be taken ‘Off’ other necessary signals being kept at ‘On’ until the \ntrain for which the signals have been taken ‘Off’ has come to a stand at the station, or \nhas cleared the station, and the signals so taken ‘Off’ for the said train have been put \nback to ‘On’ except where under special instructions, the interlocking or the layout of \nthe yard renders a contrary procedure safe. \n \nS.R. 3.47.(1) Simultaneous Reception of Trains- \n(a) At interlocked station on the single line where trains are permitted to run through without stopping, signals may be taken 'OFF' for two or more trains to arrive simultaneously provided:- \n (i) The station yard is so laid out and the interlocking so arranged that each train is \nreceived on a line which is isolated from the other line or lines or, \n(ii) approved special instructions have been obtained and notified, and \n(iii) such procedure is definitely laid down in the Working Rules of the Station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 73, + "text": "52 SIGNALS \n________________________________________________________________________________________________________________ \n(b) At interlocked stations on the single line, where no trains are permitted to run through \nwithout stopping, and the lines are not isolated, signals may be taken 'OFF' for two or \nmore trains to arrive simultaneously, provided:- \n(i) General Rule 3.40 is complied with, and \n(ii) Such procedure is definitely laid down in the Working Rules of the station. \n(c) At interlocked stations on the double line where the path of one train crosses another, \nsignals may be taken 'OFF' for two or more trains to arrive simultaneously, provided:- \n(i) The station is so laid out and the interlocking so arranged that each train is \nreceived on a line which is isolated from the other line or lines, or \n(ii) General Rule 3.40 is complied with, and \n(iii)Such procedure is definitely laid down in the Working Rules of the station. \nNote:- If the conditions laid down in Paras (a), (b) & (c) above are not fulfilled, the Station \nMaster must satisfy himself before allowing signals to be taken 'OFF' for the reception of a \ntrain, that all trains previously admitted to the yard have come to a stand clear of the line on \nwhich it is intended to receive the train. \nS.R. 3.47.(2). Berthing of passenger trains crossing at a station with only one platform line. \n(a) When both passenger trains are booked to stop at the station- \n (i) If the platform is at rail level or if not more than 455 mm high, the passenger train arriving first should be received on the loop line provided it does not involve reception of stopping passenger train on a non-platform line. In case the loop line is a non-platform line the first train shall be admitted on the platform line and the other train on the non-platform line. Each train shall be drawn as far ahead as possible, but without infringing the fouling marks at either end, so that the last vehicles of the trains as far as practicable are clear of each other. \n \n(ii) If the height of the platform is 760 mm, or more, the passenger train arriving first \nshould be received on the loop line provided it does not involve reception of a \nstopping passenger train on a non-platform line. In case the loop line is a non-\nplatform line the first train shall be admitted on the platform line and, after the \npassengers have detrained and entrained, it shall be shunted on to the non-\nplatform line, and the second passenger train shall then be admitted on the \nplatform line. The first arriving train shall thereafter be despatched from the non-\nplatform line; \nor \nafter the passenger train arriving first has been admitted on the platform line, \nthe second passenger train shall be passed through on a clear line, as a shunting \nmovement, and carefully backed on to the platform line after the departure of the \nfirst train; \nafter the passenger train arriving first has been admitted on the platform line \nthe second passenger train shall then be passed through on a clear line, as a \nshunting movement and carefully backed on to the platform line, while the first \ntrain is still standing on the platform line, only if the platform is long enough to \naccommodate both the trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 74, + "text": "53 SIGNALS \n________________________________________________________________________________________________________________ \n(b) If one of two passenger trains is not booked to stop at the station, the train booked to \nstop shall be admitted first on the platform line and the other train not booked to stop \nshall be passed through the other line. \n \n(c) If neither of the two passenger trains is booked to stop at the station, the first arriving \npassenger train shall be admitted on the platform line and the second passenger train \nshall be passed through the non-platform line. \n \n3.48. STOPPAGE OF TRAINS OUT OF COURSE AT STATIONS PROVIDED WITH \nTWO- ASPECT SIGNALLING. - When a train which is booked to run through has \nto be stopped out of course at a station equipped with two-aspect signals, it shall not be \nreceived until - \n(a) at stations provided with working Warners but not provided with Starters, the \nworking Warner is kept at ‘On’; \n(b) at stations provided with Starters but not provided with working Warners, the \nrelevant Starter is kept at ‘On’; \n(c) at stations provided with both working Warners and Starters, both the signals \nare kept at ‘On’; and \n(d) at stations provided with neither a working Warner nor a Starter, the first Stop \nsignal is kept at ‘On’ and the train brought to a stand outside it. \n3.49. CARE AND LIGHTING OF SIGNAL LAMPS. – \n(1) The Station Master shall see that the lamps of fixed signals, indicators and \nboards such as shunting Limit Board, Block section Limit Board and Stop \nBoard at his station are lighted at sunset, and are not put out until after sunrise, \nor at such earlier or later time as may be prescribed by special instructions. \n(2) Sub-rule (1) shall not apply to – \n(a) approach lighted signals, \n(b) colour light and position light signals which shall be kept lit throughout the \nday and night, and \n(c) the sections where no train is schedule to run at night. \n \n(3) The Station Master shall ensure that the lamps of fixed signals, indicators and \nboards such as Shunting Limit Board, Block Section Limit Board and Stop \nBoard, when lit, are burning brightly and that the lenses of lamps and spectacle \nglasses are properly cleaned and back -lights clearly visible. \n(4) Whenever nights signals are used, the Station Master shall not grant Line Clear \nunless he has ensured, either personally or in the manner, prescribed under \nspecial instructions, that the lamps of fixed signals at his station which are not \napproach lighted and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 75, + "text": "54 SIGNALS \n________________________________________________________________________________________________________________ \n \nwhich apply to the train are burning. If signal lights cannot be kept burning he \nshall, before giving Line Clear initiate action in accordance with the procedure \nprescribed in Rules 3.68 to 3.72. \n(5) Before lighting a semaphore signal or indicator lamp, the Railway servant deputed \nfor lighting it, shall inspect the lenses and spectacle glasses. In case he finds the \nred roundel broken, cracked or missing, he shall not light the lamp and shall \nreport the fact immediately to the Station Master who shall treat the signal as \ndefective. \n(6) Every railway servant in charge of signals shall see that the greatest care is taken \nin the focusing, cleaning and trimming of signal lamps. \n \nS.R.3.49.(1) Division Rly. Managers will notify to the staff concerned time of lighting and \nextinguishing of Signal lamps taking into consideration the local conditions prevailing on \ntheir divisions in respect of the rising and setting of the Sun. \n \nS.R. 3.49.(2) Signal lamps to be lit up during thick or foggy weather- In the event of the \nweather not being clear due to storm, fog, etc. signal lamps should be lit during day light \nhours as well. \n \nS.R. 3.49.(3) At stations where light repeaters are not provided and Station Master cannot \nverify personally that lamps of fixed signals are burning, Station Working Rules shall \nembody definite instructions how Station Master will ensure compliance of G. R. 3.49(4). \n \nS.R. 3.49.(4) At non-interlocked stations, the Station Master on duty shall check that the \nPoints and Trap Indicator glasses are clean and intact by operating all points daily after the \nPoint Indicator lamps have been lit and observing the indication of the light. \n \n3.50. TRAPS, SLIP SIDINGS AND CATCH SIDINGS. - The Station Master shall \ntake steps to ensure that the points of all traps, slip sidings and catch sidings, and other \npoints are set against the line which they are intended to isolate, except when it is not \nnecessary that they should be open for the purpose of Isolation. \n \n3.51. POINTS. - \n \n(1) All points shall normally be set for the straight except when otherwise authorised \nby special instructions. \n(2) The railway servant concerned with the operation of points and signals shall \nnot, while on duty, leave the place of operation of points or signals which are \nunder his charge except under special instructions. \n(3) No railway servant shall interfere with any points, signals, or their fittings, signal \nwires or any interlocking or block gear for the purpose of effecting repairs, or for \nany other purpose, except with the previous permission of the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 76, + "text": "55 SIGNALS \n________________________________________________________________________________________________________________ \n \nS.R. 3.51. Where there are motor operated points and emergency crank handle is not \ninterlocked with the panel, the emergency crank handle shall be kept padlocked in the cabin, \nwith padlock key in the custody of cabin/Asst. Station Master/Station Master on duty. Since \nthe issue of crank handle can result in the disconnection of points, a disconnection memo \nmust be issued by the maintainer, in addition to the entries to be made in the Emergency \nCrank Handle Register whenever the Crank handle is issued to the signal maintainer staff. \nSimilarly a reconnection memo must be issued when the crank handle is returned by the \nMaintainer. Station Working Rules of stations where crank handle is not interlocked with the \npanel, shall embody definite instructions regarding use of emergency crank handle by the \nTransportation staff. \n \nE. HAND SIGNALS. \n \n3.52. EXHIBITION OF HAND SIGNALS. – \n \n(1) All hand signals shall be exhibited by day by showing a flag or hand and by night \nshowing a light as prescribed in these rules. \n(2) During day a flag or flags shall normally be used as hand signals. Hands shall be \nused in emergencies only when flags are not available. \n(3) During night a hand signal shall normally be given by showing a red or green \nlight. A white light waved violently shall be used as a stop signal only when the \nred light is not available. \n(4) Red or green light referred to in sub-rule (3) shall be either a static or flashing \ntype.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 77, + "text": "56 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.53. STOP HAND SIGNAL .- \n \n Indication: Stop dead \n \n How given by day: \n \nBy showing a red flag or by raising both arms with hand above the head as \nillustrated below -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 78, + "text": "57 SIGNALS \n________________________________________________________________________________________________________________ \n \nHow given by night: \n \nBy showing a red light or by violently waving a white light horizontally across the body \nof the person showing the signal as illustrated below: \n \n \n \n3.54. PROCEED HAND SIGNAL. - \n Indication: Proceed \n \n How given by day: \n \n By holding a green flag or by holding one arm steadily as illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 79, + "text": "58 SIGNALS \n________________________________________________________________________________________________________________\n \n \nHow given by night: \n By holding a green light steadily as illustrated below: \n \n \n \n3.55. PROCEED WITH CAUTION HAND SIGNAL. - \nIndication: Proceed slowly reducing speed, further if the signal is given at a \nprogressively slower rate. \n \nHow given by day: \n By waving a green flag vertically up and down or by waving one arm in a similar \nmanner as illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 80, + "text": "59 SIGNALS \n________________________________________________________________________________________________________________ \n \nHow given by night - \n \n By waving a green light vertically up and down as illustrated below - \n \n \n \nNote : When the speed is to be reduced further, this signal shall be given at a slower \nand slower rate and when a stop is desired, the stop hand signal shall be shown.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 81, + "text": "60 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.56. HAND SIGNALS FOR SHUNTING. - The following hand signals shall be used \nin shunting operations in addition to the Stop hand signal - \n \n(a) Indication: Move away from the person signalling. \n \n How given by day: \n \n By a green flag or one arm moved slowly up and down as illustrated below: \n \n \n \n How given by night: \n \n By a green light moved slowly up and down as illustrated below -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 82, + "text": "61 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Indication: Move towards the person signalling. \n \n How given by day: \n By a green flag or one arm moved from side to side across the body as illustrated \nbelow - \n \n \n \n How given by night:- \n By a green light moved from side to side across the body as illustrated below - \n \nNote : The hand signals for ‘Move away from the person signalling’, and ‘Move \ntowards the person signalling’ shall be displayed slower and slower, until the Stop hand \nsignal is given if it is desired to stop.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 83, + "text": "62 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n(c) Indication: Move slowly for coupling. \n How given by day: \n By a green and a red flag held above the head or both hands raised over the head \nand moved towards and away from each other as illustrated below - \n \n How given by night: \n By a green light held above the head and moved by twisting the wrist as \nillustrated below - \n \n \n3.57. BANNER FLAGS. - A banner flag is a temporary fixed danger signal, consisting \nof a red cloth supported at each end on a post and stretched across the line to which it \nrefers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 84, + "text": "63 SIGNALS \n________________________________________________________________________________________________________________\n \n3.58. KNOWLEDGE AND POSSESSION OF HAND SIGNALS. - \n(1) Every railway servant connected with the movements of trains, shunting \noperations, maintenance of installations and works of any nature affecting safety \nof trains shall have - \n(a) a correct knowledge of hand signals ; and \n(b) the requisite hand signals with him while on duty and keep them in good \nworking order and ready for immediate use. \n(2) Every railway servant shall see that the staff under him concerned with use of \nhand signals are adequately supplied with all necessary equipment for hand \nsignalling and have a correct knowledge of their use. \n(3) A red flag and a green flag by day or a lamp, which is capable of showing red, \ngreen and white lights by night, shall constitute the requisite equipment for hand \nsignalling. \n(4) Every Station Master shall see that his station is adequately supplied with all \nnecessary equipment for hand signalling. \n \nF. DETONATING SIGNALS \n \n3.59. DESCRIPTION OF DETONATING SIGNALS. – \n \nDetonating signals, otherwise known as detonators or fog signals, are appliances which \nare fixed on the rails and when an engine or a vehicle passes over them, they explode \nwith a loud report so as to attract the attention of the Driver. \n \n3.60. METHOD OF USING DETONATORS. - \n \n(1) A detonator when required to be used shall be placed on the rail with the label or \nbrand facing upwards and shall be fixed to the rail by bending the clasps around \nthe head of the rail. \n(2) In the case of a mixed gauge, detonators shall be placed on the common rail or on \none rail of each gauge. \n3.61. PLACING OF DETONATORS IN THICK, FOGGY OR TEMPESTUOUS \nWEATHER IMPAIRING VISIBILITY. - \n \n(1) In thick, foggy or tempestuous weather impairing visibility, whenever it is \nnecessary to indicate to the Driver of an approaching train the locality of a \nsignal, two detonators shall be placed on the line by a railway servant appointed \nby the Station Master in this behalf, about 10 metres apart, and at least 270 \nmetres outside the signal or signals concerned. \n(2) (a) The Station Master may comply with the provisions of sub-rule (1) at his \ndiscretion; but shall always do so when visibility conditions from any cause prevent", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 85, + "text": "64 SIGNALS \n________________________________________________________________________________________________________________ \n \nhim from seeing a prescribed visibility test object from a distance of not less \nthan 180 meters or a lesser distance if expressly sanctioned by the Railway Board. \n(b) The visibility test object may be – \n(i) a post erected for the purpose and lighted at night; or \n(ii) the arm by day and the light or the back-light by night of a fixed semaphore \nsignal specified by special instructions; or \n (iii)the light of a fixed colour light signal both by day and night specified by \nspecial instructions. \nS.R. 3.61.(1) (a) The visibility test object must be specified in the Station Working Rules. \n(b) Visibility test post shall be provided at all stations except where Station Working \nRules earmark a particular signal or the light or the back light of a signal to \nserve as visibility test object. At stations, situated in localities where fog, or dust \nstorms or heavy rains are generally prevalent such posts must be provided \nseparately. \n(c) Visibility test post will be a post consisting of an unserviceable sleeper, painted \nalternately black and white and illuminated during night, having been fixed \nvertically in the ground 180 metres from the centre of the Station Master’s \nOffice at each end of the station. \n(d) In foggy or tempestuous weather or in dust storm when station signals cannot be \nseen, the Station Master on duty shall personally ensure that the station signals \nare lit and then send two trained men to act as detonator (fog) signal man one in \neither direction to the fog signal posts which are erected at 270 metres from \nthe first stop signal. No fog signal posts are to be provided at stations with \nDouble Distant Signals and at stations which do not qualify for placement \nof detonators. \n(e) Each of these men shall be provided with 20 detonating (Fog) Signals. The Fog \nSignal man shall place two detonators on the centre of the head of the rail with \nthe label or brand upwards, which shall be securely fastened to the rail by \nbending the clasp round the upper flange of the rail, about 10 metres apart from \neach other, which on explosion under the wheels of an engine will warn the \ndriver of his proximity to the outer warner or distant signal of the station as the \ncase may be. \n(f) After the passage of each train over the detonating (fog) signals, which have \nbeen so placed on the rails, the fog signalmen shall immediately replace them by \ntwo fresh detonators.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 86, + "text": "65 SIGNALS \n________________________________________________________________________________________________________________ \n \n(g) When a railway servant has placed one or more detonators on the line, he must \nwithdraw beyond the safety radius of 45 metres from the detonator or \ndetonators before they are exploded by an approaching engine or train. He \nshall be responsible for warning as far as circumstances permit, any person in \nthe vicinity to stand beyond the safety radius. Staff in observing the safety radius \nof 45 metres shall place themselves as far as possible in rear of the locomotive, \ntrain or wagon passing over the detonators. \n(h) The position of the fog signal post, the fog signals and the fog signalman are \nshown in the diagram below:- \n \n \n(i) Each of the trained men sent out with detonating (fog) signals, shall carry a \nlighted hand signal lamp. \nShould the fog signalmen be aware of any obstruction on the line, he shall \nshow a stop hand signal in accordance with General Rule 3.53 in the direction \nin which a train is expected or approaching. On single line sections for trains \nleaving a station, the fog signalman deputed to place detonators shall show to \nthe driver a ‘proceed’ hand signal in accordance with G.R. 3.54. \n(j) As soon as it is necessary for the Station Master on duty to take action under \nS.R. 3.61(1) (d), he will immediately call on duty, two of the Station Class IV \nstaff who are off duty. The Station Master on duty may either use the two men \ncalled from off duty or two of the men already on duty for the purpose of seeing \nthat signals are lit and for sending two men trained in fog signalling duties to \neither end of the station limits, or he may utilise, if available, two trained \ngangmen detailed for the purpose by the SSE (P.Way), but in any event, the \ntrained men sent out to the fog signal posts must be regular employees of the \nRailway and not ‘Substitutes’. \n(k) “The procedure in SR. 3.61(1) (j) refers to action to be taken by \nthe Station Master on duty in an emergency. Divisional Railway \nManagers will notify the names of stations at which fog prevails \npersistently. At each such sta tio n, fou r of the station class IV \nstaff [or if this number is not available, it may be made up by one or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 87, + "text": "66 SIGNALS \n________________________________________________________________________________________________________________ \nmaximum of two gangmen per station being deputed by the SSE (P. Way)] shall \nbe posted and detailed to act as fog signalman. All four men must be fully \ntrained in fog signal duties and must be regular employees of the Railway, and \nnot ‘substitutes’. The four employees detailed as fog signalmen will be replaced \nby the appointment of two or more class IV staff at the station and by one or two \ntemporary men in the engineering gang from which the permanent men have \nbeen withdrawn. \n(i) At a double line station if the fog appears for about 7 days in the month it \nshould be treated as persistent fog and separate fog porters should be \nappointed. If fog is for less than 7 days in the month, the Station Master \nwill act according to SR. 3.61(1)(k), that is, he will immediately call out \ntwo of the station class IV staff who are ‘off duty’ to work at the station as \nporters and the staff who are on duty will be utilised for fogging duties. \nThe ‘off duty’ staff will be paid any overtime that is due and will be \nreplaced by substitutes to work during their normal turn of duty. This \narrangement will obviate the necessity of retaining fog porters \npermanently and substitutes will be required for permanent staff only when \nthey are actually utilised on fogging duty. It should, however, be noted that \nonly regular employees will be utilised on fogging duty. \n(ii) At single line stations where the stations porters are required for \ndelivering tokens also, Divisional Railway Managers should examine both \nthe duration of fog and the number of days in a month on which it appears \nand then taking the over all work into consideration, determine whether \nspecial fog porters are required or not. If fog appears only on one or two \ndays in a month and for a short duration it would obviously not be \nnecessary to have separate fog porters and the procedure stated in sub \nparagraph (i) above should be followed. \n(l) On branch or sections on which traffic is light, instead of a fog signalman \nremaining continuously on duty at each fog signal post, a fog signalman may be \nsent out to place detonating (fog) signals for each individual train. This \nprocedure may only be adopted under special ‘instructions’. In such cases, line \nclear shall not be given for a train, unless the fog signalman has been sent out \nat least 30 minutes before the train is due to leave the station in rear. \n(m) The Station Master shall ensure that fresh supplies of detonators are sent to the \nman in replacement of those used. \n(n) A ‘Station Detonator Register’ whose proforma is given at the end of Appendix \n‘C’ must be maintained at each station, and must show the names of fog \nsignalmen on duty, periods of duty, the stock of detonators, the number of \ndetonators sent out with each fog signalman, the number of each train under \nwhich detonators have been exploded and the number of unused detonators and \nused cases (including those which have failed to explode) returned each time by \nfog signalman to the Station Master on duty. \n(o) The Station Master will obtain in the ‘Station Detonator Register’, \nthe sign atu re or th umb imp re ssi on o f al l men dep u ted a n d/or \np o s t e d t o h i s s t a t i o n a s d e t o n a t o r ( f o g )", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 88, + "text": "67 SIGNALS \n________________________________________________________________________________________________________________ \n \nsignalmen, as an acknowledgement that they understand the rules relating to the \nfog signalling of train. Instructions for detonator (fog) signalman are contained \nin Appendix (C). \n(p) In foggy or tempestuous weather or in dust storms, SSE(P. Way) or the Ganger, \nPermanent Way Gangmate must promptly arrange for regular gangmen to be \ndeputed to place detonators on the rails 270 metres in rear of (outside) the first \ncaution signal in each direction when cautious driving is necessary due to \nrepairs of the line or other works being in progress vide G.R. 15.09 and \nSubsidiary Rules thereof. \nS.R. 3.61.(2) Crossing of trains at station during thick, foggy or tempestuous weather on \nSingle Line Section- \nDuring thick, foggy or tempestuous weather, when under General Rule 3.61 and S.R. \n3.61 (1) (d), it is necessary to have detonators (fog signals) placed on the line to indicate to \nthe Drivers of approaching trains the locality of signals, the following additional precautions \nshall be taken by ‘Control’ on controlled sections and by the Station Master on non-\ncontrolled section, in arranging the crossing of trains:- \n(i) Both on controlled sections i.e. sections of the line on which stations are \nconnected by telephone with a ‘Control’ office and with adjoining station and on \nsection on which there is no ‘Control’ when the conditions of weather are such as \nto require the posting of Fog Signalmen under General Rule 3.61 and Subsidiary \nRule 3.61(1) (d), the fact will be advised by Station Masters by telephone and in \nthe absence of a telephone by a message with Private Number in either case, \nwhich shall be acknowledged by a similar message to the sender by each \nrecipient. \nExample-From SM ‘B’ \nTo Control, ……(Omit on Non-controlled sections). \nCopy to SMs. ‘A’ and ‘C’. \nNo. 7 B. Fog Signalmen out 22/30, dated 10thOctober, Private Number 76 \n(seventy-six) Ack. \n(ii) Except in the case of booked crossings, as shown in Working Time Table between \ntrains carrying passengers ‘Control’ on controlled section and Station Masters on \nnon-controlled sections shall not arrange a crossing between two trains at a \nstation, unless there is clear margin of not less than 10 minutes between the due \narrival of the two trains to be crossed. This margin of ten minutes shall be over \nand above the normal running time or running time inclusive of the time allowed \nover any temporary restriction which may be in force at the time. \n(iii) The procedure prescribed in Clause (ii) above, shall apply to crossing in the \nfollowing cases:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 89, + "text": "68 SIGNALS \n________________________________________________________________________________________________________________ \n(a) When one or both of the trains carrying passengers booked to cross or take \nprecedence or give way at a station, runs late causing the crossing to take \nplace at another station. \n(b) A train carrying passengers and a goods train of any description, including \nexpress Goods trains, even though a booked crossing is shown in Working \nTime Table. \n(c) A train carrying passengers and a light engine. \nNote - For the definition of ‘train’, attention is called to G.R. 1.02 (58) \n(iv) So as to avoid a detention to the train carrying passengers, a crossing shall not be \narranged under clause (iii) (b) and (c) unless the non-passenger train or light \nengine is the first due to arrive. \n(v) Not more than two trains, one of which is a train carrying passengers shall be \npermitted to cross at a station, except where a sufficient number of properly \nisolated reception lines are provided. \nNote: - At stations where more than two trains are permitted to cross a clause to this \neffect shall be entered in the Station Working Rules. \n3.62. PLACING OF DETONATORS IN CASE OF OBSTRUCTION. - \n(1) Whenever in consequence of an obstruction of a line, it is necessary for a railway \nservant to stop approaching trains, he shall proceed, plainly showing his Stop hand \nsignal, to a point 400 metres from the obstruction and place on the line one detonator \nand then proceed to a point 800 metres from the obstruction and place on the line \nthree detonators, about 10 metres apart, at such place : \n \nProvided that on the broad gauge the first detonators shall be placed at 600 metres \nand three detonators at 1200 metres from the obstruction about 10 metres apart from \neach other. \n \n(2) If the said railway servant is recalled before the obstruction is removed, he shall \nleave down three detonators and, on his way back, pick up the intermediate detonator. \n \nS.R. 3.62(1) The Railway servants deputed to place detonators in accordance with G.R. 3.62 \n(1) shall, after placing the detonators take his stand at a place from where he can obtain a \ngood view of an approaching train and display a stop hand signal until he is recalled. \n \nS.R. 3.62(2) Placing of Detonators on Single and Double Lines- On single lines, the lines \nshall be protected vide G.R. 3.62 (1) on each side of the obstruction. On double line, both \ntracks will be similarly protected whenever necessary to stop approaching trains (see also \nG.R. 6.03). \n \n3.63. REPLACEMENT OF DETONATORS ON THE LINE. -Every railway servant \nplacing detonators on the line shall see that they are, when necessary, replaced \nimmediately after a train has passed over them.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 90, + "text": "69 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.64. KNOWLEDGE AND POSSESSION OF DETONATORS. - \n \n(1)(a) All Station Masters, Guards, Drivers, Gangmates, Gatemen, and all other \nrailway servants on whom this duty is laid by the Railway Administration, shall \nkeep a stock of detonators. \n(b) The Railway Administration shall be responsible for the supply, renewal, \nperiodical testing and safe custody of such detonators, and for ensuring that \ntheir use is properly understood. \n(2) Every railway servant concerned with the use of detonators shall have a correct \nknowledge of their use and keep them ready for immediate use. \n(3) Every railway servant shall see that the railway servants in his charge concerned \nwith the use of detonators have a correct knowledge of their use. \nS.R. 3.64 (1) Stock of Detonators- \n(i) A case containing 10 detonators on twin single line as well as multiple lines and 8 \ndetonators on other areas shall form part of the equipment when on duty of every \nPermanent Way Gangmate, Patrolmen, Gateman, Bridge Guard and cutting Guard. \nFor every Guard and Driver in the foot plate, Keyman and Push Trolley/Motor Trolley \nand Lorry, however, 8 detonators will form part of their equipment on duty. \n (ii) The Sr. DOMs or the DSOs if authorised by the Authorised Officer of the Railway shall \nprescribe the minimum number of detonators which will be kept in stock at the stations. \n(iii) The Divisional Railway Managers shall prescribe the number of detonators which must \nbe kept in stock in each Sectional Engineer(Permanent Way) office and Loco Sheds \nrespectively and also the minimum number below which the stock must not be allowed \nto fall. \n(iv) Station Master, Sr. Sectional Engineer (Loco) and Sectional Engineer (Permanent Way) \nare responsible for seeing that the stock of detonators is never allowed to fall below the \nminimum. \nS.R. 3.64.(2) Supply of Detonators- \n(i) Station Master will supply detonators to Guards headquartered at their stations and to \nGatemen working under their control. \n(ii) Sectional Engineer (Permanent Way) shall supply detonators to Gangmates, Keymen, \nGateman (not covered in (i) above), Bridge Guards, Cutting Guards and Patrolmen. \n(iii) Sr. Sectional Engineer (Loco) will supply detonators to Drivers. \n \n(iv) The users of push trolley, motor trolley, lorries, etc. shall arrange for the supply of \ndetonators either direct from the Divisional Railway Manager or through the Station \nMaster, Sectional Engineer (Permanent Way), or Sr. Sectional Engineer (Loco) of their \nheadquarter station, as may be convenient.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 91, + "text": "70 SIGNALS \n________________________________________________________________________________________________________________ \n \nS.R. 3.64.(3) Storage of Detonators- \n(i) Detonators must be carefully handled as they are liable to explode, if roughly handled. \n(ii) Detonators shall be kept in tin cases specially supplied shall be stored in a dry place \nand not left in contact with the brick walls, damp proof, chloride of lime or other \ndisinfectants, nor exposed to dampness or steam or other vapour. \n(iii) The month and year of manufacture is shown on the label outside each case and is also \nstamped on each detonator. Detonator must be used in the order of the date stamped on \nthem, those of the oldest date being always used first. To facilitate ready withdrawal in \nthis sequence, they should be stored accordingly. \nS.R. 3.64.(4) Use of Detonators- \n(i) For use, a detonator shall be placed on the centre of the head of the rail with the label \nor brand of the detonator upwards, and shall be securely fastened to the rail by bending \nthe clasps attached with the detonators, round the upper flange of the rail. \n(ii) Station Master, Sr. Sectional Engineer (Loco) and Sectional Engineer(Permanent Way) \nare responsible for ensuring that the detonators in possession of the Railway servants \nunder them are tested as prescribed under the rules and that the staff know how and \nwhen to use them. For Gatemen within station limits, this responsibility will lie with the \nStation Master or Transportation Inspector of the section. Such staff as are expected to \nuse the detonators should be tested once in three months by the Inspecting officials and \nsenior subordinates in regard to their knowledge of use of detonators. \n(iii) Each Station Master, Sr. Sectional Engineer (Loco) and Sectional Engineer(Permanent \nWay) will maintain a register of receipts, use and testing of detonators in respect of \nrailway staff to whom the detonators were issued by him. \nS.R. 3.64.(5) Testing of Detonators- \n(1) At Stations, Loco Sheds, etc. where stock of detonating signals are kept for issue to \nGuards, Drivers, Fog Signalmen, or other railway servants, Station Master, the Sr. \nSectional Engineer (Loco) or other railway persons, in charge of such stock must test at \nleast one detonator from each tin case issued to the staff. The deficiency in each of \nthese should be made up by a detonator or detonators from another tin case from which \none detonator has been tested. \n(2) Transportation Inspector, Station Master, Sr. Sectional Engineer (Loco) and Sectional \nEngineer of Permanent Way are responsible to ensure that the detonators in possession \nof railway servants within their jurisdiction are tested once in 12 months. \n(3) (a) The life of detonator is 5 years reckoned from the month of its manufacture. It can \nhowever, be extended from 5 to 8 years provided that detonators which are more than 5 \nyears old are effective. There would be no distinction between use for main line and \nbranch line. These detonators may be to continue to be used by same user till their \nextended life of 8 years is completed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 92, + "text": "71 SIGNALS \n____________________________________________________________________________________________________________ \n \n For this purpose, two detonators of each batch/lot should be tested at the end of 5 \nyears and if the result of these tests are satisfactory, life of the detonators of that batch \nshould be extended by a year. On expiry of this 6th year similar tests should be \nconducted annually to extend the life of the detonators of that particular batch/lot up to \na maximum of 8 years from the month of manufacture. Where, however, the tests \nindicate that the performance of the detonators is not satisfactory; the whole of the \nstock of the particular batch/lot should be withdrawn and replaced by fresh stock. Such \ntests should invariably be conducted by a person not lower than the rank of a Senior \nSubordinate viz. TI, SE (P.Way), LI, SE (Loco), TFO and SE (Signal). \n Unused detonators which are more than 8 years old and others considered unfit for \nuse shall be destroyed by the following methods:- \n(i) By soaking them in light mineral oil for 48 hrs. and throwing then one by one into \nfire with due precautions. \n(ii) By burning them in incinerator. \n(iii) By detonating them under the wagons during shunting operations. \n The destruction of time-barred detonators should be arranged in the presence of a \nrailway servant who should preferably be a Gazetted Officer and in no case below the rank of \nsenior subordinate. He should ensure that during destruction, every case is taken to see that \nthe splinters of detonators do not cause any injury to life and property. \n Important Warning-In no case the detonators should be buried or thrown in water at such \nplaces where they could be recovered by human being. \n(b) In case when at a station the fog signals are totally exhausted the following \naction should be taken:- \n (i) Fog signalman must remain posted at the fog signal post with hand signal \nlamp showing white light to the driver so as to attract his attention. The fog \nSignalman should continuously try to draw the attention of the driver by all \nmeans at his command including by lighting of mashals, and shouting etc. \n(ii) Driver should be more vigilant and on the look out for the fog signalman.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 93, + "text": "72 SIGNALS \n________________________________________________________________________________________________________________ \n(iii) Running of the trains be monitored by utilising inspectors of all concerned \ndepartments during the period when normally dense fog is expected in a \nparticular area. \n(iv) Control staff should frequently check the alertness of the staff and ensure \nthat they are awake and cautious. \n(v) Use of loop lines for stabling of loads be avoided and trains should be \npassed on main lines as far as practicable. \n(vi) Drivers should make use of the inter station distances indicated in the \nworking time table along with the kilometre reading on their speedometers \nwhile passing stations so that they may control the speed of their trains. \n(4) Detonators bearing any sign of rust on the surface or appearing unsatisfactory in any \nway, or those failing to explode during tests or in actual working shall be promptly \nreturned to the issuing officer for replacement. \n(5) While testing detonators from a tin case the one which is the oldest as regards the date \nof manufacture should be used. \n(6) Detonators shall be tested under an empty wagon moving at 8 to 11 km per hour. The \nempty wagon must be propelled by a locomotive. Tests shall not be carried out by an \nofficial lower in rank than Trasportation Inspector, SSE(P.Way) and SSE (Loco). \nStation Masters of Guards headquarter stations are, however, authorised to test \ndetonators in their charge or issued to them. Care must be taken to ensure that test is \nnot conducted in a crowded locality or near a level crossing where splinters from \ndetonators may cause injury. \n(7) Excepting the crew of the locomotive employed in the test, no person shall be \nallowed to remain within a radius of 45 metres of the detonator which is being \ntested. The engine crew shall also keep themselves well within the cab while \npassing over the detonators. The official incharge of the testing operation shall, before \ncommencement of the operation, be responsible for posting sufficient men to ensure", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 94, + "text": "73 SIGNALS \n________________________________________________________________________________________________________________ \n \nthat no person encroaches upon the 45 metres safety radius until the test is completed. \n(8) The staff while observing the safety radius of 45 metres laid down in sub-rule (7) above, \nplace themselves as far as possible in rear of the locomotive or train or wagon passing \nover the detonators as it has been found in practice that splinters from detonators \nseldom fly in a direction towards the rear of the wheel which explodes them. \n(9) A record of the number of detonators tested as also the results of test shall be \nmaintained in a special register kept for the purpose at the place of testing. Whenever \ndetonators are issued for use the following particulars shall be entered in the register: - \ni) The No. of detonators issued; \nii) The person to whom issued; \niii) The purpose for which issued; and \niv) The number of detonators used. \nThe person to whom the detonators were issued shall countersign the entry or \nrecord his thumb impression against it. \n (10) After the test is completed, result of the tests, shall be communicated to the issuing \nofficer of the detonators, by the official conducting the test. \n(11) The staff in possession of detonators must not make any improper use of them.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 95, + "text": "74 SIGNALS \n________________________________________________________________________________________________________________ \n \nG. SIGNALS TO WARN INCOMING TRAIN OF DANGER AHEAD \n \n3.65. DESCRIPTION. - The signals to be used to warn the incoming train of an \nobstruction shall be a red flashing hand signal lamp at night or a red flag during day. \n3.66. USE OF WARNING SIGNALS. - When it becomes necessary to protect an \nobstruction in a block section, a signal may be used, as prescribed by special \ninstructions under rule 3.65, while the railway servant proceeds to place detonators. \n3.67. KNOWLEDGE AND POSSESSION OF WARNING SIGNALS. - \n(1) (a) All concerned railway servant on whom this duty is laid by the Railway \nAdministration shall keep a stock of such signal as may be prescribed by special \ninstructions under rule 3.65; \n(b) the Railway Administration shall be responsible for the supply, renewal and \nsafe custody of such signals as may be prescribed by special instructions under \nrule 3.65 and for ensuring that their use is properly understood; \n(c) the Railway Administration shall supply every Guard, Loco Pilot,Patrolman and \nGateman working on the Double or Multiple line, Ghat, Suburban or Automatic \nBlock Territories with such signal as may be prescribed by special instructions \nunder rule 3.65. \n(2) Every railway servant concerned with the use of signals as precribed by special \ninstructions under rule 3.65, shall have a correct knowledge of their use and keep \nthem ready for immediate use. \n(3) Every railway servant shall see that the railway servants in his charge concerned \nwith the use of warning signals as prescribed by special instructions under rule 3.65, \nhave a correct knowledge of their use.”", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 96, + "text": "75 SIGNALS \n________________________________________________________________________________________________________________ \n \n H. DEFECTIVE FIXED SIGNALS AND POINTS. \n \n3.68. DUTIES OF STATION MASTER GENERALLY WHEN A SIGNAL IS \nDEFECTIVE. - \n(1) As soon as a Station Master becomes aware that any signal has become defective \nor has ceased to work properly, he shall - \n(a) immediately arrange to place the signal at ‘On’ if it is not already in that \nposition; \n(b) depute competent railway servants with such hand signals and detonators as \nmay be required to give signals at the foot of the defective signal until he is \nsatisfied that such signal has been put into proper working order; \n(c) take action in accordance with Rules 3.69 and 3.70 as may be required for \nmovement of trains past the defective signals; and \n(d) report the occurrence to the railway servant responsible for the upkeep of the \nsignals, and if the section is controlled, the controller also. \n(2) When the Station Master receives information of any defect in a signals not \npertaining to his station from the Driver or the guard or any other railway \nservant, he shall immediately inform the Station Master concerned of the fact \nand keep the Controller advised, where the section is controlled. \n(3) In case of signals becoming defective at stations situated on Centralised Traffic \nControl territories, the Centralised Traffic Control Operator on becoming aware \nof such defects, shall take action in accordance with special instructions. \nS.R. 3.68.(1)(a) At an interlocked station provided with a cabin/cabins, should it be find \neven after due check that a signal governing the movement of a train \ncannot be taken ‘off’ the Station Master on duty shall be informed. He \nshall arrange to have it checked by the Cabinman/Switchmen concerned \nor, where there is a cabin ASM, by the latter, whether:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 97, + "text": "76 SIGNALS \n________________________________________________________________________________________________________________ \n \n(i) All relevant points have been correctly set; \n(ii) All relevant facing points have been locked; \n(iii) Interlocked level crossing gates, if any, have been closed and \nlocked; \n(iv) Correct slot has been given or received; \n(v) The relevant line is clear and free from obstruction. \nIf after these checks, the concerned signals come ‘off’ normal \nworking shall be resumed, with the permission of the Station Master. If a \nsignal still does not come ‘off’ the Cabinman/ Switchmen or Cabin \nASM as the case may be , shall then ascertain whether there is gap in \nany of the points caused by ballast or any other obstruction and arrange \nto remove them. If, after this, the signal comes ‘off’ normal working \nshall be resumed with the permission of Station Master. Should , \nhowever, the signal still fails to come ‘Off’ the Cabinman/Switchmen or \nthe Cabin ASM, as the case may be, shall confirm to the Station Master \non duty that the signal is defective and such advice shall be confirmed by \nan exchange of private numbers. \n(b) (i) At stations where electrical points indications are provided in \ncabins to indicate the positions of electrically detected points and \nin cases where such an indication does not appear in spite of \ncorrect route having been set and locked, the signal concerned \nshould be operated and by pulling its relevant lever in case of \ncolour light or motor operated signals. If signals come ‘off’ the \ntrain should be received or despatched on signals as usual. If, \nhowever, the signal fails to respond, the signal should be treated as \ndefective and reception/departure arranged as per the procedure \nprescribed in these rules for reception/despatch of trains on \ndefective signals. In the case of Semaphore signals provided with \nelectric signal reversers, if the point indication does not appear, \nthe signals should be treated as defective and reception/departure \narranged as per the procedure prescribed in these rules for \nreception/despatch of trains on defective signals. \nNote:- The Station Working Rules of each station shall enumerate the \nprecise signals provided with reverser or electric signal motors or colour \nlight signal units to make the application of this procedure clear to the \nCabinman. \n(ii) In case of electric indication of slots provided in cabins, \nif electric indication of the slots fails due to failure of \nbulb or any other reason, the colour light /or electric motor \noperated signal should be operated by the Cabinman by \npulling its relevant lever after verifying under exchange \nof private numbers that relevant slot has been given. \nIf the signal comes off, the train should be received / despatched \non signals as usual. If, however, the signal fails to respond, the \nsignal should be treated as a defective and reception / despatch", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 98, + "text": "77 SIGNALS \n________________________________________________________________________________________________________________ \n \narranged as per the procedure prescribed in these rule for reception/despatch of trains on \ndefective signals. \n(iii) At stations provided with panel interlocking, the route is set by the operation of the \nconcerned signal button alongwith the route button and route indication light and points \nlocking indication steady light are appearing on the panel but the signal does not come \n‘OFF’, then it should be supposed that all the relevant points on the route are correctly set \nand all relevant facing points as locked to fulfill the requirement of SR 3.68(1)(a)(i) and (ii). \nCotter bolting/clamping and pad locking of points is not required in such case. \nReception/despatch to be arranged as per procedure laid down for Reception/despatch of \ntrains on defective signal. \n(c) At Interlocked stations, where no Cabinman/switchman or Cabin ASM are posted, the \nStation Master on duty shall be personally responsible for carrying out the check mentioned \nin 3.68(1)(a). \n(d) At non interlocked stations, where points are fitted with key lock, the Station Master must \nsatisfy himself personally that there is no gap in the points due to ballast etc. or any \nobstruction and if there is, should remove it. If this results in the signals coming ‘Off’ normal \nworking shall be resumed. At such stations the extraction of appropriate key will ensure that \nthe points have been correctly set and locked without any gap. \nS.R. 3.68.(2) If interlocking is in order and whenever possible relevant levers shall be pulled \nin order to obtain the security provided by the interlocking. \nS.R. 3.68.(3) The Station Master on duty at the Station where any signal has become \ndefective, shall act in accordance with G.R. 3.68(1)(a). Where it is not possible to put the \nsignal back to ‘ON’, he shall arrange to have a stop hand signal exhibited continuously at the \nfoot of the defective signal. If the signal lamp has been lit, it shall be put out until the signal is \nput back to ‘ON’. \nS.R.3.68.(4) Defective interlocking- When interlocking fails or becomes defective at an \ninterlocked station, the relevant signals shall be treated as defective. \nS.R. 3.68.(5) A shunt signal where provided should be used for shunting operations unless it is defective. The driver will ensure that shunt signal is taken off before he passes it except in the case he is informed that it is defective. In such a case he will be guided by hand signal exhibited by the person incharge of shunting operations. \n The person-incharge of shunting operation shall ensure that all relevant points are properly set and facing points are not gaping and also the facing point locks where provided are operated locking the points. \nS.R. 3.68.(6) Reporting of Defective Signals to the Signal Maintenance Staff - (a) On receipt of information of a signal being defective, the Station Master on duty shall report such defects with complete particulars either in writing by Message or on control/local phones, if any, available to the concerned Signal Maintainer/s with copy to the SSE(Signal)/s. A copy of the reports of Signal/Signals shall also be endorsed to the Transportation Inspector, and the Control on controlled section. \nThe Station Master shall also make an entry of the failure immediately in the Signal Failure Register. \n(b) On arrival, the Signal Maintainer shall contact the Station Master, inspect the defective gear, issue disconnection memo (if required) rectify the faults and certify the failure in the Signal Failure Register. In case of doubt, he should ask the Station Master to demonstrate the failure. If the failure cannot be demonstrated by the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 99, + "text": "78 SIGNALS \n________________________________________________________________________________________________________________ \nStation Master to the person attending the fault then \"Unable to Demonstrate\" remarks should be entered in the Signal Failure Register and jointly signed. \n (c) If the defect has been put right and certified by the person attending to the fault, the Station Master should satisfy himself, if necessary, by demonstration by the person attending to the fault. \nThereafter, the Station Master and the person attending to the fault shall jointly issue a rectification message to all concerned and make an entry in the Signal Failure Register. \nS.R. 3.68.(7) Failure of signal lights, where colour light signals are provided – (a) At station provided with colour light signals where signal lights cannot be kept burning due to power failure including failure of standby arrangements, the SM must inform the station on either side and the section controller immediately, who shall inform the Sr. DEE/DEE and Sr.DSTE/DSTE concerned. (b) Before despatching a train to such a station, SM of the previous Station shall issue T/409 to the driver advising him of the absence of any light on the signals and therefore for keeping a look out and to stop, at the foot of the first stop signal post of the station where signal light are out. (c) T 369 (3b) should be issued to the Driver by the SM of the station where the failure has occurred, at the foot of the first stop signal and the starter signal. Provision of GR. 3.69 (1) for the issue of T 369 (3b) by the station in the rear and the last nominated station shall not be applicable in such a case. \n3.69. DUTIES OF STATION MASTER WHEN AN APPROACH STOP SIGNAL IS \nDEFECTIVE. - \n \n(1) In the event of an Outer or a Home or a Routing signal becoming defective, the \nStation Master shall advise the station in rear and the nominated station in rear, save \nin a case where a signal post telephone or a Calling-on signal is provided on the \ndefective signal, in order that the Drivers of approaching trains may be warned of the \ndefective signal and issued a written authority to pass such signal on receipt of \nProceed hand signal at the foot of the defective signal. \n \n(2) The Station Master in rear as referred to in sub-rule (1), on receiving the advice \nof the defective signal, shall immediately acknowledge it and advise the Station \nMaster of the station where the signal has become defective, of the number of the \nfirst train which will be notified of the defective signal and again on receipt of the \nadvice that the defective signal has been put into proper working order, shall advise \nthe number of the train so notified last. \n \n(3) The Station Master of the station where the signal has become defective shall, before \nauthorising a train to pass the defective signal ensure that the conditions for taking \n‘Off’ that signal have been fulfilled.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 100, + "text": "79 SIGNALS \n________________________________________________________________________________________________________________ \n \nHe shall then authorise the Driver to pass the defective signal at ‘On’ in one of the \nfollowing manners - \n(a) When the Driver of an approaching train has been advised of the defective \nsignal at a station in rear - by deputing a competent railway servant in \nuniform under clause (b) of sub-rule (1) of Rule 3.68, to exhibit Proceed hand \nsignal at the foot of the defective signal to the approaching train. In such \ncases, the Station Master shall not give Line Clear to the station in rear \nunless the conditions for taking ‘Off’ the signal which has become defective, \nhave been complied with; or \n(b) When the Driver of an approaching train has not been advised of the \ndefective signal at a station in rear- by having a written authority, \nauthorising the Driver to pass the defective signal at ‘On’, delivered at the \nfoot of the defective signal through a competent railway servant; or \n(c) by taking ‘Off’ the Calling-on signal where provided; or \n(d) by authorising the Driver to pass the defective signal at ‘On’ over the signal \npost telephone where provided, in accordance with special instructions. \n \n(4) When the Home signal becomes defective, the Outer shall also be deemed to be out \nof order and the procedure prescribed in sub-rules (1), (2) and (3) shall be followed. \nS.R. 3.69.(1) The nominated station for the purpose of G.R. 3.69 (1) shall be: \n(i) the last stopping station in case of Mail, Express and passenger trains. \n(ii) the last notice station contained in the list provided in Working Time Table (for the \npurpose of issue of caution order) for all other trains/light engine. \n(iii) In case procedure covered by Sub-para (i) & (ii) above cannot be adopted, the train \noriginating stations. \nS.R. 3.69.(2) Inter related Signals - When a driver who has not been issued form T 369(1) at a previous station, is stopped at the first stop signal which is first of the series of inter-related signals, the Station Master after satisfying himself in regard to the conditions for the reception of the train and ensuring that the points if any in the route of the train have been set and facing points locked shall issue ‘Authority to pass Defective Signals’ authorising the driver to pass not only the first stop signal irrespective of its indication, but also to pass the subsequent Approach signals in the 'ON' position. Any subsequent signals which are in working order, should, however, be taken 'OFF' to secure the advantage of interlocking. \nS.R. 3.69.(3) Reception of a Train when Home or Routing Signal is defective – \n(a) The Station Master shall depute a railway servant with hand signals at the foot of the \ndefective Home or Routing signal as well as at the foot of the Outer Signal, if any. The \nRailway Servant as deputed at the Outer will repeat the indication given by a hand \nsignal at the Home or the Routing Signal. The driver will pass the Outer or Home (or \nRouting) signals at a speed of 15 KMPH on the authority of T 369(1) issued to him as \nper G.R. 3.69. \n(b) When the routing signal is defective, the Home signal or any inter-related approach \nsignal in advance shall also be deemed to be defective.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 101, + "text": "80 SIGNALS ________________________________________________________________________________________________________________ \n S.R. 3.69.(4) In terms of G.R. 3.69 (1) at stations where signal post telephones are provided, the driver shall be authorised to pass the defective signal in 'ON' position by the S.M. on duty by giving him private number, clearly indicating the signals which has/have to be passed by the Driver in 'On' position. The driver must record the Private Number and the particulars of signal/signals/time in his note book. Similar entries should be made by the Station Master in a special register. \nS.R. 3.69.(5) (a) \n(i) The form T 369(3b) (Authority to pass Defective Signals) is printed in blue font and bound in books to enable the carbon impression to be taken. \n (ii) The name of the signal or signals required to be passed at ON or in defective position should be written by hand in full and in block capital letters on the form. (iii) The name of the station on the form shall always be entered in full and in block capital letters and the station stamp affixed. \n(iv) The Signature of the Station Master on duty shall be in full on the form. Initials are \nnot permitted. \n (v) The same form shall not be used for both approach and departure signals. One form \nmay, however, be used for one or more defective signals of the group of approach \nsignals and similarly one form may be used for one or more group of departure \nsignals. \n(vi) Where the defective signal is one of the signals fixed on a bracket post the defective signals shall be specifically described on the Form T 369 (3b) by the route it governs. \n (vii) The original foil shall be the foil to be delivered to the Driver. It shall be delivered to the driver who shall sign for the same, showing also the time of receipt, in the spaces provided in the form itself for the purpose, in the carbon copy. The carbon copy shall not be delivered to the Driver but shall form the station record. \n(viii)When a train is being worked with more than one engine in front, the driver of the additional engine shall also sign on the Form T 369(3b) before it is handed over to the Driver of the leading engine for acceptance and acknowledgement. \n(ix) No correction, erasure or overwriting whatsoever must be made while preparing the Form T 369(3b). If in writing out the form T 369(3b) a mistake is made, the form should be cancelled and the word 'cancelled' should be written across the form and a fresh form prepared. \n (b) (i) The Driver who receives the Form T 369(3b) for a defective Stop Signal shall pass the signal concerned at a reduced speed not exceeding 15 KMPH on hand signal from the Railway servant deputed in terms of G.R. 3.68 (b) subject to the exceptions indicated in the note in the form T 369(3b) itself. He shall observe all due caution and be prepared to stop short of any obstruction including level crossing gates situated within station limits. \n(ii) The Driver shall make over all form T 369(3b) received by him along with his Joint Train Journal to the SSE (Loco) at the end of the journey.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 102, + "text": "81 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.70. DUTIES OF STATION MASTER WHEN A DEPARTURE STOP SIGNAL IS \nDEFECTIVE. – \n(1) In the event of a Starter becoming defective, the Station Master may authorise \nthe Driver to pass such signal by a written authority which shall be handed over \nto the Driver at the station where the defective signal is located and in addition \nthereto, a competent railway servant shall show hand signals to the \ndeparting train in accordance with the instructions of the Station Master or \nby taking ‘Off’ the Calling-on signal, if provided under sub-rule (2) of Rule \n3.13, after the train has been brought to a stand at the defective signal. \n(2) In the event of an Advanced Starter becoming defective, hand signals may be \ndispensed with and the Station Master may authorise the Driver to pass such \nsignal by a written authority, which shall be handed over to the Driver at the \nstation, where the defective signal is located . \n Provided that in exceptional circumstances where, under approved special \ninstructions, an Advanced Starter protects any points, hand signals shall not be \ndispensed with. \n(3) For the purpose of handing over the written authority mentioned in sub-rules (1) \nand (2), the train shall be stopped at the station where the defective signal is \nlocated. The written authority to pass a defective departure Stop signal shall not \nbe handed over to the Driver unless all the conditions for taking ‘Off’ such signal \nhave been fulfilled. \n(4) Where under approved special instructions a Calling-on signal has been \nprovided below a departure Stop signal, other than the last Stop signal, the \nCalling-on signal shall not be taken ‘Off’ unless the conditions for taking ‘Off’ \nthe departure Stop signal above it have been fulfilled. \nS.R. 3.70 (a) The written authority shall be on form T 369-(3b). \n (b) The Railway Servant giving hand signals at the foot of the defective Starter Signal \nshall also, satisfy himself that the route is correctly set and is clear and free from \nobstruction for the despatch of the train. \n (c) Before issuing the form T 369-(3b) for last stop signal, the Station Master on duty \nmust also ensure that the Line Clear has been obtained for the train from the \nblock station in advance. An endorsement to the effect that the Line Clear has \nbeen obtained shall be made on the form T 369-(3b) showing also the Private \nNumber received from the block station in advance. If the Line Clear is obtained \nby the Switchman or the Cabin ASM, it shall be got confirmed by the Station \nMaster on duty under an exchange of Private Number. \n3.71. WARNER OR DISTANT SIGNALS DEFECTIVE IN THE ‘OFF’ POSITION. – \n(1)(a) If a Warner signal on a post by itself or a Distant signal is out of order and \ncannot be kept in the ‘On’ position, a Stop hand signal shall be shown at the foot of the \nsignal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 103, + "text": "82 SIGNALS \n________________________________________________________________________________________________________________ \n \n At night, the light or lights of the signal shall be extinguished and the train, after \nbeing first brought to a stand, may then be hand-signalled past the signal. \nAdvice of the defective signal shall be given to the Drivers of trains at the station \nin rear warning them to stop at such signal. \n(b) If a Warner signal placed below a Stop signal becomes defective and cannot \nbe kept in the ‘On’ position, the Stop signal above it shall be treated as \ndefective and by night the light of the Warner signal shall be extinguished. \n(2) If the Warner or Distant signal of an Intermediate Block Post is defective and \ncannot be kept in the ‘On’ position, the Intermediate Block Stop signal shall also \nbe kept at ‘On’ and treated as defective and action taken as per Rule 3.75. \n3.72. WARNER NOT TO BE USED WHEN STOP SIGNAL IS DEFECTIVE. - \nWhenever a Stop signal is defective or ceases to work properly at a station provided \nwith Warner, the Warner applying to the line to which the defective Stop signal applies \nshall be kept at ‘On’ until the defective Stop signal is rectified. \nS.R.3.72. Defective Home Signal at Stations with Multiple Aspect Signal- Whenever the Home \nSignal is defective or ceases to work properly at a station equipped with manually operated \nmultiple aspect signals, the relevant Distant Signal shall be kept ‘ON’ until the defective \nHome Signal is rectified. \n3.73. PASSING OF A GATE STOP SIGNAL AT ‘ON’. - \n(1) When a Driver finds a gate Stop signal at ‘On’ he shall sound the prescribed code \nof whistle and bring his train to a stop in rear of the signal. \n(2) (a) If the gate Stop signal is provided with a ‘G’ marker, the Driver shall wait at \nthe signal for one minute by day and two minutes by night, and if the signal is \nnot taken ‘Off’ within this period, he may draw his train ahead cautiously and \nstop short of the level crossing. \n (b) He shall then be hand-signalled past the gate by the Gateman, if there is one, \nor in the absence of a Gateman, by one of the members of the engine crew or \nby the Guard of the train after ascertaining that the gates are closed \nagainst road traffic. \n(3) If the Driver finds, after stopping at the signal, that there is no ‘G’ marker, he \nshall proceed further only in accordance with the procedure laid down under \nspecial instructions. \nS.R. 3.73. In non-automatic signalling territories where local site conditioned require, a \ndistinctive gate signal shall be provided with square marker plates, yellow in colour and \nletter ‘G’ inscribed thereon for controlling the entry of a train into a rail cum-road bridge. \nWhen a driver finds such a gate signal at ‘ON’, he must sound a long whistle and bring his \ntrain to a stop in rear of the signal. If after waiting for one minute by day and two minutes by \nnight the signal is not taken ‘off’, he may draw his train ahead cautiously on hand signals \ngiven by the fireman/diesel assistant and stop in rear of rail-cum-road bridge/level crossing \ngate.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 104, + "text": "83 SIGNALS \n________________________________________________________________________________________________________________ \n \n The driver shall not pass rail-cum-road bridge unless he is piloted by the Gateman or \nhand-signalled forward by the Gateman walking ahead of the train. In the absence of the \nGateman, one of the engine crew must close the gates against road traffic at both ends of the \nbridge and hand signal the train through the bridge in a similar manner. \nIn case there is bridge between the gate signal and the gate, the driver must be hand \nsignalled across the level crossing gate by the Gateman or by one of the engine crew when \nthe Gateman is absent. The person giving such signals will ensure that the level crossing is \nclear and the gates have been closed against road traffic. \n3.74. ABSENCE OF A FIXED SIGNAL OR A SIGNAL WITHOUT A LIGHT.- \n(1) (a) If there is no fixed signal at a place where a fixed signal is ordinarily shown, or \n(b) if the light of a signal is not burning when it should, or \n(c) if a white light is shown in place of a colour light, or \n(d) if the aspect of a signal is misleading or imperfectly shown, or \n(e) if more than one aspect is displayed, the Driver shall act as if the signal was \nshowing its most restrictive aspect : \n \nProvided that during night, if in the case of a semaphore Stop signal for \napproaching trains only, the Driver finds the signal light extinguished , he shall bring \nhis train to a stop at such signal. If he finds that the day aspect of such signal is \nclearly visible and is satisfied that the signal is in the ‘Off’ position, he shall proceed \npast it upto the station cautiously at a restricted speed obeying all intermediate Stop \nsignals, if any, relating to him, and report the matter to the Station Master for \nnecessary action. \n \n(2) At stations equipped with a colour light signal provided with a ‘P’ marker, the \nDriver shall bring his train to a stand if it does not show any light or shows as \nimperfect aspect and having satisfied himself that the signal is provided with a ‘P’ \nmarker, shall proceed preparing to stop at the next stop signal and shall be guided \nfurther by its aspect. \n \nS.R.3.74.(a)When a Driver comes across any signal which is flickering / bobbing, he should \nconsider that signal to be showing the most restrictive aspect and being his train to a \nstop short of it. If the signal assumes steady aspect, and remains steady for 60 seconds, \nthe Driver should act accordingly to the steady aspect so shown. If, however, the signal \ncontinuous to flicker/bob and does not assume the steady aspect for 60 seconds, he \nshould treat the signal as defective and take further action accordingly. \n \n(b) When a Driver comes across any signal which is showing more than one aspect \nsimultaneously, he shall take action as detailed below:- \n(i) In case of a manual stop signal, he shall observe G.R. & S.R. 3.69, 3.80, 3.81 \ntreating the signal as defective. \n(ii) In case of automatic signal, he shall obey the most respective aspect.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 105, + "text": "84 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.75. PASSING OF INTERMEDIATE BLOCK STOP SIGNAL AT ‘ON’. – \n(1) When a Driver finds an Intermediate Block Stop Signal at ‘On’, he shall stop his \ntrain in rear of the signal, and contact the Station Master of the block station in \nrear on the telephone, if provided on the signal post. \n(2) The Station Master shall authorise the Driver to pass the Intermediate Block Stop \nSignal, if defective as prescribed by special instructions. \n(3) If the telephone is not provided or is out of order, the Driver after waiting for 5 \nminutes at the signal shall pass it at ‘on’ and proceed cautiously and be prepared \nto stop short of any obstruction, at a speed not exceeding 15 Kilometres an hour if \nhe has a good view of the line ahead, otherwise at a speed not exceeding 8 \nKilometres an hour and report the failure to the station Master at the block station \nahead. \n(4) The Station Master of the block station working the Intermediate Block Stop \nSignal on becoming aware that such a signal is defective shall, before despatching \na train, treat the entire section up to the block station immediately ahead of the \nIntermediate Block Post as one block section and issue a written authority to the \nDriver to pass the defective Intermediate Block Stop Signal at ‘on’ without \nstopping at the signal, in accordance with the procedure prescribed by special \ninstructions. \nS.R. 3.75.(1) Passing Intermediate Block Stop Signal at ‘on’ - \n \n(i) When a Driver finds an Intermediate Block Stop Signal at ‘On��, he shall bring his \ntrain to a stop in rear of the signal, advise the guard of the fact by sounding a long \ncontinuous whistle and contact the Station Master of the block station in rear, on the \ntelephone provided for the purpose on the signal post. \n(ii) If the Station Master, on being contacted on telephone by the driver, finds that signal is \ndefective, he shall, after obtaining the line clear for the train from the station in \nadvance, authorise the Driver on the telephone to pass the Intermediate Block Stop \nSignal at ‘on’ and enter the block section ahead. He shall also advise the Driver of the \nPrivate Number under which he had received the line clear from the station in advance. \n(iii) If, however, the telephone provided at the Intermediate Block Stop signal post is out of \norder and the Driver is unable to contact the station in rear he shall wait for 5 minutes \nat the signal and if within this period the signal is not taken 'off’, he may, after advising \nthe guard of this fact by sounding one long whistle which may be repeated if necessary, \nand after exchanging all right signal with him pass the Intermediate Block Stop signal \nat 'on' and proceed cautiously into the block section ahead. When an Intermediate \nBlock Stop signal is passed in this manner the speed of the train shall not exceed 15 \nKMPH if the visibility is good. Where, owing to any reason, the line ahead cannot be \nseen clearly the driver shall proceed at a very slow speed, which shall under no \ncircumstances exceed 8 Km per hour. From the Intermediate Block Stop Signal to the \nfirst Stop Signal of the block station ahead, the driver shall be extremely vigilant and \ncautious and be on the look out for obstructions, so that he is always in a position to \nstop short of any possible obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 106, + "text": "85 SIGNALS ________________________________________________________________________________________________________________ \n \n On reaching the block station ahead, the Driver shall report the failure of the signal/the telephone as the case may be to the Station Master. \n(iv) When the driver has to pass an IBS signal at ON, he shall proceed cautiously as laid down in GR. 3.75 (3) and will continue to proceed cautiously until he reaches the foot of the next stop signal and even if that signal is 'OFF' the driver shall continue to look out for any possible obstruction short of the same and will act upon its indication only after he has reached it. \n(v) However, if the Station Master of the block station immediately in rear of an Intermediate Block Stop Signal is aware that such a signal is defective, he shall, before despatching a train, obtain the line clear for the block section between the Intermediate Block Stop Signal and the block station in advance and then issue a written authority to the Driver to pass the Intermediate Block Stop Signal ahead at 'on' without stopping at the signal. \n An endorsement shall be made on such an authority that the line clear for the block section upto next station has been obtained under Private Number quoting the private number so obtained from the station master of the block station in advance. \nNote - On those section where due to gradients and other local conditions, the driver cannot leave his engine, special rules may be laid down to meet with such eventualities. \nS.R. 3.75.(2) (a) If the Block Istrument provided at the stations on either side of an Intermediate Block Post, or the last stop signal of the station in rear of Intermediate Block Post or the track circuiting or the axle counters beyond the last stop signal fail, the Intermediate Block Stop signal shall be deemed to be defective and the procedure laid down in S.R. 3.75 (1)(v) shall be adhered to. \n (b) The detailed procedure to be followed in the event of failure of Axle Counters and the Intermediate Block Stop signal shall be incorporated in the Station Working Rules of the stations concerned. \nS.R. 3.75.(3) The Station Master of the block station working the intermediate block stop signal shall not despatch the third train till such time complete arrival of the first train has been received from the block station in advance. \n3.76. INTIMATION TO OFFICIALS WHEN DEFECTS REMEDIED. - As soon as a \ndefective signal has been put into good working order, the Station Master shall intimate \nthe fact to the officials who were advised of its being defective. \n \n3.77. DEFECTIVE OR DAMAGED POINTS ETC.- \n(1) Whenever points, crossings or guard rails are defective or damaged, the railway \nservant in charge of operation of points shall protect them and immediately \narrange to report the circumstances to the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 107, + "text": "86 SIGNALS \n________________________________________________________________________________________________________________ \n \n(2) The Station Master, on becoming aware of such defective or damaged points etc. shall - \n(a) immediately arrange to have the defect rectified by the railway servant \nresponsible for their maintenance, \n(b) arrange to ensure the safe passage of trains, and \n(c) keep the signal or signals concerned at ‘On’ until the defect is rectified. \n S.R. 3.77.(1) Whenever points, crossings or guard rails are damaged the Station Master shall arrange to advise the SE (P.Way), and in the case of interlocked points, the SSE(Signal) also. \nS.R. 3.77.(2) If points are damaged, the Station Master shall examine and decide if it is safe to pass trains over such points at restricted speed which shall not exceed 8 KMPH. Caution Order shall be issued accordingly to the Driver. \nS.R. 3.77.(3) In the event of a point being burst through, the train shall not be backed. \n \n3.78. DUTIES OF ENGINE CREW IN RESPECT OF SIGNALS. \n(1) (a) The Loco Pilot shall pay immediate attention to and obey every signal whether \nthe cause of the signal being shown is known to him or not; \n(b) the Loco Pilot shall not, however, trust entirely to signal, but always be vigilant \nand cautious. \n(2) (a) The Loco Pilot shall whistle intermittently when his engine explodes detonator(s) \nand take every possible caution including reduction of speed as necessary, so as \nto have the train well under his control and be able to stop short of any \nobstruction on the line; \n(b) after proceeding 1.5 kilometres from the place where his engine exploded \ndetonator(s), if his engine does not explode any more detonator(s), he may then \nresume authorized speed; and \n(c) report the incident to the next station or cabin. \n(3) If in consequence of fog, storm or any other reason, the view of the signal is \nobstructed, the Loco Pilot shall take every possible precaution, so as to have the \ntrain well under control. \n(4) When the Loco Pilot notices a signal warning of an obstruction, except detonator(s), \nhe shall stop his train immediately and act on advice of the person exhibiting \nwarning signal or on the basis of obstruction noticed by him. \n(5) In case no further details of exhibition of warning signal are noticed, after stopping \nfor one minute by day and two minutes by night to ascertain the location and/or \ncause of the warning, he shall proceed cautiously upto the next block station, \nkeeping a sharp look out.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 108, + "text": "87 SIGNALS \n________________________________________________________________________________________________________________ \n \n(6) The Loco Pilot shall acquaint himself with the system of working, location of \nsignals and other local conditions affecting the running of trains on a section or \nsections of the railway over which he is to work and if he is not so acquainted \nwith any portion of the railway over which he is to work, obtain the services of a \nqualified railway servant who is conversant with it to assist him. \nS.R. 3.78.(1) Qualified Railway Servant - For the purpose of GR 3.78(6), the 'qualified \nrailway servant' shall be a passed train Loco Pilot or a competent Loco Inspector or a \ncompetent Railway servant. \nSR 3.78 (2) (A) Road learning for Loco Pilot and Assistant Loco Pilot.- \n(a) Every Loco Pilot/Asstt. Loco Pilot should be given 3 trips (up and down direction \nseparately) for learning road out of which one must be by night to familiarize himself with \nthe section(s) on which he is rostered for duty. On ghat section and automatic territories \nminimum 6 trips of road learning shall be provided in both the directions. If more than \none line is available in a section, at least one trip road learning in each line shall be \nprovided. \n(b) on promotion to or officiating as LP (Goods) road learning as prescribed in (a) above has \nto be provided to Loco Pilot to understand train dynamics. \n(c) If Loco Pilot/Asstt. Loco Pilot has not operated on a section for over 3 months, he should \nbe given road learning trip/s as per the schedule given below: \nDuration of absence No. of trips No. of trips on Ghat \nsection and Automatic \nterritory \n(1) 3 to 6 months One trip Three trips \n(2) 6 months to 2 years Two trips Three trips \n(3) over 2 years Three trips Six trips \n(d) Any additional trip/s considered necessary should be provided with the approval of the \ncontrolling branch officers of the Division. \n(e) The scale of the trips provided as above would apply to all systems of working.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 109, + "text": "87A SIGNALS 87 \n(f) A register should be maintained at the crew booking point. A Loco Pilot/Asstt. Loco Pilot \nshould record in the register 15 days in advance that he is lapsing road learning in a \nsection. Also, the base depot should keep a record of the date of the last trip performed by \na Loco Pilot/Asstt. Loco Pilot on different sections and update it every first of the month. \nOn the basis of these records, depot in-charge should book Loco Pilot/Asstt. Loco Pilot for \nload learning on a section where it is required. \n (g)The record of road learning may also be kept in Crew Management System. \nSR 3.78 (2)(B) Road learning for Guard.- \n(a) Before taking up train working duty on a portion of the Railway (hereinafter called the \nsection) Guard shall acquaint himself with the section for which purpose he shall make \nthree trips for ‘learning road’ of which at least one should be during night by the class of \ntrain which he is normally required to work. \n(b) On Automatic signaling territory and Ghat sections Guard will do a minimum number of 5 \nroad learning trips, of which two will be during night. \n(c) Guard shall be deemed to be not acquainted with a section of the Railway if a period over \nsix months has elapsed, since he had last worked on that section and he shall again learn \nthe road to the refresh his knowledge before working on that section as per the schedule \nlaid down in above SR 3.78(2)(B) (a) and (b). \nNote: After having road leaning, Loco Pilots/Asstt. Loco Pilots/Guards gives in writing to \ndepot incharge that they are conversant with section in which they are required to work and \nthis will confirm that they are conversant with both the directions to traffic and all the \nstations/yards/sidings enroute. \n(Ref: PED (Safety), RB’s letter no. 2017/Safety (DM)/7/25/Pt./4 dated 03.07.18) \nS.R. 3.78.(3) Precautions to be taken by the Loco Pilot when view or signals is obstructed- In \nthick, foggy or tempestuous weather impairing visibility or when the view of the signals is \nobstructed, the loco pilot shall whistle continuously (as per item 9 (a) of S.R. 4.50) and take \nevery possible precaution including reduction of speed as necessary so as to have the train \nwell under control and be able to stop short of any possible obstruction on the lines.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 110, + "text": "SIGNALS 88 \nSR 3.78 (4) Whenever 'Mail, Express and other Passenger Trains of other Railways/ Division' \nare diverted via alternate routes over any portion of this railway due to any reason, the \nfollowing precautions and discipline shall be followed in booking / providing the engine crew \nfor such diverted trains. \n(A) Rajdhani, Shatabdi and similar trains should be worked by Mail, Express Loco Pilots, \neven by withdrawing them from their regular scheduled links. \n(B) Mail/Express trains shall be worked by empanelled Goods Loco Pilots as per Item (C) \nbelow. \n(C) A panel consisting of adequate number of Goods Loco Pilot, including number of \nvacancies of Mail, Express and Passenger Train Loco Pilots drawn from the Goods Loco \nPilots holding grade 'A' cards shall be available in all Divisional, Sub Divisional \nControl Offices and Crew Booking points. The Loco Pilots from such panel should be \ndeployed to work Mail, Express trains. This panel should be quarterly updated beginning \nfrom each calendar year. \n(D) Loco Inspector or a competent railway servant in his lieu must accompany the Loco Pilot \non the foot plate when an empanelled Goods Loco Pilot as per above is not available. \n(E) In case competent crew as specified above is not available for running a particular type \nof locomotive, then loco should be changed with another type for which competent crew \nis available. \n3.79. DUTIES OF LOCO PILOT IN RESPECT OF A CALLING-ON SIGNAL.-The \nLoco Pilot of a train shall be guided always by the indication of the Stop signal below \nwhich the Calling-on signal is fixed. If this Stop signal is at ‘On’, he shall bring his train \nto a Stop. If he finds that the Calling-on signal is taken ‘Off’, he shall, after bringing his \ntrain to a Stop, draw ahead with caution and be prepared to Stop short of any \nobstruction. \n3.80. DUTIES OF LOCO PILOT WHEN AN APPROACH STOP SIGNAL IS \n‘ON’ OR DEFECTIVE. – \n (1) The Loco Pilot of a train shall not pass an Outer, a Home or a Routing signal that \nrefers to him, when it is ‘On’ or defective, unless – \n(a) he has, at a previous station, received notice in writing specifying that the \nsignal is out of order and unless he also receives a Proceed hand signal from a \nrailway servant in uniform at the foot of such signal; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 111, + "text": "88A SIGNALS 87 \n (b) after coming to a stand, he is either given a written authority by the Station \nMaster to proceed past such signal or is authorised by a Calling on signal in \nthe ‘Off’ position or is authorised by the Station Master over the signal post \ntelephone in accordance with special instructions. \n(2) The Loco Pilot of a train while passing an Outer, a Home or a Routing signal, \nwhen it is ‘On’ or defective, shall ensure that the speed of his train does not exceed \n15 Kilometres an hour. \nS.R.3.80. The Loco Pilot receiving T 369-(3b) for a defective Outer, Home or Routing signal \nshall pass it only when he receives hand signal at the foot of the defective signal, displayed by \na competent Railway servant in term of GR 3.69(1). If no proceed signal is displayed at the \nfoot of the signal, the Loco Pilot shall wait until he gets the signal. \n3.81. DUTIES OF LOCO PILOT WHEN A DEPARTURE STOP SIGNAL IS \n‘ON’ OR DEFECTIVE. – \n(1) The Loco Pilot of a train shall not pass a departure Stop signal that refers to \nhim, when it is ‘On’ or defective, unless his train has been brought to a stop at \nthe station where the defective signal is situated and he is authorised to do so – \n(a) By a written permission from the Station Master, in addition, in the case of a \nstarter, or advanced Starter protecting points, he shall not pass such signals, \nwhen “on” or defective, unless he also receives a “Proceed” hand signal \nfrom a duly authorised member of the station staff posted at the signal, or \n(b) by taking ‘Off’ the Calling-on-signal, if provided under approved special \ninstructions, vide sub-rule (2) of Rule 3.13. \n(2) In the case of a last Stop signal, he shall not pass such signal, when ‘On’ or \ndefective, unless he is also in possession of a proper authority to proceed under the \nsystem of working. \nS.R. 3.81.(1) In the case of defective starters or defective advance starter protecting points, \nHand signals shall always be displayed at the signal. If no proceed signal is displayed at the \nfoot of the signal the Loco Pilot shall wait until he gets the signal. \nS.R. 3.81.(2) If a train stands with engine beyond Starter and has to be started from that \nposition, the Station Master will take ‘off’ the Starter and advise Loco Pilot and Guard of the \ntrain in writing to start, observing the signal taken ‘off’ for their train. In case the Starter \nsignal cannot be taken ‘off’ due either to occupation of track circuited section or any other \nreason, the Station Master will issue a written advice to the Loco Pilot and Guard to start \ntheir train. The Station Master, before issuing such advice, shall ensure that everything is all \nright for the train to be started.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 112, + "text": "89 SIGNALS \n \n3.82. PERMISSION BEFORE ENTERING ON OR CROSSING A RUNNING LINE.- \nNo Driver shall take his engine on or across any running line until he has obtained the \npermission of the Station Master and has satisfied himself that all the correct signals \nhave been shown. \n \nS.R. 3.82.(1) Authority to enter or cross running lines – The Station Master’s permission to \nenter or cross a running line is conveyed by the taking ‘OFF’ of the proper fixed signal or in \nthe case of a shunting movement by the taking ‘OFF’ of the proper shunting signal or the \nexhibition of hand signals by the Guard or station staff conducting the shunting. \n \nS.R. 3.82.(2) Movement from one yard to another- The movement from one yard to another \nwill be controlled by the staff controlling the yard of entry either by taking of fixed signal, if \nprovided, or by hand signal. \n \n3.83. ASSISTANCE OF THE ENGINE CREW REGARDING SIGNALS. - \n \n(1) The Driver and the first Fireman or the Assistant Driver, as the case may be, shall \nidentify each signal affecting the movement of the train as soon as it becomes \nvisible. They shall call out the aspects of the signals to each other. \n \n(2) The Assistant Driver or the Fireman shall, when not otherwise engaged, assist the \nDriver in exchanging signals as required. \n(3) The provisions of sub-rules (1) and (2) shall, in no way, absolve the Driver of his \nresponsibility in respect of observance of and compliance with the signals. \n \n3.84. DUTIES OF DRIVERS AS TO SIGNALS WHEN TWO OR MORE ENGINES \nARE ATTACHED TO TRAIN. - When two or more engines are attached to a train, \nthe Driver of the leading engine shall be responsible for the observance of and \ncompliance with the signals and the Driver or Drivers of other engine or engines shall \nwatch for and take signals from the Driver of the leading engine, except in cases \nwhere special instructions are issued to the contrary. \n \n3.85. REPORTING OF DEFECTS IN SIGNALS. - \n \n(1) Should a Driver or a Guard observe that a signal is rendered imperfectly visible \nby branches of trees or by any other cause, or that a signal light is partially \nobscured or not burning brightly enough to give a clear aspect, he shall report \nthe matter to the Station Master at the next station at which the train stops. \n(2) When such a report is made by a Driver or a Guard, the Station Master shall take \nimmediate steps to advise the Station Master concerned who shall get it rectified. \n \n***************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 113, + "text": "90 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \nCHAPTER IV \nWORKING OF TRAINS GENERALLY \nA. TIMING AND RUNNING OF TRAINS \n4.01. STANDARD TIME. - The working of trains between stations shall be regulated \nby the standard time prescribed by the Government of India, which shall be transmitted \ndaily to all the principal stations of the Railway at 16.00 hours in the manner \nprescribed. \nS.R. 4.01. The Section controller on duty at 16.00 hrs. shall transmit the time signal to the \nstations in the section controlled by him. In case the duty of the Section Controller changes at \n16.00 hrs. the outgoing Section Controller shall transmit the signal. In the non controlled \nsection, the signal shall be transmitted by the controlling station. \n4.02. ADHERENCE TO ADVERTISED TIME. - No passenger train or mixed train \nshall be despatched from a station before the advertised time. \n4.03. SETTING WATCH. - Before a train starts from a terminal or crew-changing \nstation, the Guard shall set his watch by the station clock or the clock at the authorised \nplace of reporting for duty and communicate the time to the Driver who shall set his \nwatch accordingly. \n4.04. TIME OF ATTENDANCE FOR TRAIN CREW. - Every Guard, Driver, \nAssistant Driver or Fireman shall be in attendance for duty at such place and at such \ntime as may be prescribed by special instructions. \nS.R. 4.04.(1) Attendance of Guards:- \n(a) where trains originate- \n(i) Guards of originating passenger trains shall report 30 minutes and of originating \nGoods Train shall report 30 minutes before schedule departure of train. \n(ii) Except where otherwise ordered, guards of parcel trains, van trains and shunting \ntrains shall report for duty 60 minutes before the booked departure of their trains. \n(b) For through goods trains at intermediate stations, where trains are stopped for change of \nrunning staff, the Guard should sign ‘On’ 15 minutes before the scheduled/expected \ndeparture of the train. For through passenger train, Guard shall report 15 minutes before \nthe scheduled/expected arrival of the train. \n(c) Any Guard who cannot attend owing to sickness must give sufficient previous notice \nwhich will be supported by a medical certificate to the Station Master. \nS.R. 4.04.(2) Attendance of Drivers and Assistant Drivers/Firemen:- \n(a) At station where trains originate or loco changing station, crew shall report for duty in \nthe shed 45 minutes before their engine is due to leave shed. In the case of Diesel and \nElectric Locos where Shunters/Engine Turners are provided for taking out locos from \nshed and attaching on load, the Driver shall be called out as laid in Sub-para (b) below. \n \n(b) For through trains, at intermediate stations where only crew is required to be changed, \nthe crew should sign ‘On’ 15 minutes before the scheduled/expected departure of the \ntrain. In case if Goods train is expected before time, crew/Guard may", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 114, + "text": "91 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n be asked to report earlier than Train Advertised Time through telephonically only. After \nproviding CUG to all Guards/Drivers, the call boy system may be abandoned. \n \n4.05. PROPER RUNNING LINE. - The Driver shall take his train along the proper \nrunning line. \n \n4.06. DIRECTION OF RUNNING. - \n \n(1) On a double line, every train shall run on the left-hand line unless otherwise \nprescribed by special instructions. \n \n(2) If there are two or more parallel lines, the direction in which trains are to run on \neach line shall be prescribed by special instructions. \n \n4.07. SUPPLY OF WORKING TIME TABLE AND SCHEDULE OF STANDARD \nDIMENSIONS. - \n \n(1) A copy of the Working Time Table for the time being in force shall be supplied to \neach Station, Guard, Driver, Inspector of Way or Works and any other railway \nservant requiring the use of the Working Time Table during the course of his \nduties. \n(2) A copy of the Working Time Table shall, on issue, be supplied to the \nCommissioner of Railway Safety. \n(3) A copy of the Schedule of Standard Dimensions for the time being in force shall be \nsupplied to each Inspector of Way or Works and Train Examiner. \n \nB. SPEED OF TRAINS \n \n4.08. LIMITS OF SPEED GENERALLY. - \n \n(1) (a) Every train shall be run on each section of the railway within the limits of speed \nsanctioned for that section by approved special instructions. \n(b) The sectional speed sanctioned and permanent speed restrictions shall be shown \nin the Working Time Table. \n(c) The Driver shall observe the sanctioned sectional speed except when either one \nspeedometer in case of electric loco or two speedometers in case of other \nlocomotives are defective. In such cases of defective speedometers both the \nmaximum permissible speed and booked speed of coaching trains shall be \nreduced by ten percent from the speed otherwise permissible. \n \n(2) The Driver shall - \n \n(a) regulate and control the running of the train according to the Working Time \nTable, so as to avoid either excessive speed or loss of time, and \n(b) not make up between any two stations more time than is allowed in this behalf in \nthe Working Time Table, and shall also observe all speed restrictions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 115, + "text": "92 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n \n(3) When it is necessary to indicate to the Driver where trains are to run at a restricted \nspeed or where trains have to come to a stop due to the line being under repairs or \ndue to any other obstructions, action shall be taken as specified in Rule 15.09. \nS.R. 4.08 (1) Subject to all temporary and permanent speed restrictions and the maximum \npermissible sectional speeds as laid down in the Working Time Table for each section \nconcerned, the general maximum limits of speed along with explanations are given in \n“General Instructions of Working Time Table in force’’. Driver must not violate the \nmaximum permissible speed limit prescribed in the Working Time Table. \nS.R. 4.08 (2) In the event of a Railway Official noticing that a Driver is exceeding the \nsanctioned sectional speed or the maximum permissible speed for the class of the train or the \nspeed restriction either temporary or permanent, he shall take measures to advise the Drivers \nof the fact at the next stop and submit a report, as early as possible, to the DOM/Sr.DOM and \nDME/Sr. DME concerned. \nS.R. 4.08 (3) Speed of trains entering dock platform lines: - The speed of trains entering dock \nplatform lines shall not exceed 8 KMPH. \nS.R. 4.08 (4) Attaching of goods stock to Passengers trains:- \n \n(i) Goods stock, duly certified ‘‘fit to run on passenger trains’’ by train examining \nstaff, can be attached to run on Passenger trains (except Mail and Express trains) \nwith strict adherence of marshalling orders of Mixed trains. \n(ii) The maximum speed of such trains should not exceed 75 KMPH on Board Gauge \nand 50 KMPH on Meter Gauge. The Driver of such a train must be apprised about \nattaching of goods stock by issue of a Caution Order instructing him not to exceed \nthe above speed limits. \n(iii) Goods stock must be attached next to the train engine unless the content are live-\nstock, explosives, dangerous or inflammable goods in which case these should be \nattached in the rear. \n(iv) On Metre Gauge section having gradients of 1 in 100 or steeper the mixed trains \nshould be marshaled with the coaching vehicles next to the train engine and goods \nvehicles attached in the rear of coaching vehicles. \n(v) Vacuum/Air braked piped vehicles are not permitted to be attached behind rear \nbrake van of a fully vacuumed/air braked train. They may, however, be attached", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 116, + "text": "93 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \ninside the rear brake van, provided interference to electric connection is not caused. \nThe last 3 vehicles including the brake van must however be with effective \nvacuum/air brake and operative cylinders. \n(vi) SE(C&W) at all stations where coaching and goods trains are examined shall \nexamine all goods stock attached to passenger trains, even though the train to \nwhich they are attached is not ordinarily examined at that station. At these stations, \nthis examination will be confined to the goods stock only and will be a ‘‘Safe to \nrun’’ examination. \n(vii) On sections where no C&W staff is provided at the terminal station, the C&W staff \nat the originating station of the mixed train will give the certificate for both the \noutward and the inward journey of the wagons whether loaded or empty indicating \nthe terminal station. \n \n4.09. CAUTION ORDER. - \n \n(1) Whenever, in consequence of the line being under repair or for any other reason, \nspecial precautions are necessary, a Caution Order detailing the kilometres \nbetween which such precautions are necessary, the reasons for taking such \nprecautions, and the speed at which a train shall travel, shall be handed to the \nLoco Pilot at the stopping station immediately short of the place where such \nprecautions are necessary, or at such other stations and in such manner, as \nprescribed under special instructions. \n(2) Sub-rule (1) does not apply in the case of long continued repairs when fixed signals \nare provided at an adequate distance short of such place and have been notified to \nthe running staff concerned. \n(3) The Caution Order referred to in Sub rule (1) shall be on white paper in blue or \nblack font or typed or made out on computers with the words “CAUTION \nORDER” written on top of the form in bold letters of appropriate font size to \ndraw attention distinctly and signed in full. \nS.R.4.09. Rules with regard to the issue and delivery of caution orders are given in \nAppendix 'A’. \n \n4.10 LIMITS OF SPEED OVER FACING POINTS.- \n \n (1) The speed of trains over non-interlocked facing points shall not exceed 30 \nkilometres an hour in any circumstances and the speed over turn-outs and cross-\novers shall not exceed its permissible speed or 30 kilometres an hour whichever is \nless, unless otherwise prescribed by approved special instructions, which may \npermit a higher speed. \n (Ref: GSR-168(E) under Gazette notification dated 13.03.2020) \n(2) Subject to the provisions of sub-rule (1), a train may run over interlocked facing \npoints at such speed as may be permitted by the standard of interlocking.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 117, + "text": "94 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \nS.R. 4.10 (1) Speed at which trains may run over facing points at interlocked and non-\ninterlocked stations is shown in the Working Time Table. \nS.R. 4.10 (2) Where the speed over the facing points at a station is less than the speed \nsanctioned at other stations on the same section, a permanent Speed Indicator should be \nfixed on the post of the first approach signal of the station. Where for sighting convenience, \nthe signal is situated at some distance from the track, Speed Indicator Board with the \ninscription ‘on facing points’ may be fixed alongside the track with the Outer Signal or \nWarner/Distant Signal. \nS.R. 4.10 (3) The Loco Pilot must observed the prescribed speed limits over turn-outs and \ncross overs and shall not resume normal speed until the entire length of the train has cleared \nthe same and until this has been so indicated to him by the Guard by exchanging an “All \nRight” signal. In such cases the Guard shall not give all right signal to the Loco Pilot unless \nthe last vehicle of his train has cleared the trailing points. \nNote:- The term “Section” in so far as this Rule is concerned does not necessarily mean a \nsection from one Junction to another but, a portion of the line on which the speed on facing \npoints is the same at all stations, (but for few exceptions) as shown in Working Time Table. \n4.11 LIMITS OF SPEED WHILE RUNNING THROUGH STATIONS: - \n \n(1) No train shall run through an interlocked station at a speed exceeding 50 kilometres \nan hour, or such less speed as may be prescribed by approved special instructions \nunless the line on which the train is to run has been isolated from all other lines by \nthe setting of points or other approved means, and interlocking is such as to \nmaintain this condition during the passage of the train. \n(2) In every case in which trains are permitted to run through on a non-isolated line, all \nshunting shall be stopped and no vehicle unattached to an engine or not properly \nsecured in accordance with Rule 5.23 may be kept standing on a connected line \nwhich is not isolated from the through line. \n \nS.R. 4.11(a) Trains arranged to run through the station without stopping shall, as far as \npossible always do so on the straight line. \n(b)When the straight line is blocked a train may be passed through on the loop at a speed not \nexceeding 15 kms. an hour or such speed as prescribed by approved special instructions and \nnotified in the working time table. \n (c)When it is necessary for a non-stopping train to be run through over the loop line, the \nAuthority to Proceed must not be given to the Loco Pilot on the Line Clear Picking Apparatus \nbut must be handed over to him opposite the Station Office. \n4.12 ENGINE PUSHING. - \n \n(1) No engine or self-propelled vehicle shall push any train outside station limits \nexcept in accordance with special instructions and at a speed not exceeding 25 \nkilometres an hour;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 118, + "text": "95 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n Provided that this sub-rule shall not apply to a train the leading vehicle of which is \nequipped with driving apparatus and which may be operated under approved \nspecial instructions; \n Provided further that this sub-rule shall not apply to an engine assisting in rear of a \ntrain, which may be permitted under approved special instructions to run without \nbeing coupled to the train; \n Provided also that no train, which is not equipped with continuous vacuum/air \nbrake shall be pushed outside station limits except in case of emergency; \n Provided further that a “Patrol” or “Search-light” special with one or more vehicles \nin front of the engine may be permitted to run at a maximum speed of 40 kilometers \nan hour. \n(2) For movement of trains outside station limits with engine pushing during night or in \nthick, foggy or tempestuous weather impairing visibility or where otherwise \nprescribed by special instructions, the leading vehicle of such trains shall be \nequipped with the prescribed head light and marker lights except in case of \nemergency. \n(3) When trains are worked as described in sub-rules (1) and (2), the engine pushing the \nload when it is the rearmost, or the rearmost vehicle if any, shall carry a tail board \nor a tail lamp. \n \nS.R. 4.12 (1) Position of brake-van or trains being pushed- When a train is being pushed \noutside station limits the leading vehicle should, if possible, be a brake-van. The Guard must \nride in the leading vehicle or in the nearest vehicle to it which if fitted with a vacuum/air \nbrake valve or a hand-brake, which he can work from the position in the vehicle and guide \nthe driver with the hand signals. \n \nS.R. 4.12 (2) When a train, due to unforeseen circumstances has to return to a Station from \nwhich it has proceeded, it must be brought to a stand, on the single line at the first stop \nsignal, and on the double line at the last stop signal of the same line or the first stop signal of \nthe opposite line whichever comes first and must be piloted from there in to the station by one \nof the station staff. \n \nS.R. 4.12 (3) Limits of speed of trains being pushed.- When the engine is pushing the train:- \n (a) The speed must not exceed- \n(i) 25 KMPH on the straight line or 8 KMPH over a turn-out or where the gradient is \nsteeper than 1 in 150 when the brake-van is leading and \n(ii) 8 KMPH in all cases when the brake-van is not leading; \n \n (b) When approaching points which are in his facing direction, the Guard must stop the \ntrain and satisfy himself that the points are correctly set and locked.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 119, + "text": "96 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.12 (4) The movement of train or vehicle outside station limit with engine pushing \nduring night or in thick foggy or tempestuous weather impairing visibility without the leading \nvehicle being equipped with head light, marker light and without the guard or staff with \nfacility to control the movement with application of vacuum/air brake shall not be permitted, \nexcept in case of emergencies, when such movement will be at a speed not exceeding 8 \nKMPH with the driver continuously whistling. \n \n4.13 LIMITS OF SPEED WITH ENGINE TENDER FOREMOST.- \n \n(1) (a) A passenger train or a mixed train shall not be drawn outside station limits by a \nsteam engine running tender foremost, except – \n \n(i) under a written order issued by the authorised officer; or \n(ii) in a case of unavoidable necessity, to be established by the Driver. \n(b) When any such trains is so drawn, the speed shall not exceed 25 kilometers an \nhour, or such higher speed, not exceeding 40 kilometers an hour, as may be \nauthorised by approved special instructions. \n(2) In cases of unavoidable necessity, goods trains may run with steam engines tender \nforemost at a speed not exceeding 25 kilometers an hour or such higher speed, which \nshall, in no circumstances, exceed 40 kilometers an hour, as may be laid down by \nspecial instructions. \n(3) When trains have to be worked with steam engines tender foremost as a regular \nmeasure under sub-clause (i) of clause (a) of sub-rule (1) and sub-rule (2), the head \nlight and marker light as prescribed in Rule 4.14 shall be provided on the tender. \n \nS.R. 4.13 In case of goods trains where head light and cowcatcher have been provided on the \ntender, the goods trains may be worked upto a speed of 40 KMPH. \n \nC. EQUIPMENT OF TRAINS AND TRAIN CREW \n \n4.14 HEAD LIGHT, MARKER LIGHTS AND SPEEDOMETERS. - \n \n(1) A train shall not be worked at night or in thick, foggy or tempestuous weather \nimpairing visibility or in long tunnels, unless the engine carries an electric head light \nof an approved design and, in addition, two oil or electric white marker lights. \n(2) An engine employed exclusively on shunting at stations and yards shall, at night or \nduring thick, foggy or tempestuous weather impairing visibility, display such head \nlights as are prescribed by the Railway Administration, and exhibit two red marker \nlights in front and in rear. \n(3) The electric head light on the engine shall be fitted with a switch to dim the light \nand shall be dimmed - \n(a) when the train remains stationary at a station ;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 120, + "text": "97 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n(b) when the train is approaching another train which is running in opposite \ndirection on double or multiple track of same or different gauges; and \n(c) on such other occasions as may be prescribed by special instructions. \n(4) In case the electric head light fails or a train has to be worked with the engine \nrunning tender foremost in an emergency, the engine shall display the two oil or \nelectric white marker lights referred to in sub-rule (1) pointing in the direction of \nmovement and the train shall run at a speed prescribed by special instructions. \n(5) In case of defective electric head light of locomotive running in a section provided \nwith reflective type of engineering fixed signal, during night or thick foggy weather \nimpairing visibility on BG and MG, the Driver shall work the train cautiously at a \nspeed not exceeding the severest temporary speed restriction imposed in the block \nsection or 40 kmph which ever is less. \n(6) Coaching locos should not be turned out from home shed if the speedometer/ \nrecorders are in defective condition. In case of speedometer/recorder becoming \ndefective during the run the train should run at a speed prescribed by special \ninstructions. \nS.R. 4.14 (1) A flashing yellow light shall be provided on both sides of driver’s cab on BG \nDiesel and Electric Locomotives which should be put ‘ON’ the right by the Driver in case the \ntrain comes to a stop on a double line section for any unknown reason. \nS.R. 4.14 (2) The shunting engines working in station yards need not be provided with \nheadlights. \nS.R. 4.14 (3) The speed of the trains running with tender foremost or without headlight shall \nbe as follows: \n(a) (i) Engine Foremost : During night, the Driver shall work the train cautiously at a \nreduced speed not exceeding 50 KMPH on B.G. and 40 KMPH on M.G. The engine \nwhistle shall be used frequently. \n(ii) Tender Foremost: The speed during night or in thick and foggy weather shall be \nrestricted to 15 K.M. per hour. The engine whistle shall be used frequently, \nparticularly while approaching and passing unmanned and manned level crossing \npreceded by whistle boards or otherwise known or visible to driver. \n(b) The Driver of the train engine the headlight of which has become defective shall inform \nthe Power Controller about the defect so that the latter shall in turn advise the Station \nMaster ahead and the Foreman/Shedman in charge of the shed to which the engine is \nbooked. The Power Controller shall also try to arrange for necessary attention to the \ndefect enroute by the staff of the nearest loco shed/Electric Chargeman. \n \nS.R. 4.14 (4) Electric headlights are not to be used during engine movement within station or \nRunning shed Yards.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 121, + "text": "98 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.15 TAIL AND SIDE LIGHTS. - \n \n(1) At night or in thick, foggy or tempestuous weather impairing visibility, no train shall \nbe worked outside station limits unless it has - \n(a) in the case of an engine with vehicles attached, save in a case to which sub-rule \n(2) applies, at least one red tail light, and two side lights showing red towards the \nrear and white towards the engine; \n provided that provision of side lights on goods trains and electric multiple unit \ntrains may be dispensed with under special instructions. \n(b) in the case of a single engine without vehicles attached at least one red tail light; \nand \n(c) in the case of two or more engines coupled together without vehicles attached, at \nleast one red tail light affixed to the rear engine. \n(2) A colliery pilot, i.e., a train used for collecting or distributing vehicles in colliery \nsidings, when working in a block section or in the colliery sidings taking off from a \nblock section, need carry a red tail light only as it enters or leaves the block station, \nat either end of such block section, provided that special instructions are issued to \nensure that no other train is permitted to proceed into the block section until the \nGuard of the colliery pilot has certified that he has left no vehicle obstructing the \nblock section in which he has been working. \n(3) When trains may run in the same direction on parallel lines, the side lights \nmentioned in clause (a) of sub-rule (1) may be arranged in accordance with special \ninstructions. \n(4) When a train has been shunted for a following train to pass, the tail and side lights \nmentioned in clause (a) of sub-rule (1) shall be dealt with in accordance with special \ninstructions. \n(5) Within station limits or in a siding, an engine employed in shunting shall have tail \nlights in accordance with special instructions. \n \nS.R. 4.15 (1) When the number of track on any section permit, under normal working \nconditions, of two trains running in the same direction at the same time, the Brake-van side-\nlamp adjacent to the other line or lines shall show a white light to the front and rear while \npassing over such section. \nS.R. 4.15 (2) When a train is shunted or detained to give precedence to another train running \nin the same direction, the Guard shall as soon as the train is clear of the running line, reverse \nthe two side lamps of the train (or in the case of fixed side-lamps reverse the slides) to show \nred towards the train engine, and white towards the rear before the train commences to move \non to the running line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 122, + "text": "99 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.15 (3) When an engine is employed in shunting within station limits or in siding, tail \nlights need not be provided. \n \n4.16 TAIL BOARD OR TAIL LAMP.- \n(1) In order to indicate to the staff that a train is complete, the last vehicle shall, \nexcept as provided for in sub-rule (2), be distinguished by affixing to the rear of it- \n(a) by day, a tail board of approved design or a red painted tail lamp of \napproved design which may be unlit, or \n(b) by night, as well as in thick, foggy or tempestuous weather impairing \nvisibility during day, a red tail lamp of approved design displaying a flashing \nred light to indicate last vehicle check device, or \n(c) such other device as may be authorised by special instructions. \n(2) A colliery pilot, i.e. a train used for collecting or distributing vehicles in colliery \nsidings, when working in a block section or in the colliery sidings taking off from a \nblock section, need carry a tail board or tail lamp, or such other device as may be \nauthorised by special instructions, only as it enters or leaves the block station at \neither end of such block section, provided that special instructions are issued to \nensure that no other train is permitted to proceed into the block section until the \nGuard of the colliery pilot certifies that he has left no vehicle obstructing the block \nsection in which he has been working. \n(3) In emergencies only, and under special instructions in each case, a red flag may be \nused in lieu of a tail board or an unlit tail lamp. \nS.R. 4.16 (1) An unlit red painted tail lamp of approved design may be permitted in lieu of \ntail board during day. \n S.R 4.16 (2) Light engines, single or coupled, must carry in the rear a red tail board of \napproved design by day, and a red tail lamp by night. Coupled engines must carry a tail \nboard of approved design on the rear engine during the day and red tail lamp by night and \nthe tail board/tail lamp on the leading engine must always be removed. \nS.R. 4.16 (3) Red flag in place of a tail board during the day may be used in emergencies with \nthe prior approval of an officer of the Operating Department. \nS.R. 4.16 (4) Tail Light/Tail Board on EMUs – \n(a) The Guard is responsible for seeing that the tail light / tail board etc. as the case may be, \nare correctly exhibited. \n(b) Use of Electric Flashing Amber light on EMUs by Guard – In case of any stoppage out of \ncourse or a stoppage of more than 2 minutes at a station, the Guard shall switch ‘on’ the \nElectric Flashing Amber light whether by day or by night and shall also switch it “off” \nwhen the train is on the move.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 123, + "text": "100 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(c) Use of Electric Flashing Amber light on EMUs by motorman – \n(i) If EMU train comes to a stop to on account of an accident or any other cause which \nis not immediately obvious and the motorman finds that his train can not proceed \nand feels necessary to stop the train on the adjacent line as his own/adjacent line \nmay be fouled or for conveying any message for assistance, he shall immediately \nswitch “on” the Electric Flashing Amber Light whether by day or by night and give \n4 bell code signals (4 sharp hooters in case of failure of bell code signal) to apprise \nthe Guard of his inability to proceed further. He will thereafter switch “off” the \nhead-light of the driving cab if is in the use during night, thick foggy or tempestuous \nweather impairing visibility. Besides this, if it is obvious that the adjacent line is \nfouled, he should also atonce take action to protect the adjacent line as per G&SRs \n6.03. \n(ii) When the Driver/Motorman of the adjacent line sees the Electric flashing light, he \nshall stop his train well short of the stranded train, communicate with the \nMotorman about the problem or assistance required and thereafter continue his \njourney only after ascertaining that the line on which he is proceeding is free from \nany obstruction. \n(iii) The Driver/Motorman of the train proceeding on the adjacent line and who has \ncommunicated with the Motorman on the stranded train must stop at the next \nstation and report the occurrence and the assistance required immediately. \n(iv) The Motorman of the stranded train should switch ‘off’ the Electric flashing Amber \nlight after he has conveyed the help message to the first Motorman/Driver of the \ntrain passing on the adjacent line, provided his train is not fouling the adjacent line. \n(v) The Motorman should also switch ‘on’ the flasher light fitted on the front driving \ncab of Electric Multiple Unit while running on the wrong line, on double/multiple \nline section or when proceeding on authority to proceed for opening the \ncommunication during total interruption of communication on single/temporary \nsingle line section. \n In case, the Electrical Multiple Unit train running on the wrong line without \nswitching ‘on’ the flasher light is noticed by the Station Staff, Gatemen and \nGangmen, they should stop the train immediately. \nS.R. 4.16 (5) whenever an Inspection carriage or SLR is not the last vehicle on the train and \nanother vehicle is attached in rear of such inspection carriage/SLR, the built in electric red \nlight as well as Tail Lamp of such Inspection carriage/SLR should be switched off. It is the \nduty of the Guard to ensure that Tail Lamp/Tail board is affixed only in rear of the last \nvehicle. \nS.R. 4.16(6) SLRs, Brake Vans and certain other vehicles are fitted with fixed electric tail \nlamps. These fixed tail lamps must not be used but a portable tail lamp should be used. \nParticular care should be exercised to ensure that the fixed tail lamp is not lit when vehicles \nare attached behind such SLRs, Brake Vans or other vehicles.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 124, + "text": "101 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.17 RESPONSIBILITY OF STATION MASTER REGARDING TAIL BOARD OR \nTAIL LAMP OF PASSING TRAINS. - \n \n(1) The Station Master shall see that the last vehicle of every train passing through his \nstation is provided with a tail board or tail lamp or such other device in accordance \nwith the provisions of Rule 4.16. \n(2) If a train passes the station without such indication to show that it is complete, the \nStation Master shall - \n(a) immediately advice the station in advance to stop the train to see that the defect \nis remedied and to advise whether or not the train is complete, \n(b) meanwhile withhold the closing of the block section to ensure that no train is \nallowed to enter the block section from the station in rear, and \n provided that where in a section, a block proving axle counter or track circuit \nand complete track circuiting of station yard excluding non- running lines on \neither end is provided and where block section clear indication provided with \nsuch equipment shall ensure clearance of block section automatically, the \nwithholding may not be necessary. \n(c) unless the station in advance has advised that the train is complete, neither \nconsider the block section in rear as clear nor close it. \n \nS.R. 4.17(1)(a) For run through trains and for other trains which come to a stop at a place \nwhere the Station Master can conveniently inspect the tail lamp/tail board or its authorized \nsubstitute in the rear of the last vehicle of the train personally the duty of ascertaining that \nthe train has arrived complete will devolve on the Station Master. \n \n(b) At station where two or more cabins are provided, whenever stopping trains come to a \nstand so far from the Station Master’s office that he can not readily see if the train has \narrived complete, this duty will devolve on the Cabinman nearest to which the last vehicle \ncomes to rest. In such a case, as soon as a stopping train arrives, the Cabinman will satisfy \nhimself that it has arrived complete by seeing the tail lamp/tail board or its authorized \nsubstitute affixed in the rear of the last vehicle on the train and until he has so satisfied \nhimself he must not replace the Home Signal lever to normal. After the train has arrived \ncomplete, he will put the home signal lever to normal and report the complete arrival of the \ntrain by telephone to the Station Master. Where there is a key transmitter, the transmission of \nthe Home Signal key back to the Station Master is the Cabinman’s assurance that the train \nhas arrived complete. In other cases, the Cabinman must give a Private Number. Until the \nkey or Private Number is transmitted the Station Master must not send the “train out of \nsection” signal. \n \n(c) In case of a train arrives incomplete in respect of the tail lamp/tail board or its authorized \nsubstitute, the Cabinman will inform the Station Master by telephone and the Station Master \nwill acknowledge this information with a Private Number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 125, + "text": "102 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nAfter he receives the private number, the Cabinman will put the Home Signal lever to normal \nand transmit the key if any. The Station Master will then send the Complete Arrival Register \nto the Guard to certify whether the train is complete or not against the entry of his train in \nthe Complete Arrival register. On receiving back the Register and satisfying himself that the \nGuard has certified the complete arrival of the train, the Station Master shall then inform the \nCabinman that the train has arrived complete and will give another private number in token \nthereof. \n \n(d) At station other than those provided with two or more cabins, a Complete Arrival Register \nshall be maintained for the purpose of obtaining complete arrival certificates from Guards of \nstopping trains. This register shall have the following coloumns: \n \nDate Train No. Time of Arrival Guard’s signature in token of \n Hrs. Minutes complete arrival of his train \n \n The Station Master shall send the register to the Guard through one of his station \nporters after entering the date and train number. The Guard shall, after satisfying himself \nthat the last vehicle of his train is standing clear of all fouling marks, record the arrival time \nand his full signature in the appropriate columns. Thereafter he and the Station Porter \ntogether shall signal to the Station Master on duty by waving green flag during day and \ngreen lights during the night as an indication of the train having arrived complete. The \nStation Master shall close the line on receipt of hand signals from the Guard and Station \nPorter but shall not give line clear or obtain line clear from the Block Station from which the \ntrain has just arrived unless he has received back Register and satisfied himself that the \nGuard has certified the complete arrival of the train. \n \nS.R. 4.17 (2)(a) If a train passes a station without a tail lamp or tail board, the station Master \nshall take immediate steps to stop the train if possible, or failing this, he shall send a message \nto the station in the direction in which the train is proceeding the code word “LAMOUT” \nbeing used with a Private Number. When block instruments are in use the signal 000000 – 00 \n(Six Pause Two) will be sent and confirmed immediately with an exchange of Private \nNumbers between the two Block Stations concerned. \n \nOn double/multiple line sections, if a train passes the station without tail lamp/tail board the \nSM/Switchman/cabinman shall immediately stop the movement of trains on the adjacent \nline/lines, the driver of which shall be given a caution order containing instruction to keep a \nsharp lookout for any obstruction on either line/lines and report at the next Station. \n \nNormal working on other line shall be resumed after it is ascertained that there is no \nobstruction on adjacent line/lines. \n \n(b) On section on which Train Control is in operation the Station Master of a Station through \nwhich the train passes without a tail lamp or tail board shall also inform control of the \noccurrence who will record it and arrange to stop the train at the next station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 126, + "text": "103 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.18. MEANS OF COMMUNICATION. - \n \n(1) No passenger train or mixed train shall be despatched from any station, unless every \npassenger carriage is provided with means by which communication can be made \nwith the Guard or the Driver. \n(2) Sub-rule (1) shall not apply to - \n (a) passenger or mixed trains in case of complete or partial failure of vacuum; and \n (b) such particular trains as may be exempted under approved special instructions. \n(3) If a Railway Administration is satisfied that mischievous use of the means of \ncommunication referred to in sub-rule (1) is prevalent, it may, not withstanding \nanything contained in that sub-rule, direct the disconnection, for the time being, of \nthe means of communication provided in all or any of the passenger carriages in any \nsuch train. \n(4) A goods vehicle in which passengers are carried is not a ‘passenger carriage’ within \nthe meaning of this rule. \n \nS.R. 4.18 When an alarm chain is pulled, the Assistant Driver must assist the Guard incharge \nof the train in putting back the disk to its normal position. In this case, the Guard before \nstarting train should also satisfy him self that the correct amount of vacuum or brake air \npressure as the case may be, is available in the train. \n \n4.19. GUARD’S AND DRIVER’S EQUIPMENT.- \n \n(1) Each Guard and Driver shall have with him, while on duty with his train, the \nfollowing equipment - \n(a) a copy of these rules or such portions there of as have been supplied to him \nunder Rule 2.01, \n(b) a copy of the Working Time Table, and all correction slips and appendices, if \nany, in force on that section of the railway over which the train is to run, \n(c) a hand signal lamp or tri-colour dry-cell or dry-fit or lead acid type battery \noperated hand signal lamp and/or torch, \n(d) a whistle ( for Guards only ), \n(e) a red flag and a green flag, \n(f) a stock of detonators sufficient to comply with the relevant rules as may be \nprescribed by special instructions, \n(g) a first aid box (for Guards of passenger carrying train only), and \n(h) such other articles as may be prescribed by the Railway Administration in this \nbehalf.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 127, + "text": "104 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n(2) If any Guard or Driver is not in possession of any article mentioned or referred to in \nsub rule (1), he shall report the fact to his superior who shall make good the \ndeficiency. \n(3) Each Guard and Driver shall have with him while on duty with his train, two pairs \nof such spectacles as he is required to wear under medical advice. \nNote :- Each Guard and Driver should also be in possession of a watch in addition \nto the equipment prescribed in sub-rule (1). \n \nS.R. 4.19 (1) Guard’s Personal Equipment: - In addition to above, the following articles are \nsupplied as personal equipment to Guards. These equipment shall be available with the \nGuard either in a locker assigned to him at his H.Q. or station near the area where he \nreports for duty, so that during the period of waiting for working the train he can consult the \nBooks/Manuals for updating his knowledge. It can also be available at a place identified by \nthe Sr. DOM in consultation with the Divisional Railway Manager. \nItems for Guards working Mail/Express/Passenger trains: \nSr. No. Name of Item \n (1) Torch cum Hand Signal Lamp \n(2) Two Red Flags and one Green Flag mounted on Stick \n(3) Detonators in a Tin Case (10 Nos) \n(4) A Fusee \n(5) Extract of relevant rules \n(6) Working Time Table with Appendix \n(7) One Whistle \n(8) Tail Lamp \n(9) Rough Journal \n(10) Guard’s Certificate Book \n(11) Guard’s Memo Book \n (12) Padlocks (3Nos-2 large and 1 small) \n(13) Chain with a suitable lock for securing Briefcase \n(14) Carriage Key \n(15) ACP Resetting Keys \n(16) Complaint/Suggestion Book \n \nItems for Guards working Goods trains: \nSr. No. Name of Item \n (1) Torch cum Hand Signal Lamp \n(2) Two Red Flags and one Green Flag mounted on Stick \n(3) Detonators in a Tin Case (10 Nos) \n(4) A Fusee \n(5) Extract of relevant rules \n(6) Working Time Table with Appendix \n(7) One Whistle \n(8) Tail Lamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 128, + "text": "105 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(9) Rough Journal \n(10) Guard’s Memo Book \n(11) Padlocks (3Nos-2 large and 1 small) \n (12) Air Pressure Gauge \n (13) Chain with a suitable lock for securing Briefcase \n In addition each Guard while on duty shall continue to have with him two pairs of \nsuch spectacles as he is required to wear under medical advice and a watch. \nSR. 4.19 (2) Brake van equipment for coaching trains: \n Following complement of brake van equipment shall be provided in a cupboard to be \nprovided in the brake van of all coaching trains. The box shall be kept locked by a universal \nkey. \n________________________________________________________________________ \nSr. No. Items Quantity Maintained/Supplied By \n(i) Portable control telephone 2* Jr. Eng. (Tele.) \n(ii) Portable train lighting equipment 1 Jr. Eng. (Elec. G.) \n(iii) Portable Fire Extinguishers 2 Jr. Eng. (C&W.) \n(iv) Wooden Wedges/Skids 2 Jr. Eng. (C&W.) \n(v) Stretcher 1 SM. \n(vi) First Aid Box 1 SM. \n(vii) Vacuum Gauge for vacuum Goods trains 1 Lobby incharge \n * (a) For Inter Railway trains one each for electrified and non electrified \n territory. \n (b) Either for electric or non electric or both depending upon traction over \n which the train travels with in Zonal Railway. \nNote:- (i) Equipment would be loaded and run on end to end basis and will be kept in the \n cupboard provided in the brakevan in locked condition by a universal key. \n(ii) No coaching train shall start without full complement of brakevan equipment. \nThe authority to permit the trains to run with deficient safety equipment in the \ntrain for all type of trains may not be below DRM/ADRM for Inter Railway trains, \nSr. DOM/DOM for Intra Railway passenger trains and CHC/CTNL for other \ntypes of services. \n(iii) In order to ensure safety of equipment and proper handing over and taking \nover, the brakevan equipment shall be loaded by respective staff, shown to \nguard at originating station and acknowledgement taken from him. \n(iv) Each guard while taking over charge enroute will sign for the intactness or \notherwise, of brakevan equipment in the relieved guard’s rough journal book. \n(v) At the terminating station, the equipment shall be handed over by guard to the \nstaff of respective departments. At stations where staff of C&W and/or other \ndepartments are not posted, the equipment will be handed over to the authorized \nrepresentative of SS/SM under acknowledgement, who will also be responsible for \nits loading in the return direction taking acknowledgement from the Guards. \n(vi) In case of any consumption enroute or any defect noticed during journey, it will \nbe advised in writing to reliving guard by the relived guard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 129, + "text": "106 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n At the terminal station, same shall be advised in writing to the SS/SM who will advise \nthe same to the authorized representative of the department concerned. Thereafter, \nrepresentative of the concerned department will recoup the shortage. However, responsibility \nto ensure full complement of brakevan equipment in working condition will be with the \nprimary maintenance depot. In case of any defect noticed enroute, responsibility fixed on the \nsupervisor who has supplied the equipment. \nS.R. 4.19(3) The Driver shall be supplied with following articles as their personal equipment \nwhich he must carry with him at all times, while performing duty on the foot-plate :- \nFOR DIESEL HYDROLIC/DIESEL ELECTRIC LOCOS. \nSr. No. Description Quantity \n (1) G & SR Rules Book or Driver’s rule Book with up-to-date 1 \n correction slips. \n (2) DSL Loco trouble shooting booklet. 1 \n (3) DSL Loco Operating Manual. 1 \n (4) Electric torch (three celled). 1 \n (5) Screw Driver. 1 \n (6) Duster. 1 \n (7) Driver’s hand book 1 \n (8) Water Bottle 1 \n (9) Standard Vacuum test plate. 1 \n (10) Spare hose pipe (complete with clamps) 1 \n (11) One Flare signal (fusee) for Drivers working on Double/ 1 \n Multiple line sections, Ghat sections and Automatic block sections. \n \n(12) Hand Signal Lamp LED based red and green flashing lamp cum torch 2 \n (one for Driver and one for Astt. Driver) \n(13) ACP reset key for Air Brake trains 1 \n(14) Detonators (in a case). 10 \n(15) Engine lamps required to exhibit the prescribed head and tail lights (See GRs and \nSRs 4.14 & 4.15) \n(16) Red hand signal flag. 1 \n(17) Washers 5 \n(18) Miscellaneous emergency tools. \nS.R. 4.19 (4)(a) Hand signal lamp referred to in rule 4.19 (1) (c) shall be LED based red and \ngreen flashing lamp cum torch. \n (b) Red and green hand signal flags referred to in rule 4.19(1) (e) and above SR shall \nbe mounted on sticks. \n (c) First aid box shall also be supplied to the Guards of material trains with workers \nand mixed trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 130, + "text": "107 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(d) As per sub-rule (3) under rule 4.19 each Guard and Loco Pilot shall have two \nseparate pairs of spectacles for near and distant vision if they do not have bi-focal \nspectacle. \n(e) One spark proof dry cells torch shall be supplied to Guards working on sections \nwhere there is significant volume of POL/LPG traffic. Such sections shall be \ndecided by Divisional Railway Manager. \n FOR ELECTRIC LOCOS \n \nSr.No. Description Quantity \n \n1. G&SR Rules Book or Driver’s Rule Book with upto 1 \n date correction slips \n2. Screw Driver 8” 1 \n3. Wooden Wedge for contractors 4 \n4. Standard vac. test plate 1 \n5. Rubber washer 5 \n6. Scissors for trimming lamp wicks 1 \n7. Duster 1 \n8. Water Bottle 1 \n9. Electric Torch (three celled) 1 \n10. Loco Pilot’s pocket book 1 \n11. Competency Certificate 1 \n12. Electric loco Operating Manual Part I &II 1 for each type of loco \n13. Insulated pliers 1 \n14. Double ended open jaw spanner size 14 mm x 17mm 1 \n15. Adjustable Spanner 12” 1 \n16. Pin Punch 1 \n17. Chisel flat 9” or 10” 1 \n18. Fusee (for Loco Pilots working on Double/Multiple line 1 \n sections and on Ghat, Suburban and Automatic Block \n territories only.) \n19. Hand signal lamp in efficient working order (one for 2[inclusive one \n Loco Pilot and one for Asst. Loco Pilot) given in G.R. \n 4.19 (1)] \n20. ACP reset key for Air Braked trains 1 \n \nS.R. 4.19 (5) In addition to the items listed above, every Loco Pilot shall also carry while \non duty on the foot-plate a tool box containing the following items. \n \nFOR DIESEL HYDRAULIC/DIESEL ELECTRIC LOCOS \n \nSr.No. Description Quantity \n \n1. Adjustable spanner 1.1/8” x 10” 1 \n2. Pin punch 3/32” 1 \n3. Hand hammer ball panel (2 lbs) 1 \n4. Wooden plugs of size 1.1/2”, 1”, 7/8”, 5/8” and ¾” 1 each \n (for plugging various pipes in the case of breakage)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 131, + "text": "108 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n5. D.C. compression key 1 (for Loco Pilot working WDM-4 locos \nonly) \n6. Pinch Bar 24” 1 \n7. Tallen tape (to plug the leakage of brake and feed 1 \n pipe) \n8. M.U. washers (for changing the worn out washers if 2 \n leakage starts enroute) \n9. Long wire 1/8” thickness for securing hanging gears 2 metre \n of dangerous wagon \n \nNote: Item 7&8 will be for BG only and shall be used on air brake trains. \n \nFOR ELECTRIC LOCOS \n \nSr.No. Description Quantity \n \n1. Hammer 2 ½ lb. 1 \n2. Tommy bar 24” 1 \n3. Brush Banister 1 \n4. Cotton rope for panto 1 \n5. Leather Bag ( for small tools) 1 \n6. Emergency Telephone 1 \n7. Tallen tape (to plug the leakage of brake and feed pipe) 1 \n8. M.U.washers (for changing the worn out washers if 2 \n leakage starts enroute) \n9. Long wire 1/8” thickness for securing hanging gears 2 metre \n of dangerous wagon \n \nNote: Item 7&8 will be for BG only and shall be used on air brake trains. \n \nS.R. 4.19 (6) (i) The Loco Pilot of a light engine will also carry one red flag and one hand \nsignal lamp, which will be issued to him for each particular occasion. \n \n(ii) Loco Pilots and fireman/Asst. Loco Pilot who are supposed to wear glasses must \npossess two pairs of suitable spectacles while on duty and they should also sign in the \n‘Appearance Book’ that they are carrying one spare pair of glasses. In case a Loco Pilot or \nFireman uses separate spectacles for near and distant vision then he must carry a spare pair \nof each. \n \n(iii) Assistant Loco Pilot must carry following items alongwith a handy bag at all time \nwith him while performing duty on the footplate. \n(i) Tri-colour Torch \n(ii) Red and Green Flag \n(iii) Working Time Table \nS.R. 4.19 (7) Loco Equipment: Each Loco coming out of out-pit/shed will have the following \nequipment available on the engine.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 132, + "text": "109 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nFOR DIESEL HYDRAULIC/DIESEL ELECTRIC LOCOS \nSr.No. Description Quantity \n(i) Engine Repairing Book 1 \n(ii) Fire extinguishers 2( one in Engine Room & \n one in Driver’s Cabin) \n(iii) Loco Log Book 1 \n(iv) Brush 1 \n(v) Loco Key 1 \n(vi) Emergency field telephone 1 \n(vii) Spare hose pipe for BP and FP 1 ( for air brake locos) \n (complete with clamp and palm) \nFOR ELECTRIC LOCOS \n(i) Fire Extinguishes 4 \n(ii) Loco log book 1 \n(iii) Loco keys (Brun Key, B.L. Key, 1 set \n Panto Selector Key and Reverser key) \n(iv) Spare hose pipe (complete with clamp) 2 \n(v) Emergency Field Telephone 1 \n(vi) Spare hose pipe for BP and FP 1 each \n (complete with clamp and palm) (for air brake loco) \n(vii) Spare high tensile coupling 1 \n(viii) Wooden Blocks 4 \n4.20. MANNING OF ENGINE IN MOTION.- \n(1) Except when otherwise provided by special instructions, no engine shall be allowed \nto be in motion on any running line unless the Loco Pilot as also the Assistant Loco \nPilot or the Fireman are upon it. \n(2) Subject to the provision of sub-rule (3), in no circumstances shall a person other \nthan the Loco Pilot or a Railway servant duly qualified in all respects, drive an \nengine on any running line. \n(3) If a Loco Pilot becomes incapacitated while the engine is in motion, the Assistant \nLoco Pilot or the Fireman, if duly qualified, may work the train to the next station \ncautiously and where the Assistant Loco Pilot or the Fireman is not duly qualified, \nhe shall bring the train to a stop and send a message to the Station Master of the \nnearest station to make arrangements for a Loco Pilot to take over the train, and for \nso doing he may take the assistance of the Guard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 133, + "text": "110 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.20. In controlled sections where emergency portable telephones are provided on the \ntrain/engine, information regarding the incapacitation of the Loco Pilot may be given to the \ncontrol. \n4.21. DRIVING AN ELECTRIC TRAIN.- \n(1) In the case of electric trains, the Loco Pilot shall be in the leading driving \ncompartment when the train is in motion or when the train is standing on any \nrunning line except as otherwise prescribed in these rules. \n(2) (a) In the case of a single or multiple unit train, if the driving apparatus in the \nleading driving compartment becomes defective, the train shall be driven \ncautiously from the nearest driving compartment which is serviceable; in this \nevent, the Guard shall travel in the leading driving compartment and shall \nconvey the necessary signals to the Loco Pilot; the Guard shall also sound the \nhorn or whistle as necessary and apply the brake in case of emergency and shall \nbe responsible for stopping the train correctly at signals, stations and \nobstructions. \n (b) In the case of an electric engine, if the leading driving compartment becomes \ndefective, the train shall be driven from the trailing driving compartment by the \nAssistant Loco Pilot if he is duly qualified to drive; and the Loco Pilot shall \nremain in the leading driving compartment, and shall be responsible for the \ncorrect operation of the train. \nSR 4.21.(1) If the control from leading driving cab of an electric loco becomes defective, the \nLoco Pilot shall also inform the Traction Loco Controller at the first opportunity and seek \nassistance. \nS R 4 . 2 1 . ( 2 ) I n s u c h o f t h e e l e c t r i c l o c o s w h e r e m a n u a l c o n t r o l i s \nn o t p o s s i b l e f r o m t h e d r i v i n g c a b a n d t h e m a s t e r c o n t r o l a n d t h e \ne m e r g e n c y e l e c t r i c c o n t r o l f a i l s , t h e L o c o P i l o t s h a l l c l e a r t h e", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 134, + "text": "111 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nblock section by working the train with manual control from inside the High Tension \nCompartment at a restricted speed of 15 KMPH. During this period Assistant Electric \nDriver, shall operate the manual control and the Driver shall be in the leading cab and apply \nthe emergency brakes in the event of emergency. \n \nSR 4.21(3) (a) Only Drivers of Electric Rolling Stock shall be allowed to drive the Electric \nRolling Stock on any part of the running line. \n(b) To train up Assistant Drivers, Drivers may allow them to drive the engines \nunder their direct supervision on certain sections as specified by Divisional \nElectrical Engineer. \n(c) Staff under training for driving an electric engine, when specially authorized \nby the Divisional Electrical Engineer (Rolling Stock), may drive such engine \nunder the supervision of a certified Instructor. While the trainee is driving \nunder these conditions, the supervising instructor shall keep a continuous \nwatch over the trainee and keep himself in readiness to take any action, that \nmay be required to control the engine in an emergency. \n(d) No person shall be allowed to move an Electric Rolling Stock within the \nlimit of the loco shed and stabling sidings unless he has been certified by an \nofficer of the Electrical Traction (Rolling Stock) to do so. \n \n4.22 RIDING ON ENGINE OR TENDER - \n \n(1) No person other than the engine crew shall be authorised to ride on the engine or \ntender of a steam locomotive, except in accordance with special instructions. \n \n(2) Except as may be permitted by special instructions, no person other than the engine \ncrew shall be authorised to enter any driving compartment of a single or multiple \nunit train or a train propelled by electric, diesel or petrol engine. \n \n(3) No unauthorised person shall manipulate any apparatus contained therein. \n \n S.R. 4.22 Person authorised to ride on an Engine- No person other than the Driver/ Assistant \nDriver and Fireman shall ride on the engine or tender except as stated below:- \n(i) Holders of metal passes and Officers or inspectors holding card passes specially \nendorsed ‘available to ride on engine’ when on duty. \n(ii) Holders of special passes signed by the Chief Operations Manager. \n(iii) Transportation or any other authorised official (a) carrying out shunting or piloting \noperations or (b) proceeding to work a stabled train or returning after having done so \non relief to headquarters. \nIn case of item (b) the duty pass of the official must be endorsed by the Station Master \non duty to the effect “permitted to proceed by light engine”. \n(iv) Drivers /Asst. Drivers / Diesel Asst. / Fireman / TTM Operator learning the road if in \npossession of a permit issued by the Divisional Mechanical or SSE (Loco) concerned.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 135, + "text": "112 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(v) The number of authorised persons other than Engine crew travelling in engine must not \nbe more than 3 at any time except in case of emergency or when specially required. \n \n4.23 BRAKE VANS.– \n \n(1) No train shall be allowed to enter a block section, unless one or more brake vans or \nhand braked vehicles are attached to it, except in emergency or as provided for \nunder special instructions. \n(2) This rule does not apply to rail cars, light engine or light engines coupled together. \n \nS.R. 4.23(1) Goods train without brakevan may be run for operational exigencies only under \ninescapable circumstances and not as a regular measure. The decision to run a goods train \nwithout brakevan /match truck shall be taken by Sr. DOM/DOM or any other operating \nofficer of the division for each individual train personally, and the details of the train i.e. \ndate, train number, from and to stations, last vehicle numbers, shall be recorded along with \nthe reasons for running train without brakevan in a separate register maintained in the \ncontrol office. Running of such train is strictly prohibited during total failure of \ncommunication and single line working on double line section. \nWhenever a goods train is running without brakevan, the following precautions should be \nobserved :- \n(i) The train shall be worked on the last vehicle numbers principle. \n(ii) Before starting the train, the Guard shall relay the number and description of the last \nvehicle in writing to the SM/Yard Master of the train originating station. \n(iii)The number and description of the last vehicle must be repeated to the Section \nController and the SM of the station in advance while making the line clear enquiry \nas well as while giving train entering section signal from each station. The Section \nController, in turn must alert the Station Master enroute of the train number as also \nthe number and description of the last vehicle. \n(iv) While granting the line clear, SM of the station in advance must clearly repeat the \nnumber and description of last vehicle under exchange of private number. These \nprivate numbers, should be recorded along with last vehicle numbers and its \ndescription in the “Remarks” column of Train Signal Register in addition to \nrecording of usual private number obtained / given for line clear. \n The number and description of last vehicle shall also be repeated by each \nStation Master to the station in advance and to Section Controller while giving \n“Train Entering Section” signals. \n(v) The Guard shall ensure that train has a continuous vacuum / air pressure brake \nsystem from train engine to the last vehicle with effective and adequate brake power, \nincluding for rear most pistons in working order. The Guard shall fix a Tail Board by \nday or tail lamp by night on the last vehicle and shall also ensure that couplings are \nsecured before starting and enroute.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 136, + "text": "113 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(vi) The Guard of the train shall travel on the engine and frequently look back to ensure \nthat train is running in safe manner. \n(vii) The Driver and his Assistant also shall look back frequently during the journey to \nsee that the rear portion of the train is following in safe and proper manner. \n(viii) If the gradient of the section is steeper than 1 in 100, engine should be attached in \nthe rear of the train without brakevan as banker/assisting engine. In such cases, the \nGuard shall ride on the engine in rear. \n(ix) Whenever tail board by day or tail lamp by night has been fixed on the last vehicle \nof train, such train should run at prescribed sectional speed and be treated at par \nwith trains running with the brakevan fitted with tail board or tail lamp. \nHowever, for any reason, tail board/tail lamp cannot be fixed on the last vehicle, \nthe following additional precautions should be taken:- \n(a) The trains shall run through station at a restricted speed of 20 KMPH during \nday, provided the visibility is clear. At night or in thick foggy weather, when \nvisibility is affected, such a train should stop at each station for verification of \nthe last vehicle number and to ensure complete arrival of the train. \n(b) Between stations, the train without brakevan running on last vehicle number \nmay run at the sectional speed subject to other speed restrictions in force. \nHowever in thick foggy weather, the train shall run duly observing the \nprecautions laid down in the G&SR when visibility is restricted. \n(c) The Station Master on getting the train number of the train without brakevan \nand its last vehicle number, will inform the end-cabins under exchange of \nprivate numbers. \n(d) Before closing the block section, Station Master / Cabinman/ASM of the cabin \nmust personally and physically check and verify the last vehicle number of the \ntrain which was obtained from station in rear / section controller. In case, last \nvehicle number does not tally, or enable to read the last vehicle number of the \ntrain, the train shall be stopped at station in advance to confirm the last \nvehicle number, mean while closing of the block section should be with held. \n(e) If the actual last vehicle number does not tally with that obtained from SM, the \nGuard traveling on the engine should be asked to certify complete arrival of \nthe train by issuing an arrival certificate indicating the correct number of the \nvehicle. \n(f) Whenever there are no end cabins, the responsibility to tally the last vehicle \nnumber shall devolve on the Station Master. \n(x) When a train running without Brakevan encounters trouble enroute, the following \nsteps are taken by the Guard of a train:- \n(a) Guard alongwith diesel /Elect. Assistant Driver should check complete train \nfor any hose pipe disconnection or leakage, etc. The help of C&W staff or \nPointsman should be taken when the Vacuum/Air pressure trouble occurs with \nin the station limits.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 137, + "text": "114 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(b) The Guard should arrange to connect the hose pipe, plug the leakage etc. with \nthe help of diesel/Elect. Assistant Driver and start his train after ensuring that \nthe Vacuum/Air pressure trouble has been fully attended to and the requisite \namount of Vacuum/Air pressure is maintained on the locomotive. \nNote: Record of such running of Goods train without brake vans shall be \nmaintained in a separate Register in the control office. \nS.R. 4.23 (2) Attaching of Inspection Carriage to Light Engine :- Maximum of three \ninspection carriages, each one of them occupied by an officer and fitted with hand brakes \nwhich can be operated by its occupant, may be attached to a light engine. The officer \noccupying the last carriage is responsible to see that a red flag is fixed to serve as a tail \nboard by day, that the tail lamp is lit after dark and also that the hose coupling is duly \nconnected and the inspection carriages are marshaled as per Rules. Signing of Train Intact \nRegister is not necessary, but the Station Master detaching/attaching the carriage shall \nsatisfy himself that the red flag or tail lamp is duly exhibited before clearing the section in \nrear. In the absence of a red flag or tail lamp, the Station Master shall make, personal \nenquiries from the officer occupying the last carriage and ascertain whether there was more \nthan one carriage. \nS.R. 4.23 (3) Fully vacuum/Air Brake Trains:- In case of trains worked with vacuum/air \npressure throughout, not more than two bogies or their equivalent (four-wheelers) may be \nattached in the rear of the rear brake-van, subject to the condition that the vehicles are fitted \nwith vacuum/air brake in good working order. \n In case of goods train, an inspection or officers carriage (bogie or four-wheeler) may be \nattached in place of a bogie or two four-wheelers provided it is fitted with vacuum/air brake \nin good working order. \n However, in case of trains carrying passengers, an inspection or officer’s carriage (bogie \nor four wheeler) may be attached in addition, provided it has its own hand brakes. \nS.R. 4.23(4) Partly vacuum trains:- In case of partly vacuum trains only one inspection or \nofficer’s carriage (bogie or four-wheelers) may be attached in rear of the rear brake-van , \nsubject to the condition that it is fitted with handbrake in a good working order which can be \noperated by its occupant during its run. \nS.R. 4.23(5) Power Plant Bogie- Only on mixed and goods trains with full vacuum brakes- In \ncase of only mixed trains and goods trains working with vacuum throughout, not more than \ntwo Power Plant Bogies in place of two bogies or 4 four-wheelers may be attached in the \nrear of the brake van provided the condition prescribed for carriage of inflammable goods \nare complied with. \nNote:- No carriage passengers shall be intervening between the rear brakevan and the \nPower Plant Bogies which will be the last vehicle on a train. \n4.23(6) One damaged vehicle, certified as fit to run and accompanied by a competent \nRailway servant may be under special instruction of the Divisional Operations Manager be \nattached in the rear of the rear brakevan(as a last vehicle) of a goods train, during day lights \nhours only.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 138, + "text": "115 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n4.23(7) In all cases where vehicles are attached behind the rear brakevan, the last vehicle must \ncarry a red tail board during day time and a red tail lamp by night .The tail lamp of the brakevan \nmust be turned out at night and officers who get their saloons attached behind the brakevan \nshould ensure that this is done [See S.R. 4.16(2) also]. \n4.23(8) Medical Relief Van:- A Medical Relief Van should be sent , attached to an engine without \nbrakevan. In the event of parting etc., the handbrake provided on the Medical Van must be \napplied by the Guard who should travel in the Medical Van. If a Guard is not available, the \nMedical Van should not be detained and Assistant Station Master or other qualified group ‘C’ \nemployee of the Operating Department should be deputed to perform the duties of Guard. Those \nMedical Vans not fitted with handbrakes, must be provided with wooden wedges, four chains and \nfour padlock for use in the event of parting etc., for securing of van. \n These instructions also applied to Medical Relief Van working on the Ghat Section except \nthat it must be dispatched with a brake-van attached to it in rear and the Guard or the other \nperson performing duties of the Guard should travel in the brake-van. \n \n4.24 POSITION OF BRAKE -VAN ON TRAIN - Unless it be otherwise directed by \nspecial instructions, one brakevan shall be attached to the rear of the train, provided that \nreserved carriages or other vehicles may, under special instructions, be placed in rear of \nsuch brake-van. \n4.25 GUARDS. - \n(1) Except under special instructions or in an emergency, every running train shall be \nprovided with one or more Guards. \n(2) The Guard of a running train shall travel in his brake-van, except- \n(a) in an emergency, or \n(b) under special instructions. \n(3) When a train is worked without a Guard, such of his duties as can be performed by the \nDriver, shall devolve on him as may be specified by special instruction. \nS.R. 4.25 (1) In an emergency running of train without Guard should be done with the specific \norder of Sr. DOM/DOM and in that case such of the duties of the Guard, as can be performed by \nthe driver, shall devolve on the later as may be specified by special instructions:- \n(i) It should be ensured that the train is provided with continuous vacuum/air pressure from the \nengine to the rear most vehicle, which may be a brakevan. If the Guard is not provided at the \noriginating station of the train, the SE (C&W) shall mention the number and type of the rear \nmost vehicle in the brake power certificate issued for such a train. And if no Guard is \nprovided at any intermediate point, the crew changing station, the driver on being informed \nby the SM, shall examine the brake power of the train and ensure that the rear most four \npistons are in working order. Before signing the vacuum/brake power certificate the driver \nshall ensure that the required amount of vacuum/air pressure is provided in the brake van. \nVacuum/pressure gauge shall be provided by the originating station. \n \n(ii) L.V. Board/tail lamp must be made available to the Driver and the last vehicle indicator \nshall invariably be fixed at the tail end of the rear most vehicle by the driver. The tail lamp is \nessential in running such a train in the night time.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 139, + "text": "116 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(iii) Caution Order shall be issued to the driver by the SM with necessary endorsement \n stating that the train is to run without Guard and section controller shall also be \n advised of the fact under exchange of private numbers, who will inform the station \n enroute. The SM on getting the train number, will inform the end cabin, where \n provided, and gatemen of all the level crossing gates en route provided with telephonic \n communication accordingly under exchange of private numbers. \n(iv) The fact that the train is running without Guard and also the last vehicle number shall \nbe mentioned in each line clear inquiry and reply message, and with the departure \nreport while working train on Automatic Block System. Line clear enquiry message and \nreply shall be recorded in the train signal register. A separate private no. shall include \nthe number of the last vehicle of the train and this No. shall be exchanged stating that \nthe train is running without Guard. \n(v) The SM of the Block station working the intermediate, block stop signal, on becoming \naware that the train is running without Guard, shall before dispatching such a train, \ntreat the entire section upto the block station immediately ahead of the intermediate \nblock post as one block section and obtain line clear for the block section between \nintermediate block stop signal and the block station in advance. \n(vi) Asstt. Driver/Fireman will keep a continuous look out, while running through a station, \ntowards the rear, and shall acknowledge any danger signal shown by the station staff. \n(vii) When such a train stops at a station the Station Master/Switchmen/Cabinmen shall \nensure that the train has arrived complete and is standing clear of the fouling mark. \n(viii)During thick, foggy and tempestuous weather and during total failure of communication \nand single line working on double line section running of train without Guard is strictly \nprohibited. \n(ix) Extra sets of detonators should be carried by the Driver who shall be responsible for \nprotection of the train. \n(x) When such a train is stopped between stations on account of accident, failure, \nobstruction or other exceptional cause and the driver finds that his train cannot \nproceed further, he shall immediately on single line, protect the train in front and the \nAsst. Driver/Fireman in the rear. In case of double line, when adjacent line is not \nblocked, the driver shall protect in front and Asst. Driver/Fireman in rear. In case \nadjacent line is blocked the driver shall first protect the adjacent line and then his own \nline in front and Asst. Driver/Fireman in the rear. \n(xi) In case of passenger carrying trains, the driver shall also be provided with first aid box, \nportable field telephone and emergency light equipment. \n(xii) In automatic block sections/CTC territory, no train shall be allowed to follow until the \npreceding train which has been allowed to run without Guard has arrived complete at \nthe next block station in advance. \nS.R. 4.25 (2)When two or more Guards are running with a train, the Head Guard shall ride \nin the rear brake van except in the case of Rajdhani Express when he will travel with Train \nSuperintendent.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 140, + "text": "117 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.26 COUPLINGS.- No vehicle that is not fitted with a coupling or couplings of \napproved pattern shall be attached to any train. \nS.R. 4.26 When a vestibuled coach is the last vehicle on a train or any coach is isolated and \nthe vestibule is not in use the doors of the unused vestibules must be closed and properly \nsecured by the Train Examining staff. An endorsement to this effect should be made on the \nBrake Power Certificate Form by the SE (C&W). \nD. VEHICLES AND CRANES. \n4.27 CRANES. - \n(1) No traveling crane shall be attached to a train until it has been certified by a duly \nauthorized person that it is in proper running order, and with a dummy truck for \nthe jib, if necessary. \n(2) When a crane is to work on any line provided with electric traction or any line \nadjacent to it, the procedure and precautions as laid down under special instructions \nshall also be followed. \nS.R.4.27 (1) The principal parts of a Traveling Crane are described in para 607, Chapter VI \nof Loco Manual. \nS.R. 4.27 (2) Attaching of traveling cranes to trains:- \n(a) Steam Cranes:- \n(i) Before traveling, Blocking screws or stops over the axle box must be completely \nwithdrawn to make the spring gear operative. \n(ii) The outriggers must be in the retracted position and properly secured against the \npossibility of working out on the run. \n(iii) The jib of a crane may be kept either leading or trailing but it must be fully lowered \nand resting in a central position on the bolster of the dummy truck and securely \nfastened against all possibility of getting dislodged on the run. Steam cranes are \ngenerally provided with means of locking the swiveling base to the floor to the truck \non which they are mounted and the same must be made use of. \n(iv) It is usually necessary to approach a site of accident from the station nearest to it, \nwith the crane leading. Some cranes have reversible dummy trucks, which means \nthat the dummy truck, if required, can be lifted bodily by the crane itself and placed \nin rear. In case of such cranes, the dummy truck, being in front, is not hindrance \nand the site may be approached with the jib lowered fully and supported on the \ndummy truck. In case of cranes, which do not have a reversible dummy truck, the \ntruck should be marshaled in rear of the crane at the previous station and the site \napproached with jib trailing. \n Thus, it is possible in most cases, to avoid traveling with the jib hoisted but \nshould an occasion arise necessitating the crane to run with the jib unsupported on \na dummy truck, the jib must be in the central position, and its swiveling movement \nprevented by a dependable locking arrangement such as is provided under the \nswiveling base and the speed must not exceed 6 KMPH. The supervisor in charge of \nthe crane shall see that the jib is hoisted only to the extent which would rule out the \npossibility of its fouling with any structure of overhead wires. \n(v) The crane Driver, who must always travel on the crane, is responsible for the safety \nof the crane throughout the journey.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 141, + "text": "118 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(b) Hand cranes:- \n(i) The precautions laid down for steam cranes must also be observed for hand cranes. \n(ii) Counter balance box, if provided, should be moved inward to the fullest extent and \nsecurely fastened. The weight of the balance box shall be marked on it and no \nalteration in the weight shall be made except under written sanction of the Chief \nMechanical Engineer. \n(iii) The operating handles must all be removed from the shafts. \n(iv) The gear for relieving the weight on the central pillar where provided must be \nlocked in the traveling position. \n(c) Any crane not fitted with buffing gear, spring gear, enclosed axle boxes or not provided \nwith a match truck, will not be considered as a traveling crane and must not be attached \nto any train without the specific orders of the Chief Mechanical Engineer. \n(d) Cranes must not be attached to passenger trains except in case of emergency when they \nmay be attached to slow passenger trains or mixed trains under the joint permission of \nDivisional Mechanical Engineer and Divisional Operations Manager. \n(e) Cranes can be attached to all goods trains and should as far as possible, be attached with \nthe dummy truck and the crane itself next to the engine. \nS.R. 4.27 (3) (i) Broad Gauge: - The 140(Jessop)/120/75/65/40 tonne crane can be permitted \nto run at the authorized speed (which can be upto speed of 75 kmph) or at the sectional \nspeed whichever is less on all sections subject to the observance of all permanent and \ntemporary restrictions that may be in force from time to time. \n140 Tonne BG Gottwald A1 and A2 crane can run independently up to maximum 100 \nkmph or at the sectional speed whichever is less on various sections of NWR subject to the \nobservance of all permanent and temporary restrictions that may be in force from time to \ntime. \nIn a train formation, the governing speed will be the maximum permissible speed of crane \nor other rolling stock or sectional speed, whichever is less. \n(ii) Metre Gauge:- The 35 tonne crane shall be permitted to run at a speed of 50 KMPH or \nthe sectional speed, whichever is less, subject to the observance of all permanent and \ntemporary restrictions that may be in force from time to time, except on the following \nsections, where the speed shall not exceed as shown against each section. \nDivision Section Permissible speed \nAjmer Mavli Jn.- Barisadri 8 KMPH \nS.R. 4.27(4) Restrictions over bridges - \nThere is no special restriction over bridges for 35 tones steam crane. If it is necessary for two \nsteam cranes to be on a single span of any bridge, the approval of the Chief Engineer must be \nobtained before hand. \nS.R. 4.27(5) Crane working within Station Limits:- \n(i) Before commencing the operations, the Supervisor will notify the Station Master in \nwriting the nature of the work, the line or lines likely to be fouled during the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 142, + "text": "119 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nperiod of operation and, time required for the work. He will commence the operation only \nafter obtaining the written permission from the Station Master. \n On controlled sections where running lines are fouled, the Station Master on duty will \nnot give the permission except with prior approval of the Controller on duty. Record of \nsuch approval and permission asked for and given must be entered in red ink in the TSR. \n \n(ii)Once permission is given to the supervisor of the crane to commence operation, the \nStation Master will be responsible to see that no shunting or other movements are \nallowed which will interfere with the crane working. \n \n(iii)Before commencing the work, the supervisor shall have the line on which, the crane \nwill work as well as the line(s) which are likely to be fouled in the course of operation \nblocked and protected by banner flags on both sides as per S.R. 15.09 (2). \n \n(iv)Crane operations within station limits will be deemed ‘Obstructions’ on the line or \nlines concerned for purpose of taking off signals. \n \n(v) If during the course of crane operations train movements or other operations are \nrequired to be performed on the line blocked on lines which may foul crane working, all \ncrane working shall be stopped by the Supervisor on obtaining a written request from the \nSM to suspend operation. After doing so, the Supervisor will give written memo to the SM \nthat crane working is suspended, that the jib of the crane is parallel to the track and the \ntail locked and no obstruction is fouling the line or lines where train movement or \nshunting movements are to take place. On receipt of the memo, the SM will take off \nsignals concerned for the train or to perform other movements. \n \n(vi) After the crane work is over, the Supervisor will issue a memo to the SM on duty to \nthe effect that the work is over and the lines blocked and/or fouled are clear of \nobstructions and are safe for the passage of trains. \nS.R. 4.27(6) Crane Operations in Block Section:- \n(i) A traveling crane operating in a block section will work under the normal train \nworking rules, the section being blocked for the duration of the work. \n \n(ii) When a traveling crane is working on a double line block section, the Supervisor in \ncharge should see that the adjacent line is not infringed and if any infringement is \nrequired, the adjacent line should also be blocked. Trains passing on the adjacent line \nshould be issued Caution Order by the station immediately in rear. \n \n(iii)Banner flags should be provided to protect the line on which the crane is working and \nalso the adjacent line in the case of double line. Such banner flags shall be removed only \nwhen the jib is turned parallel to the track and the tail locked. The Supervisor in charge \nof the crane will show hand signal to the Driver past the site of crane operations. \n \nS.R. 4.27(7) Caution Order :- Drivers of trains passing stations where any running lines are \n“blocked” for crane operations shall be issued Caution Orders. Likewise on double line \nDrivers of trains passing by a site of crane operations shall be issued Caution Orders.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 143, + "text": "120 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.27(8) Crane Operations:- \n(A) Special Rules for Hand Traveling Crane. \n(a) Precautions before lifting- \nBefore using hand Crane for lifting, the following precautions must be taken:- \n(i) The jib must be raised and secured in the position. \n(ii) The blocking screws and wedges must be applied. \n(iii)The tail may then be liberated. \n(iv) Handles must be secured to the winding shaft. \n(b) Precautions while lifting:- \n(i) Jib struts must be used when the Crane is handling a load up a bank or for \nwarping a load which is beyond the sweep of the jib or in any other case when \nordinary means do not appear adequate to ensure the equilibrium of the Crane. \nThese struts cannot be used if the jib is to be slowed with the load suspended. \n(ii) The Crane handles must not be left unmanned either in lifting or lowering. \nLowering with the check of the brake only is strictly prohibited. \n(B) Special Rules for Steam Crane. \n(a) Precautions before lifting :- \n(i) Crane swivel should be unlocked and the jib hoisted until it is at the proper \nradius. \n \n(ii)The blocking screws or stops must be applied over the laminated springs. \n(iii)If it is necessary to use outriggers, the outriggers must be pulled out to the \ncorrect marking on the girder and supported on packing. \n \n(b) Precautions while in use:- \n (i) Rail clips or grippers, if provided, must be used whenever the outriggers are \nin use. \n \n (ii) The Crane is not to be used on any line until the sleepers on which Crane is \nto stand, while working, have been examined. If weakness of the track or the \nformation is suspected, it is all the more important that outriggers be applied and \nconcentration of load on the track thus reduced. \nS.R.4.27(9) Competency Certificate for persons authorised to supervise crane operation:- \n(a) Only persons having certificates of competency granted by Divisional Mechanical \nEngineers shall be authorised to supervise crane operations. Such certificates shall be issued \nto SSE(Loco), SE(Loco), Fitter Chargemen, Divisional and Chief Carriage and Wagon \nInspectors, SE(C&W), scale Rs. 5000-8000 and above, Bridge Inspectors and Asstt Bridge \nInspectors, after having been tested, found satisfactory and fully conversant with Crane \nWorking Rules and Instructions. \nAsstt. Mechanical Engineer are not authorised to issue such competency certificate.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 144, + "text": "121 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(b) In the case of transportation cranes of under 20 tonnes capacity, crane Drivers and \ncrane Jamadars shall also be competent to conduct crane operations provided they have the \nnecessary Competency Certificate (which will also be granted by DMEs after testing them) \nand also provided such operations are confined to sidings without infringing running lines. \nStaff of the Engineering, Store and other departments who are required to supervise crane \noperations should also have the competency certificate from DME concerned for supervising \ncrane operations confined to sidings which are not infringing the running lines. In all cases \nof operations involving running lines, the supervisors mentioned in S.R. 4.27 (9) (a) only will \nbe competent. \n(c) The form to be used for granting competency certificate for conducting crane operation \nis shown below:- \n \nCOMPETENCY CERTIFICATE \n No. ……………………………. \n Name ……………………………………………………. \n Designation …………………………………………….. \n The above named has been tested by me and is certified as competent to take charge \nof and be responsible for the correct and safe working during operations of a (type) \n……………………… crane of ………………………. tonnes capacity. \n Station …………………………… Signature ………………………… \n Date ... …………………………… Divisional Mechanical Engineer \n Seal of the office…………… \n \n4.28 LOADING OF VEHICLES.- \n \n(1) No wagon or truck shall be so loaded as to exceed the maximum gross load on the \naxle fixed under sub-section (1) of section 72 of the Act, or such varied carrying \ncapacity, if any, as may have been prescribed by the Railway Administration. \n(2) Except under approved special instructions, no vehicle shall be so loaded as to \nexceed the maximum moving dimensions prescribed from time to time by the \nRailway Board. \n(3) When a load in a truck projects to an unsafe extent beyond the end of truck, an \nadditional truck shall be attached to act as a dummy. \n(4) The Guard shall, unless this duty is by special instructions imposed on some other \nrailway servant, carefully examine the load of any open truck which may be \nattached to the train, and if any such load has shifted or requires adjustment, shall \nhave the load made secure or the truck removed from the train. \n \nS.R. 4.28 (1) When timber or other articles have to be loaded on three trucks, in consequence \nof their being too long to be accommodated on two trucks, the central truck shall not carry \nany part of the load, in order to allow the free movement of the central truck while running \nround curves.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 145, + "text": "122 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nNote:- The above instructions will, however, not be applicable to long welded rail panels \nloaded under the supervision of an authorized Engineer Official and subject to such other \nrules and regulations as may be in force in this behalf. \nS.R. 4.28 (2) Inspection of loads on Open trucks: Loads on open trucks will be inspected by \nSE(C&W) at the station where the train is examined. On the run between these stations the \nGuard is responsible for carrying out General Rule 4.28, he may, if he thinks necessary, call \non any available SE (C&W) to examine a load and certify whether or not it is fit to run. \nS.R. 4.28(3) Loading gauges – At station where loading gauges have been provided, wagons \nmust, where necessary, be passed under the gauge to ensure that the load is within the \npermissible dimensions. \nS.R. 4.28 (4) The maximum weight that may be loaded in any wagon or truck is distinctly \nmarked on each vehicle, and must not be exceeded. \nS.R. 4.28 (5) Crane should be exercised that goods are so loaded that, as far as possible \nthere shall be the same weight borne by each wheel. \nS.R. 4.28(6) Carriages, machinery, timber and other large articles loaded in open trucks \nmust be loaded with special care. In using pairs of trucks, the loads must be evenly \ndistributed on both trucks, heavy goods must be so loaded as to bear evenly on the springs. \nS.R. 4.28 (7) When low- sided truck without bolsters are used for rails, angle or bar iron, \netc., the load should be so placed as not to interlock with articles loaded in the next trucks, \nand, if necessary, should be protected by a dummy truck. \nS.R. 4.28 (8)(a) When a load is so long that it cannot be accommodated in two trucks, it must, \nif possible, be loaded in three trucks so that the entire weight is carried on the center vehicle \nand the end trucks are idlers. The load must be placed on packing in the center truck so that \nit is clear of the floor of the end trucks by not less than 15 mm and there must be not less than \n30 mm upside clearance in the end trucks between each side of load and side of truck. The \nweight of the load must not exceed the carrying capacity of the center wagon and if on the \nBroad Gauge an F Class wagon is used the ends may be removed. This method of loading \nmust be used in preference to that given in sub-para (b) if possible. \n(b) If the weight of the load is such that it cannot be carried on the centre truck as given \nin (a) then the load must be carried as equally as possible on the end trucks and the centre \nvehicle must be an idler. There must be not less than 15 mm clearances between under side of \nload and floor of the centre vehicle and not less than 30 mm side clearance between each \nside of load and side of wagon in all vehicles. The load must rest on the end trucks on \nbolsters arranged to allow the trucks to run one end of the load must be secure to the end \nvehicle and the other end must be free to slide on the bolster longitudinally. \n(c) The greatest weight on any pair of wheels shall not exceed that for which the vehicles \nare designed, and this weight shall be nearly as possible be evenly distributed on the two \nrails. In no case must the load rest on one end of a vehicle in such a manner that the weight \non any pair of wheels shall be more than double that on any other pair of wheels in the same \nvehicles.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 146, + "text": "123 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.28 (9) Normally an over dimensional consignment is one which when loaded upon a \nwagon would infringe the following maximum moving dimensions at any point on the entire \nroute from the booking station to the destination including via brake of gauge. Therefore, any \nconsignment exceeding the dimension quoted below shall not be registered for booking unless \nprior sanction for its acceptance has been obtained from the Divisional Railway \nManager/Chief Operations Manager. (for details see concerning paras of the Operating \nManual). \n(i) Broad Gauge:- \n Height at centre 4115 mm. \n Height at sides 3505 mm. \n Maximum width 3050 mm. These dimensions include lashing and packing. \n(in bogie wagon) \nMaximum width 3200 mm. \n(in 4 wheeled wagon) \n(ii) Metre Gauge :- \n Height at centre 3430 mm. \n Height at sides 3200 mm. \nMaximum width 2590 mm. \n(iii) Narrow Gauge (762 mm) :- These dimensions include lashing and packing. \n \nHeight at centre 3200 mm. \nHeight at sides 2895 mm. \nWidth 2290 mm. \nNote :- The heights given in (i), (ii) and (iii) above are from rail level. The floor heights of \ndifferent types of vehicles are laid down in the Operating Manual, which may be referred to \nwhenever necessary. \nS.R. 4.28 (10) When a truck is used as a dummy in terms of sub-rule (3) of GR 4.28, the same \nmust not bear any portion of the load of the truck it is protecting, but may itself be loaded. \n \n4.29 DAMAGED OR DEFECTIVE VEHICLES. - \n \n(1) No vehicle which has been derailed shall run between stations, until it has been \nexamined and passed by a competent Train Examiner: \nProvided that in case of a derailment between stations, the Driver may, if the vehicle \nhas been rerailed and if he considers it safe to do so, take such vehicle to the next \nstation at a slow speed. \n(2) If a Guard or Station Master has reason to apprehend danger from the condition of \nany vehicle on a train before it can be inspected by a Train Examiner, the Driver \nshall be consulted, and if he so requires the vehicle shall be detached from the train. \n \nS.R. 4.29 (1) Hot axles:- (a) Any railway servant observing a hot axle on a running \ntrain is bound to do every thing in his power to stop the train and warn \nthe train staff. Station Masters and their staff are also required to observe the condition of \nvehicles on trains passing their stations, and in the event of any defect or irregularity being", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 147, + "text": "124 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \ndetected, immediately steps shall be taken to stop the train if possible. If the train cannot be \nstopped, a message shall be promptly given to the next station in the direction in which the \ntrain is proceeding, the code word “GAMMER” being used with a private number. When \nblock instruments are in use, the signal 000000-0 (Six pause one) shall be sent. \n(b) On controlled sections, control must be advised to take suitable action. \n(c) (i)The Station Master receiving advice of a hot axle on a train shall, where possible, \nreceive the train on the main line. If he is unable to do so, he shall bring it to a stop outside \nthat first stop signal before admitting it into the loop line on which it is to be received. \nThe hot axled wagon shall be examined by the SE (C&W) staff (in case of train \nexamining station) or by the Driver after the train has come to a stop at the allotted line in \nthe station yard. \n (ii)When the Station Master receives advice of a vehicle on a train which is derailed \nor whose running gear is in any way considered dangerous, he shall bring the train to a stop \noutside signals since the further movement of such vehicle, especially over points in the \nstation yard is likely to cause a serious accident. The train shall be thoroughly examined \nbefore being admitted into the station yard. \n \nS.R. 4.29 (2) Examination of hot axle by Driver: - If an axle box is found running hot at \nstation other than a Train Examining station, the Driver must decide if the vehicle is safe or \nunsafe to run any further, and if safe, give a certificate to the Guard accordingly. \nS.R. 4.29 (3) Hot axle between stations:- If an axle is observed to be running hot between \nstations, the train must be brought to a stand and the axle examined by the Driver. If he \nconsiders it safe to run after repacking and oiling the box, the train will proceed up to the \nstation where such vehicle can be detached, at such speed, as he considers safe. \nS.R. 4.29 (4) Guards shall enter in their journals particulars of cases of axles running hot \nand dangerous wagon during the journey and also report the same by memo, such wagon \nshould he got attended at the next train examining station in the direction of movement. \nS.R. 4.29 (5) (a) Other instructions regarding hot axle:- \nIt is a criminal offence knowingly to allow a hot box to remain in use unless under \nsupervision of the Train Examining Staff. It is also criminal to commit any act, such as \nstealing waste or removing a cover, which will cause an axle box to become unsafe and any \nperson detected in such crime is liable to be prosecuted. \nThe greatest danger exists when an axle runs hot enroute on a non-stopping train. Station \nstaff and Cabinman must keep a sharp lookout and arrange to send ahead the “Stop and \nExamine” signals if a hot axle is detected or suspected. On a controlled section the Station \nMaster must advise the Controller on duty of the fact so that he can take immediate action. \nS.R. 4.29(6) (1) The signs of an axle running hot in stages are as follows:- \n(a) The box commences to warm up and can only be detected in this stage by feeling with \nthe hand, which should be placed on the side of the box facing the rear.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 148, + "text": "125 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(b) There is a strong smell of heated oil and waste, which can be detected at some \ndistance from the vehicle. \n(c) A whistling noise may commence at any time during the process of heating. A box \nwhich is whistling must be examined. \n(d) The box becomes sufficiently hot to ignite the waste and oil. Flames and smoke can be \nseen issuing from the box and the metal of the box becomes red hot. In this condition the axle \nwill break within a few kilometres. \n(2)The signs of a roller bearing Hot Boxes are as follows:- \n(a) There is splashing of grease around the roller bearing axle box and the wheel/bogie \nsurrounding it. \n(b) There is an emission of smoke from the axle boxes due to burning of grease and is \noften visible during day time, usually it is also accompanied by a smell of burning grease. \n(c) Unusual metallic sound like whistling or cracking sound is heard on roller bearing \nhot box. Axle Box cover may also get damaged /missing. \n(d) In some cases, the grease may run so hot as to catch fire and flames can be seen. \n(e) Skidding of wheels and tilting of particulars spring usually takes place at the last \nstage when due to breakage of roller bearing components the wheels may get locked. A roller \nbearing hot box may cause a seizure of wheels within a short time leading to derailment. \nS.R. 4.29(7) At roadside stations where there are no Train Examining Staff, before a wagon \nis dispatched, the axle-boxes must be examined. If the covers are deficient, it is simple matter \nto see it the box contains waste or not. If any box is empty, the wagon must be detained and \nmessage sent to the nearest SE (C&W) who will arrange to pack it. Station Master must see \nthat orders are made known to all the Group ‘D’ staff at their stations. \nS.R. 4.29 (8) Water must not be thrown on axle-box or axle, when hot. When it is decided that \na vehicle should be cut off, a message must be sent to the nearest SE (C&W) stating the \nnumber and the owning railway giving a copy to the booking and destination stations. \n \nE. PRECAUTIONS BEFORE STARTING TRAIN. \n \n4.30 DRIVER AND GUARD TO EXAMINE NOTICES BEFORE STARTING.- \nEvery Driver and Guard before starting with a train shall examine the notices issued for \ntheir guidance, and ascertain therefrom whether there is anything requiring their \nspecial attention on that section of the railway over which they have to work. \n \nS.R. 4.30 The Guards and the Drivers before proceeding on duty shall sign the appearance \nbook in their respective booking offices indicating the time at which they have reported for \nduty. They shall also sign in the Assurance Register after going through the requisite notices, \nsafety literatures in token of having read and understood them.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 149, + "text": "126 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.31. EXAMINATION OF TRAINS BEFORE STARTING. - When a train examined \nby a Train Examiner at a Station, the Station Master shall not give permission to start \nthe train until he has received a report from such examiner to the effect that the train is \nfit to proceed and has the prescribed brake power. \nS.R. 4.31 Starting a train from non C&W Station - Whenever a train has to be started from \na non C&W station or a load stabled for more than 24 hrs.(Including for traction changing) \nhas to be cleared from a road side station, following action will be taken by the Guard and \nDriver of the train:- \n(a) The Guard and Driver of the train shall examine the load by walking along the \nlength of the train Driver on one side, Guard on the other side and will ensure that \nthere is no loose or missing fitting in the under gear which may endanger safe \nrunning of train. \n(b) SM Should maintain an “Examination-cum-Brake Power” Register wherein coming \ntrain number, composition incoming BPC number, from-to, date, percentage of \nBrake Power, composition of outgoing train, time of arrival of outgoing train \nengine, old BPC/manuscript BPC, percentage of Brake Power, faults detected by \nGuard & Driver departure time, remarks, signature of ASM, signature of Guard \nshould be recorded. \n(c) Driver will conduct a “Brake Feel Test” at the earliest to ensure that the train has \nadequate brake power. \n(d) However, if the incoming train has come with an invalid BPC or if the incoming \ntrain has come with a valid BPC, but the rake integrity has been disturbed beyond \npermissible limits action shall be taken as under: \n(i) The Driver will first create at least 46 cms of vacuum on the engine and 38 cms \nin the brake van. \n(ii) The Guard on seeing, 38 cms of vacuum in the brake van, shall show “Red \nHand Signal” to the Driver to destroy the vacuum. \n(iii) In such cases while checking the load, the Guard and Driver shall jointly \nascertain the brake power of the train. \n(iv) Thereafter, the Guard shall prepare a memo in triplicate indicating the number \nof operative as well as inoperative pistons as also the number of piped vehicles \nand percentage brake power which shall be signed jointly by the Guard and \nDriver, in addition to filling in the “Examination-cum-brake Power” Register, \none copy of this certificate will be retained by the Driver, one copy by the Guard \nand one copy will be given to the Station Master for station record. \n(v) Performa for joint check by the Driver and Guard \n1. Date ________________ \n2. Train No. & Description ________________ \n3. From _______________ to _______________ \n4. Engine No. ________________ \n5. Engine attached at ________________ \n6. Total Load ________________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 150, + "text": "127 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n7. (i) Total No. of cylinders ________________ \n(ii) Total No. of working cylinders ________________ \n(iii) Brake Power _________ percent. \n8. Vacuum/air pressure available in \n(i) Engine ________________ \n(ii) Brakevan ________________ \n \nSignature of Driver Signature of Guard \n \nNote :- (i) The certificate is valid up to next C&W examination station where the train \nwill be offered for examination. \n(ii) Before issuing BPC the Driver and Guard will jointly examine the train by \nwalking by the side of the train, Driver on the station side and Guard on the off \nside to ensure that there is no loose or missing fitting which may endanger safe \nrunning of the train. \n(iii) In case of invalid BPC, or if it integrity of the incoming train with a valid BPC has \nbeen disturbed beyond permissible limits, the Guard and Driver shall ascertain \nthe Brake Power of the train as per SR 4.31 and prepare the BPC as per above \nproforma. \n(e) These instructions will not be applicable for crew changing and for loads having valid \nBPCs for the outgoing train like Agni, King, Rocket etc. rakes with detention less than \n24 hrs. at that station. In these cases, only ASM will record the particulars in the \nRegister. \n(f) At train originating station or engine changing station where SE (C&W) is available, \nthe brake continuity test is to be carried out by SE (C&W) otherwise by Driver and \nGuard. Whenever there is change in train composition by attaching or detaching of \nRolling Stock at Roadside stations or a stabled load is started the Driver and Guard \nshould test the brake continuity and prepare joint certificate in 3 foils i.e. one for \nDriver, one for Guard and one for station record. \n \n4.32 EXAMINATION OF TRAIN BY DRIVER.- The Driver shall, before the \ncommencement of the journey and after performing any shunting enroute, ensure - \n(a) that his engine is in proper working order, \n(b) that the coupling between the engine and the train is properly secured, and \n (c) that the head light and marker lights as prescribed in sub-rule(1) of Rule 4.14 \nare in good order, and these are kept burning brightly, when required. \n \nS.R. 4.32 (1) When taking over charge and turning out diesel/electric loco from shed/yard the \nDriver shall test and ensure the efficient working of the flasher light and make an entry in the \nengine book maintained in shed. \nS.R. 4.32 (2) Coupling between engine and train- Driver is responsible for ensuring that the \ncoupling and hose pipe connection between the engine and train are tightly and properly \nattached before starting.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 151, + "text": "128 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.32 (3)(i) A Driver shall not take his train on to a running line until he has tested all his \ncontrol power and brake apparatus and found them in proper and prescribed working order. \n(ii) When taking over from another Driver, it will be his duty to ascertain whether any \ndefects exist and the man handing over must acquaint the relieving Driver of any \nfaults or defects likely to affect the working of the train. \nS.R.4.32(4)(A) Brake continuity test on Air Brake goods train must invariably be conducted \nin the following manner and circumstances- \n(i) At originating station including at station from where stable load is cleared. \n(ii) A fresh locomotive or additional locomotive is attached. \n(iii) Whenever any vehicle is attached /detached or train is remarshalled. \n(iv) When brake pipe is disconnected and after any brake defect or irregularity, which \naffected the continuity of brake system has been rectified. \nThe procedure to be observed for the above test, by the Driver & Guard or in absence \nof Guard by Competent Railway Servant shall be as under before starting a train. \n(1) By Driver – When the B.P. pressure in the locomotive is charged to the value i.e. \n5.0 0.2 Kg/cm2, sound five short whistles (ooooo). \n(2) By Guard - On hearing the five short whistles – \n(i) Ensure B.P. pressure of 4.8  0.2 Kg/cm2 or 4.7 0.2 Kg/cm2 if load is more \nthan 55 wagons. \n(ii) Show a red flag by day or red light by night to the Driver. Press the \nGuard’s emergency brake valve handle and reduce B.P. pressure by 1.0 \nKg/cm2 and then close the handle. \n(iii) Get down from brake van and observe that the brakes are getting applied \nand released in at least last 5 wagons from brake van. \n(iv) Return to brake van and ensure that the B.P. pressure has charged to \noriginal value. \nNote :- (a) In case pressure gauge is not available in the brake van, reduce the B.P. \npressure by keeping the emergency brake valve handle continuously pressed for 30 seconds \nand then close the same. Thereafter get down from the brake van and ensure the \napplication and release of brakes of 5 wagons as above. \n (b) In case of conventional type of brake van or when brake van is not provided or when \nbrake van is not the rear most vehicle, reduce the B.P. pressure partially by operating the \nrear end B.P. angle cock of rear most wagon for continuously 30 seconds and then close the \nsame. Thereafter ensure the application and release of brakes of 5 wagons as above. \n \n(3) By Driver – \n(a) Observe – \n(i) Reduction of B.P. pressure.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 152, + "text": "129 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(ii) Deviation of air flow indication needle. \n(iii) Glowing of LSAF lamp. \n(b) Ensure personally or through Assistant Driver the application and released of \nbrakes and the leading 10 wagons from locomotive. \n(c) Observe- \n(i) B.P. pressure as recharged to be original value. \n(ii) Air flow indication needle returns to normal position. \n(iii) LSAF lamp has extinguished. \n(4) By Guard - Show a green flag by day and a white light by night to the Driver to \nconfirm the orderly completion of continuity test. \n(5) By Driver - Acknowledge the same signal to the Guard. \n(6) In case of any defect/deviation from above indicating a fault, the continuity test to \nbe carried out from the first step after the fault is rectified. \n(B) Brake continuity test on Air Brake coaching stock trains must invariably be conducted in \nthe following manner and circumstances – \n(i) At originating station. \n(ii) A fresh locomotive or additional locomotive is attached. \n(iii) Whenever any vehicle is attached /detached or train is remarshalled. \n(iv) Whenever feed pipe and/or brake pipe is disconnected between two coaches \nduring trouble shooting and after any brake defect or irregularity which affected \nthe continuity of brake system has been rectified. \n The procedure to be observed for the above test, by the Driver and Guard or in absence \nof Guard by the competent railway servant shall be as under before starting a train. \n(1) By Driver - See that the F.P & B.P in the locomotive is charged to the value 6.0  \n0.1Kg/cm2 and 5.0  0.1 Kg/cm2 respectively. \nNote :- In case train is single piped then only BP pressure should be seen. \n(2) By Guard - \n(i) See that the F.P. & B.P pressure in the Guards brake van is charged to the \nvalue i.e. F.P between 6.0 & 5.8 Kg/cm2 and B.P. 5.0 & 4.8 Kg/cm2 \nrespectively. \n(ii) Press the Guards emergency brake value handle and then release it. This \nwill reduce B.P pressure by about 1.0 Kg/cm2. \n(iii) See that B.P. pressure is charged and pressure gauge register the original \nvalue. This confirm the continuity of pressure from locomotive to Guards \nbrake van/rear most coach. \n(iv) Now sign the Brake Power Certificate, which is sent to Driver by SE (C&W). \nHowever at other than the train originating station when required amount of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 153, + "text": "130 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \npressure is registered in the gauge, the Guard instead of signing of brake \npower certificate shall communicate the Driver on Walkie–Talkie or by \nother means of communication, if provided. The Guard shall as well as make \nan entry to this effect in his Rough Journal. When the Guard is unable to \ninform the Driver on the Walkie–Talkie etc. about the pressure, the Brake \nPower Certificate shall be signed by the Guard as if train is starting from an \noriginating station. \nNote:-(a) In case train is single piped then F.P. pressure reading not to be seen. \n(b) The Guards brake van is not the rear most coach, go to the rear most coach and \nreduce the B.P. pressure by opening the rear end B.P. angle cock of rear most \ncoach for continuously 30 seconds (instead of pressing the Guards emergency \nbrake valve handle) and then close the same. Come back to brake van and see that \nB.P. & F.P pressure are charged and pressure gauges register the original value. \nThen communicate the Driver on Walkie–Talkie etc, as per above. \n(3) By Driver- \n(a) On Guards action as per above, Driver will observe – \n(i) Drop in B.P. & F.P. pressure. \n(ii) Deviation of Air flow indication needle. \n(iii) Glowing of LSAF lamp. \n(iv) B.P.& F.P. pressure have recharged to the original value. \n(v) Air flow indication needle returns to normal position. \n(vi) LSAF lamp has extinguished. \n(b) (i) After receiving the Brake Power Certificate duly signed by the Guard at \ntrain originating station or on being confirmed by the Guard about the \navailability of required amount of pressure on Walkie – Talkie etc. at \nother than train originating station, record the amount of pressure as \ncommunicated by the Guard on the Brake Power Certificate and check \nthat B.P. pressure in Brake Power Certificate is not higher than B.P. \npressure in locomotive. \n(ii) Reduce B.P. pressure to Zero. \n(iii) B.P. & F.P. Pressure are recreated and built upto original value. \n(iv) Then sign the Brake Power Certificate. \n (4) By Guard- \n(i) After sending the Brake Power Certificate to the Driver duly signed by \nthe Guard at train originating station or after communicating to Driver \non the Walkie-Talkie etc. at other than originating station about the B.P. \npressure, see that the B.P. pressure in the pressure gauge falls to Zero. \nThis corresponds to the Driver having dropped the pressure from the \nlocomotive. \n(ii) The B.P. pressure in the pressure gauges will rebuilt upto the original \nvalue. This confirms the continuity of pressure from the rear most coach \nto the locomotive.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 154, + "text": "WORKING OF TRAINS GENERALLY 131 \n________________________________________________________________________________________________________________ \n(iii) Give train starting signal only after ensuring that B.P. & F.P. pressure \nhave been registered to the original value and other necessary \nconditions before starting the trains have been complied with. \n(5) In case of any defect / deviation from above indicating a fault, the continuity test \nto be carried out from first step after the fault is rectified. \n \nS.R. 4.32(5) Precaution before moving an engine – Drivers and Shunters must personally \nsatisfy themselves before moving an engine that no body is working under it or in a position \nto be harmed by the moving of the engine. \n \nS.R. 4.32 (6) The Driver shall in addition carry out the inspection and tests in accordance \nwith specific instructions issued by the Divisional Electrical Engineer (Rolling Stock). \n \n4.33 EXAMINATION OF SINGLE AND MULTIPLE UNITS BY DRIVER.- When \ncoupling single or multiple units or coaches of any such units together, the Driver shall \nbe responsible for observing that all electrical couplings are properly made. After all \ncouplings have been made, the Driver while taking over the complete train shall satisfy \nhimself that the control and power apparatus and brakes of the complete train are in \nproper and prescribed working order. \n \n4.34 DUTIES OF GUARD WHEN TAKING OVER CHARGE OF A TRAIN. - The \nGuard when taking over charge of a train shall satisfy himself, before the train is \ndespatched - \n(a) that the train is properly coupled, \n(b) that the train is provided with the prescribed brake power, \n(c) that the train carries tail board or tail lamp and side lamps and that such lamps are \nlighted and kept burning brightly , when required, \n(d) that the appliance, if any, for communication between the Guard and the Driver, is \nin proper working orders, and \n(e) generally that, as far as he can ascertain, the train is in a state of efficiency for \ntravelling. \n \nS.R. 4.34 (1) The Guard must also satisfy himself when taking over charge and on the \njourney, that his brake is in working order, that the side chains of vehicles are placed on the \nhooks provided for the purpose or hooked to each other, and are not allowed to drag on the \nballast, and that open wagons containing any goods of an inflammable nature are properly \nsheeted to protect the goods from sparks. \nS.R. 4.34 (2) At starting and engine changing stations, the Traffic staff should couple the \nengine to its train. Whenever engines have to be uncoupled from their trains for locomotive \nrequirements, the engine staff will uncouple and recoupled them. \nS.R. 4.34 (3)(i) While taking over charge of a train at the train originating station, the Guard \nbefore signing the Brake Power Certificate, must see that a SE (C&W) has made an \nendorsement", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 155, + "text": "132 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n on the Brake Power Certificate, certifying that the Vestibule connections, fittings and \ndoors of all carriages / wagons are in proper working order and can be closed and \nfastened. \n(ii) The Guard of the train should also examine the setting of the handle of the \nempty/loaded device on wagons when taking over the train and ensure correct setting. \n \n4.35 STARTING OF TRAINS. - \n(1) A Driver shall not start his train from a station without the authority to proceed. \nBefore starting the train, he shall satisfy himself that all correct fixed signals and, \nwhere necessary, hand signals are given and the line before him is clear of visible \nobstructions and the Guard has given the signal to start. \n(2) The Guard shall not give the signal for starting the train unless he has received the \npermission of the Station Master to start, in the manner prescribed by special \ninstructions. \n(3) The Guard shall not give the signal for starting unless he has satisfied himself that, \nexcept in accordance with special instructions, no person is travelling in any \ncompartment or vehicle or roof of the vehicle not intended for the use of passengers. \nGuard, Loco Pilot or Assistant Loco Pilot shall take help, if necessary from \nGovernment Railway Police, Railway Protection Force and Station Staff to remove \nthe unauthorized persons from the compartment or vehicle or roof of the vehicle. \n(4) The Station Master shall see, before he gives the Guard permission to start a train, \nthat all is right for the train to proceed. \n(5) The permission of the Station Master referred to in sub-rule (2) may be dispensed \nwith in case of suburban trains on such sections of a Railway as may be specified by \nspecial instructions. \n(6) When permission of the Station Master to start has been dispensed with under sub \nrule (5) or at a station where no Station Master is posted, the Guard shall see, before \ngiving the starting signal, that all is right for the train to proceed. \n \nS.R. 4.35 (1) Warning Bell:- At terminal, junction, engine changing and refreshment stations, \na warning bell or gong will be sounded five minutes before the starting time of a passenger \ntrain. \nS.R. 4.35 (2) Station Master’s permission to start the train will be given. \n(A) for passenger trains by sounding three beats for up trains and two beats for Down trains \non the station bell. At large junctions, where local conditions do not permit ringing of the \nbell, the exact nature of permission of the Station Master should be mentioned in the \nStation Working Rules specially and all the staff concerned instructed suitably by the \nSr.DOM/DOM concerned. \n (B) for goods trains where it is not possible for the Station Master to advise the Guard \ndirectly, such permission will be given as follows:- \n(i) On the single line, delivery of “authority to proceed” shall be deemed as Station Master’s \nauthority for the train to start and this will be conveyed by the Driver to the Guard by \nsounding of whistle.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 156, + "text": "133 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(ii) On double line, the taking ‘off’ of the Departure Signals shall be deemed to be the \npermission of the Station Master to start the train. This will also be communicated by \nthe Driver to the Guard by sounding the whistle. The Guard shall give starting signal to \nthe Driver by sounding his whistle and at the same time waving a green flag by day or \ngreen light by night horizontally at full stretch of the arm above his head. If due to \ncurvature or any other obstruction the Driver cannot see the Guard’s signal the Station \nMaster on duty shall relay the Guard’s signal to the Driver. \nS.R.4.35 (3) The Station Master before giving his permission to start a passenger train must \nsatisfy himself that correct starting signal has been taken ‘OFF’ or written permission to \nstart has been delivered to the Driver. \nS.R.4.35 (4) Locking of Guard portion of front SLR of Mail/Exp./ Passenger trains- \nThe Guard portion of the front SLR of passenger carrying trains should be locked by the \nGuards. These instructions were issued when trains were shorter and Assistant Guards were \nmanning many of these trains. In the present system, when the posts of Assistant Guards have \nbeen abolished, and trains have become very long, it is not easy for Guards to discharge their \nresponsibility. \n In view of the above, this work will be undertaken by Assistant Drivers and following \nprocedure will be followed: \n1. Drivers working Mail/Express/Passenger trains will be issued a personal lock, \n which they will carry in their box alongwith other equipments. \n2. At all the Crew Changing Points, the incoming Assistant Driver will remove his Driver’s \nlock from the front SLR Guard portion, and the outgoing Assistant Driver will put his \nDriver’s lock on the SLR door. This arrangement will continue till destination of the train \nor till the train is handed over to some other adjoining Division/Railways. \n3. For trains, where the Guard portion of the front SLR may be in open condition and \noccupied by passengers/outsiders, the Assistant Driver will make effort to get the Guard \nportion vacated and lock the platform side door, after closing the off side door from \ninside using the door latch. \n4. For originating and through trains, it will be the duty of RPF staff to assist the Assistant \nDrivers in getting the Guard portion of front SLR vacated. In case of difficulties, Dy. \nSS/SM will also be responsible for getting this portion vacated and locked. For this \npurpose Driver/Assistant Driver should seek assistance of the station staff by informing \nthe Guard on the walkie talkie, who will, in turn,will inform the station staff. \n5. In no case will the Assistant Drivers be expected to leave the train and go to seek \nassistance of RPF/Station staff or to issue memo in this respect. In case it is not possible \nto lock the front SLR Guard portion during the scheduled stoppage of the train, the \nDrivers/Assistant Drivers will start the train and report this as an unusual along with \nunusual at their destination signing off point. \n6. Some Front SLRs attached to trains are escorted by RPF staff for prevention of theft of \nluggage from front SLR. Such RPF escorts are required to sit in Guard’s lobby for the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 157, + "text": "134 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n purpose of escorting of Front SLR. Asstt. Driver will handover the keys of the locks \nprovided in the Guard lobby of Front SLR to RPF escort party at the station from where \nRPF starts escorting duty. Key will be given back to Asstt. Driver by RPF escort after \nlocking Guard’s lobby on completion of SLR escorting duty. RPF staff will give a receipt \non the following proforma to Asstt. Driver at the station from where he starts escort duty. \nAcknowledgement \nI, HC/CT………………………………………..have been directed to escort Front SLR of train \nNo…………………..Ex station ……………………..to…………………………….station. I have \nreceived key of lock of Guard’s lobby of Front SLR at ………………………station. \n \nSignature of RPF staff \n(Name of RPF staff) \n \n All Mail/Express/Passenger Drivers should be issued locks before. Spare locks will be \narranged to be kept in lobbies for issue to out of line Drivers deputed to \nMail/Express/Passenger links. \n4.36 GUARD TO BE IN CHARGE OF TRAIN. - After the engine has been attached \nto a train, and during the journey, the Guard or (if there be more than one Guard) the \nHead Guard shall be in charge of the train in all matters affecting stopping or \nmovement of the train for traffic purposes. In the case of any self-propelled vehicle, \nsuch as a motor coach without a trailer and unaccompanied by a Guard, the duties of \nthe Guard shall devolve on the Driver. \n4.37 SUBORDINATION OF GUARDS IN STATION LIMITS. - When a train is \nwithin station limits, the Guard shall be under the orders of the Station Master. \n4.38 FIREMEN AND ASSISTANT DRIVERS TO OBEY DRIVERS. - The Firemen \nor Assistant Driver shall obey the lawful orders of their Drivers in all particulars. \n4.39 DRIVER TO OBEY CERTAIN ORDERS.- After an engine has been attached to \na train and during the journey, the Driver shall obey - \n(a) the orders of the Guard, in all matters affecting the starting, stopping or movement \nof the train for traffic purposes, and \n(b) all orders given to him by the Station Master or any railway servant acting under \nspecial instructions, so far as the safe and proper working of his engine will admit. \n \nF. DUTIES OF STAFF WORKING TRAINS DURING JOURNEY \n \n4.40 DRIVER AND FIREMAN OR ASSISTANT DRIVER TO KEEP A GOOD \nLOOK OUT . - Every Driver shall keep a good look-out while the train is in motion, \nand every Fireman or Assistant Driver shall also do so when he is not necessarily \notherwise engaged. \n \nS.R. 4.40 (a) The Driver and the Fireman or the Diesel Assistant or Assistant Drivers \nas the case may be, shall identify each signal including engineering indicator board at site", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 158, + "text": "135 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \naffecting the movement of the train as soon as it becomes visible. They shall call out the \naspect of the signals to each other. \n (b) The Diesel Assistant or the Assistant Driver or the Fireman shall, when not otherwise \nengaged assist the Driver in exchanging signals as required. \n(c) Provisions (a) & (b) above shall, in no way, absolve the Driver of his responsibility in \nrespect of observance of and compliance with the signals. \n4.41 DRIVER AND FIREMAN OR ASSISTANT DRIVER TO LOOK BACK. - The \nDriver and the Fireman or the Assistant Driver shall look back frequently during the \njourney to see whether the train is following in a safe and proper manner. \n \nS.R. 4.41 (1) Should the Driver of a passenger train find that he is unable to see both the \nbrake-van side lights at night, he must take the necessary precautions provided under S.R. \n6.08 for the parting of train. \n \nS.R. 4.41 (2) When a train passes a gang working on the line or a manned level crossing \ngate, the Driver, Assistant Driver or Fireman should look back to ascertain if everything is \nall right with the train and if any signal is being exhibited by Gateman/Gangman, warning \nthem of a danger of an accident. \n \n4.42. EXCHANGE OF SIGNALS BETWEEN DRIVER, GUARD AND STATION \nSTAFF.- \n(1) The Driver and the Guard of a train shall exchange signals with each other, at such \ntimes and in such manner as may be prescribed by special instructions. \n(2) The Driver and the Guard of a train shall, while running through a station, look out \nfor and, except under special instructions, acknowledge the ‘ all right’ signals which \nthe Station Master and such other staff at the station as may be specified by special \ninstructions shall give if the train is proceeding in a safe and proper manner. If the \ntrain is not proceeding in a safe and proper manner, the Station Master or the other \nstaff shall exhibit a Stop hand signal, on receipt of which the Guard and the Driver \nshall take immediate steps to stop the train. \n \nS.R. 4.42(1)(a) Signals between the Guard and the Driver- The Guard shall exchange “All \nRight” signal with the Driver when: \n \n (i) a train starts after stopping from a station; \n (ii) a train starts after stopping outside station limits; \n (iii)a brakevan clears the speed restricted zone.32231 \n \n(b) The signals shall be exchanged:- \n \n (i) As soon as the rear brakevan clears the station. \n (ii) As soon as the train has started, and \n (iii)As soon as the rear brakevan has cleared the speed restricted zone.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 159, + "text": "136 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.42(2) Manner of exchange of signals- \n(a) The Guard’s signal shall be given to the Driver by holding a green flag steadily by day \nand holding a green light steadily by night and during thick or foggy weather. \n(b) The Driver’s signal shall be given on his behalf by a Diesel Assistant or Assistant Driver \nor Fireman who shall show towards the Guard a green flag steadily by day and a green \nlight steadily by night and during thick or foggy weather. \n(c) On a straight road, these signals shall always be given on the left hand side of the train \nand, on a curve, on that side from which they can best be seen. \nS.R. 4.42(3) Exchange of signals when there are more than one Guard- When there are more \nthan one Guard or a Brakesman with a train, the Guard or Brakesman traveling in the first \nportion of the train will show a green signal to the Head Guard of the train as soon as the \ntrain starts that he is at his place and until such a signal is received, the Head Guard shall \nnot exchange green hand signal with the Driver. \nS.R. 4.42(4) Driver to stop; if Guard’s signal not received- if a driver does not receive an ‘all \nright’ signal from the rear brakevan, he shall stop the train. \nS.R. 4.42(5) (a) (i) In case of a train running through a station, the Station Master shall show \nan all-right signal to the train if all is right for the train to continue the journey otherwise \nhe shall show Danger signal or other prescribed indication. While running through \nstation, the Driver and the Guard shall be on the look out for such signals which shall be \nduly acknowledged by the Guard except in case of Rajdhani Express, Shatabdi Express, \nGarib Rath Express, POW and other trains worked with SLRs having air conditioned \nGuard Compartment. In case the Driver and the Guard do not receive such signals, they \nshall exercise extra caution to ensure that all is right for the train to proceed on. Failure \non the part of Station Master to display signals shall be reported in the Guard’s Journal \nand also to the Asstt. Station Master on duty at the next stopping station. On controlled \nsections, the same will be relayed to the Section Controller for taking suitable action by \nthe Asstt. Station Master receiving the report under exchange of Private Numbers. \n(ii) If the Guard fails to exchange “all-right” signal, the Asstt. Station Master on duty should \nimmediately advise the Station in advance and give “Stop and Examine” bell signal (Six \npause one) explaining the circumstances for giving this signal under an exchange of \nprivate number. The Section Controller will also be advised. \nNote:- “All-Right Signal” to be shown by the Station Master refers to “Proceed Signal” as \ndefined in General Rule 3.54 i.e. by holding out and showing a green light steadily by night \nand during thick and foggy weather. \n(b) In the event of the view of the passing train being obstructed by another train or by \nvehicles or by any other obstruction, the green hand signal shall as far as possible be \nshown from a place from where it can clearly be seen by the Driver and Guard of the \ntrain concerned. When, however, two trains are passing through the station \nsimultaneously or a train be possible for the Station Master to cross over and exchange \nsignals with the train which is running on the other side of the stabled load/train the \nStation Master shall depute a competent Railway Servant to show “All Right” signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 160, + "text": "137 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(c) (i) Cabins in large yards where shunting is performed by Pilots, shall not exhibit all \nright signal to the trains running through the stations when there is nothing wrong \nwith the train. Should, however, anything wrong with the train be noticed, danger \nsignal must be displayed to the Driver and the Guard of the train. \n (ii) Cabins at other stations should show a similar “all-right” signal to the passing train \nif all is right for the train to continue its journey. Where, cabin and station buildings \nare on the same side, and at all panel interlocked stations, the Station Master shall \ndepute one of his competent staff on duty with hand signals to show “all-right”signal \nfrom the ‘off’ side to the passing train if all is right. Should, however, they find \nanything unusual, they must display a danger signal to the passing train and bring \nthis fact to the notice of Station Master on duty who shall take further action as stated \nin G.R. 4.42 (2). \n(d) While showing all right signal the Station Master and Cabin staff shall see whether the \ntrain is proceeding safely and particularly look out for Hot Axle. \nS.R. 4.42(6) Exchange of signal between the Drivers of Electric and Diesel engines and the \nStation Staff- \n(a) The Driver of a diesel/electric locomotive must invariably stand up in his cabin and \nexchange signal while running through. He should exchange signal with the Station \nMaster if the station building is on his side. In case the station building is on the off side, \nthe Assistant Driver should exchange “all right” signal with the Station Master on duty. \n(b) (i) The Driver/Assistant Driver of a diesel/electric locomotive should whistle running \nthrough a station. \n(ii) If the Driver or his assistant fails to exchange signal or whistle, the Assistant \nStation Master on duty should immediately advise the Station in advance and give \n“Stop and Examine” signal (six pause one) explaining the circumstances for \ngiving this signal under exchange of private number. The Section Controller will \nalso be advised. \n(iii) The Station Master in advance on receiving such advice when the train is booked to \nrun through, will put back the departure signal to ‘ON’ but the departure route must \nbe kept set and locked for the passage of the train. If time permits, three detonators \n10 metres apart will be placed immediately beyond the starter signal to draw the \nattention of the Driver/Assistant Driver. \n(iv) In case the Driver comes to a stop at the Starter Signal, the detonator, if placed, will \nbe removed and the train allowed to proceed after ascertaining from the driver the \nreasons for non-exchange of signal or of not whistling at the last station. The reason \ngiven by the driver will be advised to the Controller. \n(v) In case the Driver fails to stop at the Starter signal and runs through after \nexploding detonators and disregarding the departure signals, the station staff \nshould try to attract the attention of the Guard. The Guard on receiving danger", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 161, + "text": "138 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nsignal from the station staff will stop the train. The station staff will treat it as an \naccident (Driver passing signals at danger) and take suitable action as laid down in \nthe Accident Manual. \n(vi) The station staff will at the same time advise the next station in advance by giving \n‘train running without proper authority’ signal (six pause five) specifically asking \nthe station in advance to raise both reception and departure signals. \n(vii) The station in advance will immediately put back all signals to ‘ON’ and arrange to \nplace detonators as far away from the Home Signal as possible. \nS.R. 4.42(7) In the case of an electric train, the section controller should advise the Traction \nPower Controller the section in which the train is working. The TPC will then arrange to \nswitch off the power supply to that section. \n \nS.R. 4.42(8) If the train stops out side first stop signal, reception of the train should be done \nas per G.R. 5.09. \n \nS.R. 4.42(9) Guard and Driver of running trains will be responsible to watch any train \npassing on the adjacent line and attract the attention of the guard or the Driver of that train \nby exhibiting danger hand signal, if any condition is noticed which may endanger its safety. \nIn case of train running in opposite direction as on double/multiple lines, the guards and \ndrivers of the two trains will exchange green hand signals after having examined each others \ntrain. In case anything unusual is noticed, a danger hand signal shall be exhibited to attract \nthe attention of the Guard and Driver of the other train. \n \n4.43 GUARD TO KEEP A GOOD LOOKOUT. - During the journey including halts \nat stations, every Guard shall keep a good look-out and satisfy himself from time to time \nthat the tail board and brake-van lamps are in position and that all brake-van lamps, \nwhere required, are burning brightly, that the train is complete in every respect and is \nproceeding in a safe and proper manner. \n \nNote - The term “brakevan lamp” includes “tail lamp”. \n \n4.44 TRAIN HELD UP AT FIRST STOP SIGNAL. - \n \n(1) When a train has, without an apparent cause, been kept standing at the first Stop \nsignal for five minutes, the Driver shall sound the prescribed code of whistle to \nwarn the Guard, and the Brakesman shall proceed to the cabin or station to \nwarn the Station Master. If there is no Brakesman, the Driver shall depute a \nFireman or Assistant Driver to proceed to the cabin or station to warn the \nStation Master. The Brakesman or Fireman or Assistant Driver proceeding to \nthe cabin or station shall show a Stop hand signal towards the station. The \nGuard shall, as soon as the train is stopped at the first Stop signal, check up that \nthe tail board or tail lamp is correctly exhibited and shall maintain a vigilant \nattitude in rear of the train. After fifteen minutes or such less time as may be \nprescribed by special instructions, the Guard shall, irrespective of whether the \ncause is apparent or not, proceed to protect the rear of the train in accordance with", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 162, + "text": "139 WORKING OF TRAINS GENERALLY \n_______________________________________________________________________________________________________________ \n \ninstructions laid down in Rule 6.03. If in the meantime the signal is taken ‘Off’, \nor the Driver receives the necessary authority to pass the signal in the ‘On’ \nposition, he shall sound the prescribed code of whistle to recall the Guard and \nexchange hand signal with him before starting the train. \n(2) In the case of a train not accompanied by a Guard, these duties shall devolve on \nthe Driver. \n \nS.R. 4.44 (1) The whistle referred to in the above rule should be a long continuous whistle. \nThe Guard should acknowledge this by waving a red flag or red lamp Up and Down until the \nDriver repeats his whistle. \n \nS.R. 4.44 (2) The Assistant Driver must invariably be sent to the station to enquire the cause \nand he should remain in the Station Master’s office until the train is admitted. In the case of \nHome signal of an Intermediate Block Post, it is not necessary for a member of the train staff \nto proceed to the cabin or station, as required by GR 4.44. \n \n4.45 ATTRACTING ATTENTION OF DRIVER. - \n \n(1) If any Guard sees reason to apprehend danger or considers it necessary for any \nreason to stop the train, he shall use his best endeavours to attract the attention of \nthe Driver. \n(2) In the absence of other means of communications with the engine, a Guard \ndesiring to attract the Drivers attention shall apply his hand brake sharply and as \nsuddenly release it, and wherever possible, he shall reverse the side lamps to show \nred towards the engine. \n(3) When the attention of the Driver has been attracted, the necessary hand signals \nshall be shown. \n(4) If the train is fitted with continuous brake, the Guard may, in case of emergency, \napply such brake gradually to stop the train. \n \nS.R. 4.45 Stopping of trains between stations:- Whenever a train has to be stopped between \nstations, the Drivers and Guards must see that it is not stopped in an exposed position \nparticularly on tunnels, bridges and high banks etc. \n \n4.46 ASSISTANCE FROM GUARD’S HAND BRAKE.- When the Driver requires the \nassistance of Guard’s hand brake, he shall sound the prescribed ,code of whistle, if \nnecessary repeatedly, or, if a brake whistle is provided, sound such whistle, and shall \nalso use other means of communication, if provided, between the Driver and the \nGuard. \n \n4.47 APPLICATION OF GUARD’S HAND BRAKE. - \n \n(1) When the Driver sounds the prescribed code of whistle or the brake whistle, the \nGuards shall immediately apply their hand brakes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 163, + "text": "140 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n(2) When a train is travelling down a steep incline, the Guards shall, if necessary to \nsteady the train, assist the Driver with their hand brakes. \n \n4.48 PERMISSION OF GUARD TO DETACH ENGINE FROM TRAIN. - When a \ntrain has been brought to a stand outside station limits or any where on a grade, the \nDriver shall not detach his engine from the train without the permission of the Guard, \nwho before giving such permission, shall satisfy himself that the van-brakes have been \nput on securely and take such other measures as may be necessary or prescribed by \nspecial instructions. \n Provided that detaching of engines from trains in such cases may be prohibited \naltogether under special instructions wherever considered necessary in the interest of safety. \nS.R. 4.48 Permission to be in writing- the Guard must give his permission in writing. \n 4.49 STARTING AND STOPPING OF TRAIN.- The Driver shall start and stop his \ntrain carefully and a without jerk. \n4.50 SOUNDING OF ENGINE WHISTLE. – \n(1) Except under special instructions, the Driver shall always sound the whistle of the \nengine according to the prescribed code of whistle - \n(a) before putting an engine in motion; \n(b) when entering a tunnel; and \n (c) at such other times and places as may be prescribed by special instructions. \n(2) Engine whistle code shall be prescribed under special instructions. \nS.R.4.50 Following is the code of engine whistle for use by the Drivers:- \n \nS.No. Code of Engine \nWhistle Indication \n1. 0 (a) Before starting :- \n(i) Indication to Driver of assisting/banking engine that \nthe Driver of leading engine is ready to start. \n(ii) Acknowledgement by the Driver of assisting/banking \nengine to leading engine. \n(iii) Engine ready to leave loco yard or after completing \nloco work. \n(iv) Engine ready to go to loco – yard. \n(b) On run :- \n(i) Assistance of other engine not required. \n(ii) Acknowledgement of Driver of assisting/ banking \nengine that assistance stopped.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 164, + "text": "141 WORKING OF TRAINS GENERALLY \n \n2. 00 (a) Call for Guard’s signal. \n(b) Signal not exchanged by Guard. \n(c) Signal not exchanged by Station staff. \n3. – 0 (a) Guard to release brakes. \n(b) Before starting engine or a train from station/mid section. \n(c) Main line clear after backing into siding. \n4. 000 (a) Guard to apply brakes. \n(b) Train is out of control, Guard to assist. \n5. 0000 (a) Train cannot proceed on account of accident, failure, \nobstruction or other exceptional cause. \n(b) Protect train in rear. \n6. – – 00 Call for Guard to come to engine. \n7. 0 – 0 (a) Token not received. \n(b) Token missed. \n(c) With wrong “authority to proceed”. \n(d) Passing Stop signal at ‘ON’ on proper authority. \n8. –– (a) Before starting - Vacuum recreated on Ghat section, \nremove wooden wedges. \n(b) Passing an Automatic Stop signal or a Permissive Stop \nsignal in Automatic Signaling Territory at ‘ON’. \n(c) Passing an Intermediate Block Stop signal at ‘ON’ when \nthe telephone provided on the signal post is out of order \nand the Driver is thus unable to contact the Station in \nrear. \n(d) On run: - Acknowledgement of Guard’s signals. \n9. (i) \n \n (ii) \n - - - - - - \n(Intermittent) \n \n –––––––––– \n (Long \nContinuous) \n Approaching level crossing \n \n(a) Tunnel or area of restricted visibility or curves or \ncuttings or site of accidents or when in consequence of \nfog, storm or any other reason the view of signals is \nobstructed. \n(b) Recall railway servant protecting train in rear. \n(c) Material train ready to leave. \n(d) Running through a station. \n(e) Approaching a Stop signal at ‘ON’. \n(f) Detained at a Stop signal. \n10. – 0 – 0 (a) Train parting. \n(b) Train arriving incomplete. \n11. 0 0 – (a) Alarm chain pulled. \n(b) Insufficient vacuum/ air pressure in engine. \n(c) Guard applied vacuum/air brake. \n(d) Inter communication apparatus Used. \n12. – – Raise pantograph. To be acknowledged by the other engine. \n13. – 0 – Lower pantograph. To be acknowledged by the other engine. \n14. – 0 0 (a) Signal arm lowered but light extinguished. \n(b) Signal arm improperly/insufficiently taken ‘Off’. \n(c) Defective signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 165, + "text": "142 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n15. – – – Fouling mark not cleared. \n16. 00000000000 \n(Frequently) \n(a) Apprehension of danger. \n(b) Danger signal to the Driver of an approaching train \nwhose path is fouled or obstructed for any reason. \n(c) While working on a single line section during total \nfailure of communications or when single line working \nis introduced on a double line section. \n(d) Moving in wrong direction on double line or against the \ndirection in the Automatic Block Signalling Territory or \nagainst the established direction in the Automatic Block \nSystem on single line. \n \n \nNote: - (1) The signals above are illustrated by ‘0’ for a short whistle and ‘—’ for a long \nwhistle. \n (2) All excessive and useless whistling is prohibited and long drawn out whistles are \nabsolutely forbidden. Special code of whistles applicable to particular stations \nand sidings, etc. are given in Station Working Rules. \n \n4.51 BELL SIGNALS BETWEEN DRIVER AND GUARD - When bell communication \nis provided between the Driver and the Guard of the train, bell signal code, as may be \nprescribed by special instructions, shall be used. \n \n4.52 THROWING OUT WATER, FIRE OR CINDERS. - A Driver or Fireman shall \nnot throw out water, fire or cinders when passing through a station yard or tunnel, or \nwhen on a bridge. \n \nS.R. 4.52 (1) Should a Driver see a sleeper or any part of the wood work of the line on fire, \nhe should bring his train to a stand as quickly as possible and put out the fire before going \nahead. The Driver shall advise the Station Master of the next station in writing about the \ndamaged sleeper. The Station Master shall immediately inform the SE (P.Way) concerned to \ntake necessary action. \nS.R. 4.52 (2) Drivers must avoid creating smoke nuisance in the station yards. \nS.R. 4.52 (3) Ash pan shall never be cleaned out except on the ash-pits provided for the \npurpose. If a Driver finds it necessary to clean his ash pan on a siding where there is no ash-\npit, this ash must immediately be thoroughly damped and leveled off to rail level. Ashes must \nnever be rake out on wooden sleepers. \n \n4.53 HOSE OR WATER CRANE. - After taking water from a tank or water column, \nthe Driver shall see that the hose or arm is left clear of the line and, when it is provided \nwith fastenings, properly secured. \n \n4.54 PASSENGERS. - Every Guard shall give his best assistance to passengers \nentraining and detraining.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 166, + "text": "143 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \nG. DUTIES OF STAFF ON ARRIVAL \n \n4.55 SHUTTING OFF POWER. - In stopping a train, the Driver shall determine \nwhere to shut off power by paying particular attention to the gradient, the state of the \nweather, the condition of the rails, the brake power and the length and weight of the \ntrain. \n \n4.56 GUARD TO SEE THAT TRAIN IS STOPPED CLEAR OF FOULING \nMARKS. - When a train comes to a stand at a station, the Guard shall see that, \nwherever possible, the last vehicle of his train has cleared the fouling marks of all points \nand crossings. If not, he shall inform the Station Master at once and exhibit Stop hand \nsignal to prevent any movement on the fouled line. \n \nS.R. 4.56 (1) If the last vehicle is not clear of the fouling marks as required vide G.R. 4.56, \nthe Guard shall show “Proceed with caution” signal as prescribed in G.R. 3.55 towards the \nDriver who may move to clear the fouling mark. If the last vehicle is still not clear, the Guard \nshall exhibit Stop hand signal to prevent any movements on the fouled line. The Guard may \nendorse in Train Intact Register in bold letters and underline that the fouling marks is not \nclear. He shall also personally inform the Station Master, if the train has reached the \nterminal station and he goes off duty. Where the Guard continues to be on duty with the train, \nhe shall protect the infringement against any movements as laid down above. \n During the precedence of trains, the Guard of the first arriving train if not otherwise \nbusy in shunting operations, etc, shall remain alert and exhibit danger signal in case he finds \nany irregularity in the setting of points or taking ‘off’ signals for the approaching train. This \nhowever does not absolve the Station Master of his overall responsibility to satisfy that the \nconditions for taking ‘off’ signals are complied with. \nS.R. 4.56 (2) When engine of Goods or Mixed train has to be detached from its train, the \nDriver and Guard will be held jointly responsible for taking such measures as will prevent \nthe front portion from fouling another running road. \n \n4.57 DETACHING ENGINE. - Whenever a train has been brought to a stand, and it \nis necessary for the engine, with or without vehicles, to be detached from the rest of the \ntrain, the Guard shall, before the train is uncoupled, satisfy himself that the van-brakes \nhave been put on securely and take such other measures as may be prescribed by \nspecial instructions. \n \nS.R. 4.57 The Guard of a train that is not worked with the automatic brake must screw his \nhand brake hard on and fasten it immediately the train comes to a stand, so as to obviate any \nrisk of the train rolling back, should the engine be detached for shunting operations or for \nany other purpose. He must, however, when ready to start and before giving the Driver the \nstarting signal, release the brake to prevent any unnecessary strain on the couplings. \n \n4.58 DRIVER TO SEE THAT TRAIN IS STOPPED CLEAR OF FOULING \nMARKS. - When a train comes to a stand at a station, the Driver shall see that, \nwherever possible, his engine is clear of the fouling marks of all points and crossings. If \nnot, he shall take steps to inform the Station Master at once and exhibit Stop hand \nsignal to prevent any movement on the fouled line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 167, + "text": "144 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.58 (1) If, when the train comes to a stand, the engine Driver finds that his engine is not \nclear of the fouling mark, he must at once sound the prescribed whistle(– – –), attract the \nattention of the Guard and on getting “Proceed with caution” signal from the Guard, back \nhis engine clear and inform the Station Master that he has done so. Till that time, he shall \nexhibit Stop hand signal to prevent any movements on the fouled line. \n On receipt of the information from the Driver that fouling mark in front has been \ncleared, the Station Master must, if he had already received the Train Intact Register again \nsatisfy himself that the last vehicle of the train is still clear of fouling mark and other \ninfringements. \n In the event of receiving a “Proceed with Caution” signal from the Guard, the Driver \nshall draw his train ahead until signaled by the Guard that the fouling marks in rear have \nbeen cleared by exhibition of a Stop signal. \nS.R. 4.58 (2) During the crossing of trains, the Driver of the first arriving train if not other \nwise busy in shunting operations, etc., shall remain alert and exhibit danger hand signal in \ncase he finds any irregularity in the setting of points or taking ‘off’ signal for the \napproaching train. This, however, does not absolve the Station Master of his overall \nresponsibility to satisfy that the conditions for taking ‘off’ signals are complied with. \n4.59 MOVING OF TRAIN CARRYING PASSENGERS AFTER IT HAS BEEN \nSTOPPED AT A STATION.- When a train carrying passengers has been brought to a \nstand at a station, whether along side, beyond, or short of the platform, the Driver shall \nnot move it, except under orders of the Guard or to avert an accident. \nS.R. 4.59 Whenever it is necessary to move a train carrying passengers after it has been \nbrought to a stand at a station the Guard shall ensure safety of passengers before giving the \nsignal. \n \n4.60 GUARD NOT TO LEAVE TRAIN TILL HANDED OVER.- No Guard shall \nleave his train until it has been properly handed over in accordance with special \ninstructions. \n \nS.R. 4.60. A Guard should not leave the Station at the end of his run, until he has properly \nmade over his train with the goods parcels, invoices, way bills etc., to the relieving Guard or \nofficial appointed to check and receive them, handed in his reports for the journey and \nobtained the Station Master’s permission to do so. \n \n4.61 DRIVER NOT TO LEAVE ENGINE WHEN ON DUTY.- No Driver shall leave \nhis working locomotive or his self-propelled vehicle when on duty, whether at a station \nor on a running line, except in case of absolute necessity and after a competent railway \nservant has been placed in-charge of the locomotive or self -propelled vehicle. In the \ncase of a self-propelled vehicle manned by a Driver only, a Driver may leave it when \nnecessary, provided he has locked the cabs and has put the vehicle in low gear with the \nignition switch in the off position and has screwed down and locked the hand brake. \n \nS.R. 4.61 Charge of Engines: - Engines when in steam, must never be left without being \nincharge of a person authorised to take charge of them. Any engine left standing in steam \nmust have its regulator closed, cylinder cocks open, reversing lever in mid-gear, vacuum \nbrake ejector handle in the ‘ON’ position and hand brake applied.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 168, + "text": "145 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \nH. WORKING OF MATERIAL TRAINS. \n4.62 WORKING OF A MATERIAL TRAIN IN A BLOCK SECTION.- A material \ntrain shall be worked only with the permission of the Station Masters on each side and \nin accordance with special instructions. \nS.R.4.62(1)(a) Material trains must not be worked at night or in thick, foggy or tempestuous \nweather, except under special circumstances, when the special permission of the Divisional \nOperations Manager must be obtained. \n(b) Material coolies are permitted to travel by material trains during the day only. They \nshould not be allowed to travel by material trains at night except when accommodated in \ncovered or second class carriages. \n Persons who are not railway employee and have no business connected with the railway \nshould not be permitted to travel by Material train or any other departmental train without \nthe prior sanction of the General Manager or, in exceptional circumstances, of the Chief \nSafety Officer. \n \n In an emergency warranting journeys of police or military or other non-railway \npersonnel by railway departmental train, permission may be accorded by the Divisional \nRailway Manager. \n \nS.R. 4.62 (2) In case of special emergency, a material train may be run at any time under the \nauthority of the Engineer incharge. \n \nS.R. 4.62 (3)(a) When running through between block stations and when running with the \nengine leading, the speed of the material train must not exceed that prescribed for goods \ntrains of similar weight. \n(b) When the engine is pushing the train or is placed in an emergency or in exceptional \ncircumstances somewhere in the middle of the train and the brakevan is leading: \n(i) the speed must not exceed 25 KMPH on the straight line, or 8 KMPH over a turnout; \n(ii) the Guard must travel in the leading brakevan and must exhibit hand signals to the \nDriver; \n(iii) the train crew must keep a good lookout especially in the direction in which the train \nis moving and must be prepared to stop short of any obstruction; and \n(iv) when approaching turnout, the Guard must stop the train and satisfy himself that the \npoints are correctly set, all non-interlocked points are padlocked and that the \nadvance facing points are manned. \n(c) When the engine is pushing the train or is somewhere in the middle of the train and the \nbrakevan is not leading: \n(i) the speed must not exceed 8 KMPH; \n(ii) the Guard must travel on the leading vehicle and exhibit hand signals to the Driver; \nand \n(iii)sub-clauses (b) (iii) and (iv) must be strictly complied with.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 169, + "text": "146 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.62 (4) A Material train shall always be worked under the ordinary Line Clear rules in \nforce. \nS.R. 4.62 (5) Should work have to be carried out between stations, the Guard must advice the \nStation Master of the station immediately short of the place where the work has to be done, in \nwriting of the intended stoppage and its duration and he will be responsible to ensure that no \ndelay is caused to other trains, through this time being exceeded. \nS.R. 4.62 (6) On the single line, in case a material train has to run out part of the way \nbetween two stations and then push back to the station from which it started, the Driver must \nobtain, in addition to the usual “authority to proceed” a written permission from the Station \nMaster to be allowed to push back into station. \nS.R. 4.62 (7) On the return of the train, the Guard will intimate that the whole of the train has \nreturned to the station complete from the section and sign in the Trains Signal Register Book \n(TSR/TMR) to that effect and return the “authority to push back” to the Station Master which \nmust be cancelled by the latter. The Station Master will then give “obstruction removed” \nsignal on the block instrument/electric-speaking instrument, and endorse the following \nremarks in the Trains Signal Register “Train Pushed Back” against the entry of the train. \nS.R. 4.62 (8) The Station Master at the station where the train starts and pushes back to, must \nadvise the station in advance on the telephone and also the controller on controlled section \nthat the train will push back to the station. He will then obtain the acceptance of the “is line \nclear for a train stopping in the section” signal, on the block instrument where block \ninstruments are not provided, from the station in advance and then give the “train entering \nsection” signal in the usual way. \nS.R. 4.62 (9) When, it has been arranged for a train to push back from the section, it must \nalways do so and not go through to the station in advance. \nS.R. 4.62 (10) Before starting, a green flag must be tied to a convenient fixture in front (or on \nthe tender if running tender foremost) of the engine and also at the back of the rear brakevan \nto indicate to men working on the line that the train will push back. \nS.R. 4.62 (11) On the single line, when a material train is required to be pushed back into the \nstation yard, the Driver should bring it to a stop outside the first Stop signal and sound the \nprescribed code of whistle. The signals may then be taken off for the admission of the train. \nAt non-interlocked stations, the train should, in addition to taking “off” of signals, be piloted. \nS.R. 4.62 (12) On the double line, material train must not be pushed back but must run on to \nthe next station, where the engine can be run round the train. \nS.R. 4.62 (13) Material trains are on no account to be divided when working outside station \nlimits, that is to say, vehicles are not to be detached and separated from the rest of the train \nfor convenience of loading or unloading. \nS.R. 4.62 (14) Material trains are not to be divided also within station limits, if there is a \nfalling gradient and any possibility of wagons escaping.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 170, + "text": "147 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.62 (15) Material trains must not be unloaded while in motion except in the case of \nspecially constructed trucks and under the orders of the Engineer-in-charge. \nS.R. 4.62 (16) Shunting open trucks loaded with materials, with coolies also in them, is \nstrictly prohibited; when any shunting has to be done, the Guards must see that all the \ncoolies are out of trucks. \nS.R. 4.62 (17) Guards of Material trains are responsible for their safe working both in \nTraffic and Engineering sidings, and must personally supervise all shunting operations. \nS.R. 4.62 (18) Goods trains may, under the special permission of the Divisional Operations \nManager, and during the hours of day light only, be stopped once between stations on load or \nunload materials; in these cases, they will work under the rules applicable to material trains, \nand only one such stop, which should not exceed half an hour, may be made by each train. \nS.R. 4.62 (19) The Engineering Department will arrange for the protection of the train by \ndanger signals, which must be supplemented by detonators in the manner prescribed in S.R. \n3.62. \nS.R. 4.62 (20) Where lever collars are provided they must be used to remind Station \nMaster/Switchman that Material train is working in block section. Where lever collars are \nnot provided, Pla card/ visual indicators showing the working of Material train in the block \nsection should be provided on the Block Instrument. A ‘Note’ of this fact should also be made \nin the Train Signal Register in red ink. \nS.R. 4.62 (21) On stopping a material train on a grade, the Driver should give a long whistle \nto call the attention of the Guard and thereafter three short whistles, the signal for the \napplication of all hand brakes. The brakes must not be released until the Driver has signalled \nfor this by giving one long one short (– 0) whistle. \n Before entering a section on which a material train is required to stand on a grade of \n1 in 50 or steeper, the engine should be so attached that when the train is standing, the \nengine is the down hill end of the train. \n \n4.63 WORKERS ON MATERIAL TRAIN.- The Guard of a material train shall, \nbefore giving the signal to start, see that all the workers are on the train, and warn them \nto sit down. \n \n4.64 PROTECTION OF MATERIAL TRAIN WHEN STABLED.- \n(1) A material train shall not be stabled on a running line at a station, except in \nunavoidable circumstances. \n(2) When a material train is stabled at a station, it shall be protected in the following \nmanner and the Station Master shall ensure that- \n(a) the vehicles of the material train have been properly secured and are not \nfouling any points or crossings,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 171, + "text": "148 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n(b) all necessary points have been set against the line on which the material train \nis stabled and such points have been secured with clamps or bolts and \ncotters and padlocks, and \n(c) the keys of such padlocks are kept in his personal custody until the material \ntrain is ready to leave the siding or line. \n(3) The Guard shall not relinquish charge until he has satisfied himself that the \nmaterial train has been protected as prescribed in this rule. \n \nS.R. 4.64 (1) When a material train is placed on a siding outside station limits for loading, \nunloading or stabling, it is the Guard’s duty to have the necessary brakes put down and the \npoints secured by clamps and padlocked. Catch siding, slip-points or traps and Scotch Blocks \nmust also be set and secured. \nS.R. 4.64 (2) Guards booked out with Material trains must obtain the necessary clamps from \nthe Station Master of his headquarters station and return them when the Material train is \ncancelled. For this purpose four clamps will be kept at each Guard’s Headquarters station as \nstation equipment. \n \n4.65 WORKING OF TRACK MAINTENANCE MACHINES. - Track laying or on \ntrack tamping or maintenance machines shall be worked only with the permission of the \nStation Master and in accordance with special instructions. \n \nS.R. 4.65 See Appendix ‘A’ to Chapter XV. \n \nI. PRIVATE ENGINES AND VEHICLES \n \n4.66 PRIVATE ENGINES AND VEHICLES. - No engine or other vehicle, which are \nthe property of a private owner, shall be allowed to enter upon the railway, except in \naccordance with special instructions. \n \nAPPENDIX - ‘A’ \nRULES FOR ATTACHMENT AND HAULING OF DEAD LOCOMOTIVE(S) \n \nSubject to other extant technical precautions/ instructions on the subject the following \nconditions shall be satisfied before attachment of dead locomotives to any train/light engine. \n(A) Conditions for attachment of dead locomotive. \n(i) Certificate for ‘‘Fit to run’’ is issued by Section Engineer/SSE(Loco)/Power \nController for passenger/goods train. \n(ii) The dead locomotive is escorted by a competent person not lower than Assistant \nDriver. \n(iii) Maximum permissible speed of the dead locomotive shall not be less than \nmaximum permissible speed of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 172, + "text": "149 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(iv) Arrangements made to ensure that brakes can be applied on dead locomotives in \nsynchronization with working locomotives. \n(v) Running of double/triple headed is permissible on the section over which the dead \nlocomotive is to be hauled. \n(vi) When a dead electric locomotive has to be moved on a non-electrified section, \nspecial check shall be made regarding its infringement to the schedule of \nmaximum moving dimensions. In the case of any infringement, the dead \nlocomotive shall be treated as an ODC. \n(vii) As a final check, the coupled locos should be run for about 500 meters and the \nDriver shall check for any abnormal rise in the temperature of the wheels of the \ndead locomotive and shall also check it at subsequent stops during the journey. \n \nIn addition to the above the following precautions should be taken for hauling the dead \nlocomotives; \n \n(B) Attaching/Hauling of dead locomotives by Passenger Trains. \n \n(i) Only one dead locomotive (Diesel/Electric) can be attached to a Mail or Express \nor Passenger Train. \n(ii) Brake power of the train should be 100% excluding dead locomotive. \n(iii) The dead locomotive can be attached next to train engine only. \n(iv) As far as possible, brake should be worked on dead locomotive. However if it is \nnot possible, then in the case of air braked train, brake pipe and feed pipe of \nworking locomotive shall be connected to brake pipe and feed pipe of trailing \nstock and dead locomotive will worked as piped vehicle. \nIn the case of vacuum brake train, vacuum pipe of locomotive shall be connected \nwith vacuum train pipe of trailing stock and the dead locomotive shall be treated \nas a piped vehicle. If the locomotive is fitted with pure air braked system and \nvacuum pipe is not provided on locomotive then it should be attached with air \nbraked trains only. \n(v) No dead locomotives should be attached to any Superfast train under any \ncircumstances. \n \n(C) Attaching/Hauling of dead locomotives by Goods trains. \n \nMovement of maximum three locomotives (2 working + 1 dead) with load is permissible \nsubject to observations of all restrictions on operation of double/triple headed working \nlocomotives in the section provided that brakes in dead locomotives are operational. \n***********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 173, + "text": "150 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \nCHAPTER V \nCONTROL AND WORKING OF STATIONS \n \n5.01. RESPONSIBILITY OF THE STATION MASTER FOR WORKING.– \n \n1. The Station Master shall be responsible for the efficient discharge of the duties \ndevolving upon the staff employed, either permanently or temporarily, under his \norders at the station or within the station limits and such staff shall be subject to \nhis authority and direction in the working of the station. \n2. The Station Master shall see that all signals, points, gates of level crossings and the \nwhole machinery of his station are in proper working order and shall immediately \nreport all defects therein to the proper authority. \n3. The Station Master shall also be responsible to see that the working of the station \nis carried out in strict accordance with the rules and regulations for the time being \nin force. \n4. No person other than the Station Master shall ask for or give Line Clear, or give \nauthority to proceed. \n \nS.R. 5.01(1) The Station Master incharge shall carry out daily inspections of his station, and \namong other things, check that the staff are dressed in clean uniform in accordance with the \nextant rules, and that signal lamps, flags and other station equipment are in proper order. \nFurther, whenever there is a change of staff at a station, either temporary or pemanent, he \nshall be responsible for seeing that all rules relating to the working of the station are \nunderstood by such staff. Every staff who is literate shall submit to the Station Master, a \ndeclaration in writing that he has read and understood such rules. \nS.R. 5.01(2) No member of the station staff, particularly in the charge of points and signals, \nor shunting, shall leave his duty without being relieved by some competent person and \nwithout the knowledge and permission of the Station Master. Pointsman and Signalman shall \nremain on duty, if Line Clear is given for a train, until that train has been received and the \ncondition for granting Line Clear have been restored. \n \n5.02. SUPPLY OF COPIES OF RULES AND DISTRIBUTION OR EXHIBITION OF \nOTHER DOCUMENTS. - \n \nThe Station Master shall see – \n(a) that every railway servant subordinate to him who should be supplied with a copy \nof authorised translation of these rules under Rule 2.01 duly receives the same; \n(b) that the Working Time Table in force together with all correction slips and \nappendices, if any, working rules and instructions, and other notices having \nreference to the working of the line, are properly distributed or exhibited in such \nmanner as may be prescribed under special instructions; \n(c) that both the sheet time tables and fare lists are correctly exhibited at the station if \nit is open for the booking of traffic; and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 174, + "text": "151 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(d) that copies of the Act, and the Goods and Coaching Tariffs are available for \ninspection by the public. \n \n5.03. OBEDIENCE TO ORDERS AND KEEPING OF BOOKS AND RETURNS.- \n \nThe Station Master shall see that all orders and instructions are duly conveyed to the \nstaff concerned and are properly carried out, and that all books and returns are \nregularly written up and neatly kept. \n \n5.04. SIGNAL CABINS. – \n \n(1) The Station Master shall make himself thoroughly acquainted with the duties of \nthe staff employed in the signal cabins, if any, at his station and shall satisfy \nhimself that they perform their duties correctly, and in order to maintain an \neffective supervision over the said staff, frequently visit the signal cabins. \n(2) The Station Master shall ensure that the prescribed equipment is readily available \nin signal cabins and maintained in good working order. \n(3) Signal cabins shall be kept neat and clean and no unauthorised person shall be \npermitted to enter such cabins. \n \nS.R. 5.04 The Station Master shall frequently test staff under him in the knowledge of rules \nincluding the method of using lever collars, button collars, placards and conducting shunting \nin a safe manner. \n \n5.05. REPORT OF NEGLECT OF DUTY. - \n \nThe Station Master shall report, without delay, to his superior, all neglect of duty on the \npart of any railway servant who is under his orders. \n \n5.06. STATION WORKING RULES. - \n \n(1) In addition to the General Rules for Indian Railways and Subsidiary Rules of a \nRailway, each station shall be provided with Station Working Rules applicable to \nthe station, issued under special instructions. \n \n(2) A copy of the Station Working Rules or relevant extracts thereof shall be kept at \ncabins and level crossings concerned. \n \nS.R. 5.06 The Station Working Rules shall be made in accordance with the prescribed \nproforma. \n \n5.07. FORMS. – \n \n(1) All messages and written authorities mentioned in these rules shall be prepared on \nprescribed forms laid down in these rules or prescribed under special instructions \nand shall be stamped with the station stamp.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 175, + "text": "152 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(2) If the authorised printed forms is not available for any reason or in exceptional \ncircumstances a manuscript form containing all the particulars as contained in the \nprescribed form is issued as an emergency measure, reasons therefor shall be \nrecorded in the station diary. \n \n5.08. ACCESS TO AND OPERATION OF EQUIPMENT. - \nNo unauthorised person shall be permitted to have access to or operate signals, points \nelectrical block instruments and electrical communication instruments or any other \nappliances connected with working of the Railway. \n \n5.09. RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE. - \n \n(1) In case of reception of a train on an obstructed line, the Station Master shall - \n(a) whenever possible, intimate the Driver through the Station Master of the \nstation in rear that the train is to be received on an obstructed line; \n(b) ensure that the signal or signals controlling the reception of the train are not \ntaken ‘Off’; and \n(c) ensure that all the points over which the train has to pass are correctly set \nand the facing points locked. \n(2) After the train has been brought to a stand at the relevant Stop signal, it may be \nreceived on the obstructed line by - \n(a) authorising the Driver to pass the Stop signal at ‘on’ by taking ‘off’ the \nCalling-on signal, where provided; or \n(b) authorising the Driver on the signal post telephone, where provided, to pass \nthe Stop signal at ‘on’, in accordance with special instructions; or \n(c) authorising the Driver to pass the relevant signal or signals at ‘on’ through a \nwritten authority to be delivered by competent railway servant who shall \npilot the train past such signal or signals. \n(3) The train shall be brought to a stand at the facing points leading to the reception \nline until hand-signalled forward by a competent railway servant. \n(4) A Stop hand signal shall be exhibited at a distance of not less than 45 metres from \nthe point of obstruction to indicate to the Driver as to where the train shall be \nbrought to a stand. \n(5) The Driver shall keep his train well under his control and be prepared to stop \nshort of any obstruction. \n \nS.R. 5.09(1) The written authority referred to in GR 5.09(2)(c) shall be on a prescribed form \nT-509. \n \nS.R. 5.09(2) If the obstruction is cleared after a driver has been advised that his train will \nbe received on a obstructed line the Station Master may receive the train on signals, in such \ncase he shall issue a written memo instead of issuing Form T-509 to the Driver informing the \nDriver that the train is being received on signals as the obstruction has been cleared.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 176, + "text": "153 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n \n5.10. RECEPTION OF A TRAIN ON A NON-SIGNALLED LINE. - \n \n(1) Should it be necessary, in an emergency, to receive a train on a line, which is not \nsignalled for reception, the Station Master shall ensure that - \n(a) the train is brought to a stand at the first Stop signal; \n(b) the line on which it is intended to receive the train is clear upto the trailing \npoints or upto the place at which the train is required to come to a stand; \n(c) all the points over which the train has to pass are correctly set and facing \npoints locked; and \n(d) the Driver is authorised to pass the approach Stop signal at ‘on’ through a \nwritten authority to be delivered by a competent railway servant who shall \npilot the train on to the non-signalled line. \n(2) The Driver, while entering a non-signalled line, shall proceed cautiously and be \nprepared to stop short of any obstruction. \nS.R. 5.10 The written authority mentioned in GR 5.10 (1) (d) will be T-510. \n \n5.11. DEPARTURE OF A TRAIN FROM A NON-SIGNALLED LINE. – \n \n(1) In the event of a train having to be started from a line not provided with a Starter \nsignal, the Driver shall be given a written permission to start: \nProvided that such permission may be dispensed with where a tangible authority \nto proceed is given to the Driver. \n(2) The written permission or the tangible authority to proceed referred to in sub-rule \n(1) shall not be given unless all the points for the departure of the train have been \nset and the facing points locked. \n \nS.R. 5.11 When a number of trains are awaiting despatch in the same direction from non \nsignalled lines the Driver will be given T-511 in addition to tangible authority to start the \ntrain. \n \n5.12. DEPARTURE OF A TRAIN FROM A LINE PROVIDED WITH A COMMON \nDEPARTURE SIGNAL. – \n \n(1) In the event of a train having to be started from a line out of a group of lines \nprovided with a common departure signal, the Driver shall be given a written \npermission to start in addition to the authority to proceed under the system of \nworking. \n \n(2) The written permission and the authority to proceed referred to in sub-rule (1) \nshall not be given unless all the points for the departure of the train have been set \nand facing points locked. \n \n \nS.R. 5.12 The written permission referred to in GR 5.12(2) will be T-512 (Starting Order).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 177, + "text": "154 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n \n5.13. CONTROL OF SHUNTING. - \n \n(1) Shunting operations shall be controlled by fixed signals or hand signals or by \nverbal directions. \n(2) The Driver shall not, however, depend entirely on signals and shall always be \nvigilant and cautious. \n(3) The speed during shunting operations shall not exceed 15 kilometres an hour \nunless otherwise authorised by special instructions. \nS.R. 5.13(1) (a) This shall, however, not apply to loaded or empty BOX and BOB’s type \nbogie-wagons which are not designed for high shunting speeds. The maximum permissible \nshunting speed of such wagon is restricted to a normal shunting speed of 5 to 6 KMPH when \nthe wagons are shunted singly. When shunting a group of two or more BOX or BOB’s \nwagons, coupled together with transition couplers at either end, the shunting speed should \ncorrespond to a very slow walking speed of about 2 kms. per hour. \n(b) For wagons containing explosives, gases, petroleum, inflammable liquids and solids, \noxidizing substances, acids, corrosive and poisonous substances the shunting speed should be \nas laid down in the Red Tariff issued by I.R.C.A. \nS.R. 5.13(2) (a)(i) Shunting order (T/806)shall be given when shunting is required to be done \non a train. The Station Master shall issue form T-806 which shall be signed \nby the Guard and the Driver of the train. \n (ii) In coaching or goods yard, where shunting is of regular nature and \nshunting done by shunter, supervised by yard shunting staff, T-806 is not \nrequired to be given. At such places, the shunting order can be issued by the \nSM/YM in writing or such instructions can be given orally as specified in the \nSWR of the station. \n (iii) For attaching and detaching of locos for change of traction, or for change \nof loco, or reversal, where such movements are of regular nature T-806 is \nnot required to be given. \n (iv) Shunting order shall only indicate the work to be done. The system of \nmovement would be adopted as per laid down rules of G&SR and SWR. \n (b) Whenever any special precaution is necessary to be observed by Guard while supervising \nshunting at stations where no Shunting Jamadars are provided, instructions in this respect \nmust clearly be embodied in the shunting order on Form T-806. \nAt stations provided with shunting staff the Yard Master or the Station Master is responsible \nto ensure that such precautions are duly observed. \nS.R. 5.13(3) Shunting of Passenger and Mixed Trains at other than an engine changing or \njunction or terminal station – At a station other than an engine changing or junction or \nterminal station, the Guard in charge of the passenger/mixed train is responsible for safe \nshunting of the train, whether, of the whole train or part of it. Whether a Shunting Jamadar is \nprovided or not, and he is also responsible:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 178, + "text": "155 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(i) for ensuring that correct vehicle is attached or detached; \n(ii) for accompanying part of the train which is being shunted and giving the \nnecessary signals; \n(iii) for correct setting of all points and locking of facing points over which \nshunting is done as per S.R. 5.14(1). \nWhen vehicles carrying Passengers have to be shunted, the person conducting the shunting \nmust warn passengers by blowing a whistle at least twice and by audibly announcing the fact \nthat vehicles are to be shunted. The movement is not to commence till all doors are closed \nand foot boards are clear of passengers. \nS.R. 5.13(4) Shunting of passenger and mixed trains at an engine changing or junction or \nterminal station - At an engine changing or junction or terminal station, the Yard Master or, \nif there is no Yard Master, the Station Master on duty is responsible for safe shunting of \nPassenger, and Mixed trains, whether of the whole or part of it, and is also responsible:- \n(i) for ensuring that correct vehicle is attached or detached; \n(ii) for accompanying that part of the train which is being shunted and giving \nthe necessary signals; \n(iii) for correct setting of all points and locking of facing points over which \nshunting is done as per S.R. 5.14(1). At any such station where neither the \nYard Master nor the Station Master can carry out this duty, the Divisional \nRailway Manager shall specify either in the working rules or in the duty \nlist of staff, the persons who will carry out this duty. \nWhen vehicles carrying Passengers have to be shunted, the person conducting the shunting \nmust warn passengers by blowing a whistle at least twice and by audibly announcing the fact \nthat vehicles are to be shunted. The movement is not to commence till all doors are closed \nand foot boards are clear of passengers. \nS.R. 5.13(5) (a) Shunting on goods trains where no Shunting Jamadars are provided to be \nsupervised by Guards – \n The Guard of a goods train is responsible: \n(i) for attaching and detaching vehicle to and from his train. He must personally \nsupervise the shunting, and exhibit the necessary signals himself. \nInstructions for the necessary shunting to be done will be given to the Guard \nby the Station Master on duty. \n (ii) for accompanying that part of the train which is being shunted; \n(iii) for the correct setting of all points over which shunting is performed; \n(iv) for the locking of facing points over which shunting is performed as per S.R. \n5.14(1). \n(b) When a BOX wagon is attached or detached at roadside station, the Guard should see the \ncorrect setting of the empty/loaded BOX.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 179, + "text": "156 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \nS.R.5.13(6) Shunting of goods trains at station where Shunting Jamadars are provided – \n(a) The attaching and detaching of vehicles to and from goods trains will be \ndone by Shunting Jamadar under the instructions of the Station Master on \nduty. The Transportation Inspector is responsible that Shunting Jamadars \nunderstand rules which govern shunting operations and that all necessary \nprecautions are taken by Shunting Jamadars when shunting is being \nperformed at station where gradient exists. The Shunting Jamadars should \nalso ensure compliance with S.R. 5.14(1). \n(b) In all cases the Guard of the train is held responsible that the correct \nvehicle is attached or detached from his train. \nS.R.5.13 (7) Responsibility of Guards for shunting of complete trains in the station yard – \nWhenever a complete train of any description is to be shunted from one line to another or \nplaced in or taken out from a siding, such as in the process of crossing or giving precedence \nto another train the Guard incharge of the train will supervise the shunt and will be \nresponsible; \n (a) that points and crossing are correctly set and facing points locked for the \n shunt as per S.R. 5.14(1); \n (b) for exhibiting the necessary signals to the Driver performing shunting and; \n (c) for seeing on completion of the shunt, that the fouling marks are clear. \nS.R.5.13(8) Shunting of material trains supervised by Guards – All shunting of vehicles to \nbe attached or detached must be done under the personal supervision of Guard in charge of \nthe train, who is responsible for exhibiting the necessary signals himself. Before commencing \nshunting, he must obtain the instructions of the Station Master on duty. The Guard is also \nresponsible for taking every precaution to safeguard the workmen (if any) during the \nshunting. \nS.R.5.13(9) Responsibility for warning staff and for the performance of careful shunting in \nand out of goods and other sidings where loading or unloading is in progress- The person \nsupervising shunting will be held responsible for warning the Clerk or other official engaged \nin loading or unloading vehicles, before he commences shunting on to or with these vehicles. \nThe permission of the Clerk or other official must be obtained, and he will be responsible, \nafter receiving intimation, for seeing that everybody connected with the work is promptly \nwarned. No hand shunting or loose shunting connected with those vehicles which are being \ndealt with, or which will foul the lines on which such work is going on, may be done, until \npermission has been obtained. \nS.R.5.13(10) Shunting during stormy weather - When shunting has to be done in stormy \nweather, it must be confined to as few lines as possible. Each vehicle placed on a siding must \nbe coupled to any other already there and brakes put down. When shunting on any one siding \nis finished, the vehicles must be coupled up and the end vehicles spragged or chained. \nS.R.5.13(11) Shunting with coupled engine - Shunting with coupled engine is not allowed \nexcept – \n(a) When a complete train has to be shunted from one line to another. \n(b) When the load to be shunted cannot be hauled by a single engine owing to a \ngradient.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 180, + "text": "157 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \nS.R.5.13(12) Clear fouling mark during shunting operations – All staff connected with \nshunting duties are responsible for keeping rail crossing clear during shunting operations \nand for the passage of trains. The point of clearance is indicated by a white sleeper between \ntracks. \nS.R.5.13 (13) Hand shunting of vehicles - When it is necessary to hand shunt any vehicle, \nresponsible subordinate must supervise the work. Labours and other must not be allowed to \nhand shunt vehicles by pushing them at the buffer. They must either push vehicles from \nbetween the buffers or at the sides of the vehicles, outside the rails. Contractors’ and \nTraders’ labour must not be allowed to move vehicles at stations, except under the orders \nand personal supervision of a responsible member of the station staff. The above instruction \ndoes not apply to the movement of vehicles on merchants’ sidings and on sidings serving \nplinths and similar place allotted to individual trades. \nS.R.5.13(14) Uncoupling moving vehicles - Uncoupling vehicle while it is in motion is \nforbidden except in slow movements in hump yards. \nS.R.5.13 (15) No passenger carrying vehicles should be kept standing on blocked line in the \nrear of the train carrying passengers stopped at a station. \nS.R.5.13 (16) When shunting is to be done for attaching or detaching coaches on \nMail/Express and passenger trains, the shunting engine must first come to a halt 20 metres \naway from the train before moving for coupling up. \nS.R.5.13(17) No engine should be allowed on any running line at a station occupied by a \ntrain or vehicles carrying passengers, except the train engine or banking engine or shunting \nengine required to perform shunting on that train. The movement of such an engine should be \npermitted only under the control of the person in charge of shunting. \nS.R.5.13 (18) Shunting of wagons of other stock marked sick or damage labelled loaded with \na part of the consignment protruding to a dangerous extent, on yard lines adjacent to \npassenger running lines should be regulated, as far as possible during the intervals between \npassenger train movements. In every case the staff should exercise utmost caution and while \nundertaking such shunting immediately, if the situation so warrants, take all necessary \nprecautions. \nNote: The responsibilities for the supervision of shunting of passenger trains should not vest \nwith an official below the rank of a Shunting Jamadar. \n \n5.14. RESPONSIBILITY FOR SHUNTING.- \n \nThe Station Master shall see that the shunting of trains or vehicles is carried on only at \nsuch times and in such manner as will not involve danger. \n \nS.R.5.14(1) Whenever any shunting is to be performed, the facing points over which shunting \nis carried on, must invariably be secured as detailed below:- \n(a) In case of facing points provided with locks, the facing points shall be \nlocked for shunting movements whenever interlocking permits of this being \ndone.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 181, + "text": "158 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(b) In case the shunting movement are governed by shunt signal or Starter \nsignal, which detect the facing points, the shunt signal or Starter signal \nshall be taken ‘off’ to secure the facing points. \n(c) In all other cases involving movement over running lines, the facing points \nshall be clamped/cotter-bolted and padlocked. It will, however, not be \nnecessary to padlock in cases of yard shunting involving use of non-\nrunning lines. \n(d) Whenever the shunting is to be carried out across the main line over the \ncross over point, all the relevant facing points must be properly set and \nlocked with appropriate lock levers. In addition to such locking the facing \npoints of the emergency cross over, the point must also be cotter-bolted and \npadlocked by the person responsible to supervise such shunting. \nS.R.5.14 (2)(a) In case of shunting of coaches occupied by passengers or during shunting \nover emergency cross over, the facing points must be clamped and \npadlocked. \n (b) Defective points in non-interlocked yard, if set by any means, must be \nclamped and padlocked before any movement of a train/coaches occupied by \npassengers is allowed over them. \nS.R.5.14(3) Whenever any shunting operation involving running lines requiring co-operation \nof the ASM with cabin is to be done, private numbers shall be exchanged between SM and \ncabinman before the commencement and their accomplishment of the shunting movement in \ntoken of assistance of occupation and clearance of the involved running lines. Proper entries \nin this regard shall be made in the log book. \n5.15. SHUNTING AT STATIONS UNDER CENTRALISED TRAFFIC CONTROL.- \n \n1. No shunting shall be performed at a station under Centralised Traffic Control \nwithout the permission of the Centralised Traffic Control Operator or when \nCentralised Traffic Control is not in operation, without the permission of the \nStation Master. \n2. For the purpose of shunting, the Centralised Traffic Control Operator may, when \nrequired, hand over the local control of working of traffic at a station or part of a \nstation to the Station Master who shall thereafter be responsible for the shunting \nat the station or that part of the station for which the local control has been made \nover to him in the manner prescribed under special instructions. \n \n5.16. SHUNTING DURING RECEPTION OF TRAINS. - \nWhen signals have been taken ‘off’ for an incoming train on to a line which is not \nisolated, no shunting movement shall be carried out towards points over which the \nincoming train is to pass. \n \n5.17. SHUNTING NEAR LEVEL CROSSING.- \n \nThe railway servant in charge of shunting near or across a level crossing, before giving \npermission to the Driver to move his train across it, shall ensure that the level crossing \ngates have been closed and locked against road traffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 182, + "text": "159 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n \n5.18. DRAWING OF A TRAIN TO AN ADVANCED POSITION. — \n(1) A train waiting for an authority to proceed shall not he allowed to draw out up to \nan Advance Starter for despatch, except where track circuit or Axle Counter has \nbeen provided between the Starter and Advance Starter to indicate the presence of \na train in advanced position. \n(2) The provision of sub-rule (1) shall not apply in case of shunting of a train within a \nstation section itself. \n \n5.19. OBSTRUCTION OF RUNNING LINE. - \n(1) No railway servant shall commence any loading, shunting or any other operation \nby which a running line may be fouled or obstructed without obtaining the \nprevious sanction of the Station Master or of other railway servant nominated in \nthis behalf under special instructions, who shall see that all necessary steps are \ntaken for the protection of traffic while such operation is being carried on and the \nnecessary signals are kept at ‘on’ until the obstruction is removed. \n(2) A sand hump or snag dead end shall not be obstructed for any purpose and when \nit has become obstructed, it shall cease to be a substitute for the adequate distance \nfor the purpose of taking ‘off’ signals. \nS.R. 5.19.(1) The loading or unloading of goods across any running line within station yards is \npermitted under special circumstances stations on single line section only and must be carried \nout under proper supervision. If any such station is notified for loading/unloading, SWRs should \nbe amended. \n All such loading or unloading must, however be personally supervised by competent \nRailway servant from permission for a train to approach till pass through or departed if train is \nstopped at that station. \nS.R. 5.19.(2) Hand shunting of vehicles beyond station section is strictly prohibited. \nS.R. 5.19.(3) Hand shunting on the main line within station limits at double line stations for the \npurpose of loading or unloading goods or railway materials is also prohibited. \nSR 5.19 (4)(i) When it is found necessary to foul the running line on either double or single line, \nthe Station Master on duty will be held personally responsible for seeing that the line is \ncleared with the least possible delay and that while the line is so fouled, all signals relating \nto that line are kept at danger. \n(ii) At night, competent Railway servant must himself be present with the necessary hand \nsignals and will not leave until the main line has been cleared of obstruction. \n(iii) Any vehicle or vehicles fouling the main line after the hours of day light must be protected by \na red light/retro reflective board at both ends. \nS.R.5.19 (5) Stabling of Vehicles and Trains on Running Lines.— \n(A) Vehicles must not be stabled or placed for loading or unloading on a running line or \noutside the Scotch Blocks or Trap Points of a siding except as provided for in the SWRs. Where \nnecessary, stabling of trains on running lines may also be prohibited in the SWRs.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 183, + "text": "160 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(B) Whenever vehicles or trains have to be stabled on a running line, action must be \ntaken as follows.— \n (i) On Controlled Sections, permission of the Controller must be obtained. \n (ii) At a non-interlocked station, all points leading to the line on which the vehicles \nor trains are stabled must be set and locked against that line and the keys of the \npoints kept in the personal custody of the SM on duty. \n At an interlocked station, irrespective of reception line being track \ncircuited or not, stop collars or such other device must be placed on the points \nand signal levers or buttons or slides or electric slide instruments or such other \napparatus pertaining to the obstructed reception line, when blocked by a \nstopping train or by any other load, including during crossing/ precedence, to \nserve as a visual reminder that the line is obstructed/ fouled and to prevent \ninadvertently taking ‘OFF’ of the signals for the blocked line. \n In Tokenless Block Working territory, when the Block Section in advance is \noccupied by a train or is otherwise obstructed, Stop Collars or such other \ndevice must be placed on levers, buttons, slides of all departure signals of way \nside stations and on Advanced Starter signals of large stations. \n The SM/Cabin in-charge must personally ensure that signals for \nblocked/fouled line(s)/ Block Section are maintained in the ‘ON’ position. \n (iii) Vehicles must be secured as laid down in G & SRs 5.23. \n (iv) The SM on duty should advise the cabins concerned of the block/ obstruction \nconfirming the same by an exchange of Private Numbers. The line should be \ncleared as early as possible and when the block/ obstruction is removed, the \ncabins concerned should be immediately advised and Private Numbers \nexchanged. The time of placing the block/obstruction on the running line and its \nremoval should be recorded in Block Letters in red ink in the Train Signal \nRegister and the Control advised. \n (v) When a running line is blocked by stabled load, wagon, vehicle or by a train \nwhich is to cross or give precedence to another train or immediately after the \narrival of a train at the station, etc., the points in rear on double line sections \nand at either end on single line sections should be immediately set against the \nblocked line except when shunting or any other movements is required to be \ndone on that line. \n (vi) If all the lines at a station happen to be blocked, when line clear has been \ngranted to a train, the points should be set for the line occupied by a stabled \nload or a goods train in that order so that, in case of mishaps, the chances of \ncasualties are minimized. In case all the lines at a station are occupied by \npassenger trains, points should be set for a loop line, to negotiate by which the \nspeed of the incoming train would be reduced which in turn would minimize the \nconsequences/casualties. While doing so, points may be set for a loop occupied \nby a train, if any, whose engine is facing the direction of approach of the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 184, + "text": "161 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n incoming train rather than for the loop line occupied by a train where a \npassenger coach, will in the case of a collision, receive the impact. \nNote: - The above precautions shall be taken in addition to the observance of other \nprecautions like use of Lever Collars, etc. \n(C) Use of Stop Collars when running lines are occupied, obstructed or fouled— \nWhenever a running line in the station is occupied for any period by the \npresence of an engine or vehicle(s) or a train stopping at the station either for \ncrossing, precedence, starting, or after terminating, or for any other purpose, or \nwhenever a running line is obstructed or fouled due to any reason, Stop Collars \nmust be placed on the handle of the lever/slide that works/releases the point \nand/or signals for the particular running line, to act as a visual reminder of the \nrunning line having been occupied, obstructed or fouled. \n(D) Loading and unloading of loose vehicles on a Running Line.— \n Whenever vehicles have to be placed for loading or unloading on a running line, \nin addition to the provision of SR 5.19(5)(B) above, following action must be \ntaken - \n (i) Vehicles should only be placed for loading or unloading between sunrise \nand sunset and removed before darkness sets in. \n (ii) Vehicles must be placed as near the station office as possible so as to be \nunder the direct supervision of the Station Master whose permission must \nfirst be obtained. Wagons so placed must have their hand brakes firmly \npinned down and chained so as to secure them against escape or \nunauthorized movement. \n (iii) The competent Railway servant must personally see that before signals \nare taken ‘off’ for a train, no packages unloaded from or to be loaded \ninto a vehicle are left fouling any running line and that all wagon doors \nare closed. The packages should be placed at a safe distance from the \nedge of the Station Platform. \n(E) Placing of vehicles on a running line should not be permitted except \nwhere a vehicle cannot be taken from or placed in a siding without causing avoidable \ndetention to a train and subject to specific provision in the Station Working Rules. A \nvehicle, to be so attached to or detached from a train may be left on a running line \nonly for such short period as is absolutely necessary. Such vehicle must be protected \nas laid down in SR 5.19 (5)(B)(ii) above and SR 5.19 (4) and must have its brake on, if \nprovided with one, and secured in accordance with SR 5.23 to prevent escape. \n \n5.20. SHUNTING ON GRADIENTS. - \n \nWhen shunting is being performed on a gradient, the railway servant in-charge of the \nshunting shall ensure that - \n(a) sufficient number of brakes are put on, sprags are used, where necessary, slip \nsiding points or traps, where provided, are set to ensure safety and that all \nprecautions are taken to prevent vehicles getting out of control, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 185, + "text": "162 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(b) in case of shunting over a portion of line on steep gradient, neither isolated nor \nprotected by slip sidings, an engine is also attached towards the falling side of the \ngradient. \nNote: For purposes of this rule a steep gradient shall be 1 in 260 or steeper except in \ncase of vehicles fitted with roller bearings, when it shall be 1 in 400 or steeper. \n \n \n5.21. LOOSE SHUNTING. - \n \nCranes, vehicles containing passengers, workers, explosives, dangerous goods or live \nstock or any other vehicle that may be specified under special instructions, shall not be \nloose shunted and no loose shunting shall be made against them. \n \nS.R.5.21(1) Definition of loose shunting - Loose shunting means vehicles being pushed by an \nengine and then being allowed to run forward by their own momentum. \nS.R.5.21(2) Restrictions regarding loose shunting – \n(a) No vehicle may be loose shunted unless it is provided with an efficient hand \nbrake or is coupled to at least one other vehicle fitted with an efficient hand \nbrake. \n(b) Loose shunting shall not be commenced until a sufficient number of \ncompetent railway servants are available to apply the hand brakes where \nnecessary. \n(c) Besides the following vehicles shall also not be loose shunted or hump-\nshunted nor shall other vehicles be loose shunted against them:- \n(i) Tank wagons/vehicles such as those for Petrol, Kerosene, Oil, Acid, \nVegetable Oil, Molasses, etc. \n(ii) Bogie rail trucks, bogie boiler trucks, or other open wagons when \nloaded with heavy or bulky articles, which are liable to shift. \n(iii) Vehicles containing motor vehicles. \n(iv) Gas holders. \n(v) Wagon labelled ‘Not to be loose shunted’. \n(d) Loose shunting into dead end sidings shall not be carried out unless \nspecially permitted in the Station Working Rules. \n(e) At station situated on gradients steeper than 1 in 400 loose shunting shall \nnot be performed on a running line or on a line which leads to a running \nline. \n(f) Loose shunting is prohibited during stormy weather. \nS.R.5.21 (3) Fly Shunting – Fly shunting is strictly prohibited, except in the case of hump or \ngravity yards. This exception, however, does not apply to vehicles enumerated in S.R.5.21 (2) \nwhich shall not be loose-shunted or hump-shunted under any circumstances.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 186, + "text": "163 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n \n \nNote:- A ‘Fly-shunt’ is made when two vehicles are sent forward unattached either together \nor one immediately after the other and placed on different lines, necessitating the points \nbeing reversed after the passage of the leading vehicles. Another description of ‘Fly shunt’ is \nwhen an engine is hauling a wagon, and while both vehicles are in motion, they are \nuncoupled and run on the different lines. \n5.22. LEAVING VEHICLES IN SIDINGS OUTSIDE STATION LIMITS. - \n \nNo railway servant shall leave any vehicle in a siding outside station limits, unless the \nvehicle is clear of all running lines and, except under special instructions, unless the \nwheels there of are properly secured. \n \n5.23. SECURING OF VEHICLES AT STATION. - \n \nThe Station Master shall see that vehicles standing at the station are properly secured in \naccordance with special instructions. \n \nS.R. 5.23.(1) Unless a line or a group of lines is isolated from the adjoining running \nlines, any vehicle standing on such line or group of lines should be so placed and \nsecured, that it does not and can not be made out to foul the running lines. Action by \nStation Master/Traffic Staff when vehicles/load/train is to be stabled at Station- \n(a) The vehicles/load/train be chained and padlocked using atleast two chains, one \nat either end; \n(b) Atleast four sprags/wooden wedges be used, two each below the outermost pair of \nwheels at either end; \n(c) Hand brakes of atleast 6 wagons from either end must be fully tightened. In case \ncoaching vehicles are stabled, Guard’s hand brakes in SLR(s) must be applied. \nThe hand brakes must be operated under the personal supervision of the Guard, \nand in the absence of Guard, by SM/ASM on duty; \n(d) The vehicles of stabled load/train should be coupled together. In case the stabled \nload has to be split for any reason, each such split part should be treated as a \nseparate load for the purpose of securing; \n(e) The points must be set, clamped and padlocked against the blocked line and \ntowards dead end or trap point (if available). Scotch blocks must be used, if \navailable; \n(f) Stop Collars must be placed on relevant signal and point buttons/slides/levers etc.; \n(g) Remarks should be made in TSR and/or SM diary in Red ink to the effect that ‘Line \nNo…….is blocked and all precautions for securing the load have been taken’ as \nprescribed above; \n(h) After any load/train/loco is stabled, the station master must inform the section \ncontroller supported by private number that all laid down precautions for stabling \nand securing the load/train/loco have been taken.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 187, + "text": "164 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \nS.R. 5.23.(2) Additional precautions to be taken while stabling vehicles/load/train at a \nstation with gradient 1 in 400 or steeper may have been prescribed under approved \nspecial instructions (by CRS) and mentioned in SWR of respective station. These \nshould be followed scrupulously. In addition, following precautions must also be \nobserved over and above those prescribed under approved special instructions- \n(a) Before vehicles are uncoupled, the hand brakes should be applied, sprags/wooden \nwedges/skids should also be used to prevent vehicles from rolling down; \n(b) As far as possible, the vehicles/load/train should be stabled on a line which is \nisolated from other lines, particularly running lines. \nS.R. 5.23.(3) Action by Loco Pilot/Assistant Loco Pilot before leaving the loco in case \nload/train is stabled with locomotive attached or light engine(s) is/are shut down or \nstabled- \n(a) Application of both SA-9 and A-9 brakes; \n(b) Application of hand brake and parking brake; \n(c) Secure the loco with wooden wedges provided on the loco. \nS.R. 5.23(4)(a) Loco Pilot while on duty should not leave loco unmanned. In case he is \nrequired to leave the locomotive unmanned, he should do so only after receiving \nwritten authority from the Station Master/Yard Master and ensuring S.R. 5.23.(3) \n(a), (b) & (c)above. \n(b) Before leaving the station/yard, the Loco Pilot and Guard should jointly record in \na register to be maintained with Station Master that the load & loco has been \nsecured as prescribed above. \nS.R. 5.23(5) Action to be taken by Loco Pilot/Assistant Loco Pilot and Guard when \nthe train is stalled in block section due to accident, failure, obstruction or any other \nreasons- \n(a) Loco Pilot/Assistant Loco Pilot and Guard should protect the train as per \nprovisions of G&SRs 6.03; \n(b) The train should be secured by applying loco brakes (SA-9, A-9 & hand brake) \nand hand brakes of atleast six wagons at either end of the train. The hand brake \nshould be operated by Assistant Loco Pilot from leading end and by the Guard \nfrom the rear end. In case the train is being worked without Guard, the duties of \nthe Guard shall devolve on the Assistant Loco Pilot. In case of coaching train, \nthe Guard should apply hand brakes of the SLR in addition to the application of \nloco brakes by the Loco Pilot. \n(c) If MR pressure starts dropping while train is stationary, loco pilot has to secure \nthe loco with the wedges. Since MR pressure can not be noticed by Guard as \nthere is no such gauge in SLR unlike engine therefore, the Loco Pilot shall \nimmediately inform the Guard regarding dropping of MR pressure and \nthereafter the Guard will secure the train with wedges in the last vehicle. \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways ��� General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 188, + "text": "165 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nCHAPTER VI \nACCIDENTS AND UNUSUAL OCCURRENCES \n \n6.01 ACCIDENT OR OBSTRUCTION. - \n \n(1) When a report of any accident or obstruction is received by the Station Master, he \nshall see that all necessary precautions are taken by the most expeditious means \npossible, for the protection of traffic. \n \n(2) If an accident happens to a train, the Station Master shall arrange for all necessary \nassistance to be sent to the train. \n \n(3) The Station Master shall, as soon as practicable, report each accident in accordance \n with special instructions. \n \nSR 6.01 The rules for reporting accidents are given in Accident Manual. \n \n6.02 WORKING IN CASE OF ACCIDENT OR FAILURE OF COMMUNICATIONS. - \nIn case of accidents to the line or to any train, or of failure or interruption of \ncommunications, or in an emergency, trains shall be worked between stations in \naccordance with special instructions. \n \nS.R. 6.02(1)(a)(i) On Single Line section, in case of an accident to the line or to any train \ninvolving the complete blocking of running line, if it is considered necessary to run a train \nout to the site of the accident for relief or transhipment purposes, such a train may be \ndespatched into the obstructed section by issuing to the Driver an “Authority to Proceed for \nRelief Engine/Train into an obstructed Block Section” on the prescribed form(T/A-602). \nHowever, before issuing such an “Authority” the Station Master concerned, must be in \npossession of written order to this effect from the Operating Officer/Inspector and if neither \nis present, then from the Senior-most Officer/Inspector of the Engineering or Mechanical \nBranch. \n \n(ii) The “Authority” given to the Driver shall be his authority to proceed upto the point of \ndanger and he shall clear the section at station mentioned in the authority. On this authority \nform, shall be recorded, the kilometres upto which the Driver shall proceed into the \nobstructed section. \n \n(iii) While proceeding into or returning from the obstructed section with engine leading, the \nspeed of the train must not exceed 15 KMPH during day and when the view is clear, and \n10 KMPH during hours of darkness and when view is not clear or when the brake-van is \nleading. When brake-van is leading, the Guard of the train, shall travel in leading brake-van \nshowing necessary hand signals to the Driver. When proceeding at a restricted speed of \n10 KMPH, the engine whistle must be constantly sounded. Train sent out in the obstructed \nsection must be duly protected as laid down in G& SR 6.03. \n \n(b)(i) It shall be clearly stated on the “Authority” whether the train is to return after \ncompletion of the work or wait at the place of obstruction for the arrival and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 189, + "text": "166 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nreturn of a following train which may be required to be sent out. The Driver of the second \ntrain shall also be given an “Authority to Proceed for Relief Engine/Train into an obstructed \nBlock Section” on the prescribed form(T/A-602) and an endorsement will be made on this \nform, that another train has gone into the obstructed section at……….hrs. \n(ii)While proceeding into the obstructed section the speed of the second train shall be \nrestricted to 8 KMPH. \n(c) On the Double Line section, if both lines are blocked, trains can be despatched, if \nrequired, on both the lines, in accordance with clause (a) above, but there should be only one \ntrain at a time on each line in the obstructed section. If only one of the two lines is \nobstructed, then a train may be sent out into the section on the obstructed line in accordance \nwith the instructions in sub-clauses (a) and (b) above. \nS.R. 6.02(2) If the adequate distance necessary for granting Line Clear, i.e., ‘block overlap’ \nis obstructed, the Station Master shall not grant the same, but should advise of the fact to the \nstation in rear on electrical communication instrument and trains will be worked on \n“Authority to Proceed for Relief Engine/Train into an obstructed Block Section” on the \nprescribed form (T/A-602). \nS.R. 6.02(3) If on approaching a station, the Driver finds the approach signals are at danger, \nhe must stop outside Outer, if any, otherwise at Home signal and send his Fireman/Asstt. \nDriver with a memo to the Station Master intimating his arrival. The Guard should take \nimmediate steps to protect the rear of the train. \nS.R. 6.02(4) Rules and Regulations for working of trains during total interruption of \nCommunications on Double Line Sections- \nNote:- These rules do not apply to continuous track circuit sections working under Automatic \nBlock System. \n(1) In the event of total interruption of communications occurring between two stations on a \ndouble line section, i.e. when “line clear” cannot be obtained by any one of the following \nmeans stated in the order of preference, viz. \n(i) Block Instruments, Track Circuits or Axle Counters; \n(ii) Telephones attached to the Block Instruments; \n(iii) Station to station fixed telephones wherever available; \n(iv) Fixed Telephone such as Railway Autophones & BSNL phones; \n(v) Control telephone; \n(vi) V.H.F. Sets under special instructions, but not as the sole means of \ncommunication on sections where passenger trains run. \nProvided further that :- \n (a) The order of preference, as mentioned above, should not be violated under any \ncircumstances. Any violation should be treated with utmost severity for taking up \nwith the defaulters. \n(b) In all cases where line clear is obtained / granted by a means of \ncommunication other than Block Instrument / Track Circuit/Axle Counter or \ntelephone attached to Block Instrument, the system of calling station name, \nfollowed by establishing identity of the Station Master on duty by cross checking \nprivate numbers given for line clear to preceding three trains shall be as \nstipulated in the Block Working Manual.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 190, + "text": "167 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n (c) BSNL/ MTNL telephone if not provided separately to Station Master on duty, \n should have extension to his office so as to enable him to communicate with his \n counter part at the other end from his own seat and its record should be \n maintained on the prescribed forms and the Train Signal Register. \n (d) The Railway Autophone and/or BSNL/MTNL telephone instruments should be \n provided with caller ID wherever feasible so that station master on duty can \n identify the calling station master at the other end. \n(e) In case of failure of all other means of communication, leaving VHF as the only \nalternative, it can be used for line clear only under special instructions \nspecifying the circumstances, duration and manner in which VHF will be used \ntill restoration of any one of the other means of communication. The use of VHF \nsets for prolonged duration will be permitted only in presence of supervisory \nstaff. \n(f) VHF sets can, however, be used as the only means of communications, under \nseparate special instructions, for specific sidings/sections where only freight \ntrains are running. \n(g) Further, wherever GSMR has been/is being provided, the use of VHF sets for the \npurpose of line clear should not be permitted. \nThe following procedure shall be adopted for train passing. \n (2) Before any train is allowed to enter a block section in advance, it shall be brought to a \nstop and the Driver and the Guard of the train shall be advised of the circumstances by the \nStation Master on duty. \n(3) The Station Master shall give an “Authority for working of trains during total \ninterruption of communication on double line section” on prescribed form no. T/C-602 to the \nDriver of each train which shall include:- \n(a) An Authority to Proceed Without Line Clear. \n(b) A caution order restricting the speed to 25 KMPH over the straight and to 10 \nKMPH when approaching or passing any portion of the line where the view ahead \nis not clear due to curve, obstruction, rain, fog or any other cause. \n(c) An authority to pass the last stop signal in the ‘On’ position. \n(4)In the event of a Driver approaching or passing any portion of the line where the view \nahead is not clear, a railway employee with hand signals must be sent in advance to guide the \nfurther movement of the train. A sharp look out ahead should be kept and the engine whistle \nfreely used. \n(5)No train shall be allowed to enter the block section until there is a clear interval of 30 \nminutes between the train about to leave and the train which has immediately preceded. \n(6)Fixed signals with the exception of the last Stop signal may be taken ‘off’ for the reception \nand departure of trains. The first Stop signal shall, however, be taken ‘off’ only after the train \nhas been brought to a stand outside it. \n(7)A tunnel should be entered only after it has been ascertained that it is clear. If there is any \ndoubt on this point, the train should be piloted by a railway employee equipped with hand \nsignals and detonators. \n(8)The Guard shall keep a sharp look out in the rear and be prepared to exhibit a hand \ndanger signal to prevent the approach of a train from the rear and to protect it, if necessary.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 191, + "text": "168 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(9)When a train is stopped in the block section the Guard shall immediately exhibit a hand \ndanger signal towards the rear and check up that the tailboard or the tail light is correctly \nexhibited. If the stoppage is on account of accident, failure, obstruction or other exceptional \ncause and the train cannot proceed, the Driver shall sound the prescribed code of whistle to \napprise the Guard of the fact, whereupon the Guard shall protect the train by placing one \ndetonator at 250 meters from the train on the way out and 2 detonators, 10 meters apart, at \n500 meters from the train, irrespective of the gauge. When a train is detained outside signals \nand if the detention exceeds or is likely to exceed 10 minutes, it shall also be protected \naccordingly. In the absence of the Guard the duty of protecting the train shall devolve on the \nDriver. \n \n(10) No train shall be backed. In exceptional circumstances when it may be unavoidable to \nback a train, the train shall be backed only after providing protection by placing one \ndetonator at 250 meters and two detonators, 10 meters apart, at 500 meters in rear of the \npoint upto which the train is to be backed. \n \n(11)Before entering a tunnel, the head lights, side and tail lights and other lights (where \nprovided) shall also be lit. \n \n(12)When approaching the station ahead, the Driver must bring his train to a stop outside the \nfirst Stop Signal and sound continuous whistle (or any other code prescribed by special \ninstructions). If no one from the station turn up within 10 minutes, the train shall be protected \nas per para 9 above and the Driver may send his Assistant Driver/Fireman immediately \nthereafter, to the station or the cabin to inform the Station Master or Cabinman of the fact \nthat the train is waiting at the signal for its admission into the station. In the absence of the \nAssistant Driver/Fireman, the Guard, after protecting the train, shall give this information. \n \n(13)The Drivers of all trains shall make over the “Authority for working of trains during total \ninterruption of communication on double line section” to the Station Master of the station at \nthe other end of the affected section. These shall be kept by the Station Master in his custody \nfor inspection by the Transportation Inspector of the section, who shall prepare a report on \nthe working of trains and shall forward the same along with his report to the Divisional \nRailway Manager within seven days of resumption of communications. \n \n(14)A record of all trains passed over the block section on “Authority for working of trains \nduring total interruption of communication on double line section” during the course of total \ninterruption of communications, shall be maintained on the Train Register/Books at both the \nstations concerned. \n \n(15)Trains must continue to work on this system until any one of the means of \ncommunications, mentioned in para (1) above, is restored by the competent authority. \n \n(16)As soon as any one of the means of communications has been restored, the Station \nMaster must send a message to the Station Master at the other end of the section on the \nfollowing form:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 192, + "text": "169 ACCIDENTS AND UNUSUAL OCCURRENCES \n__________________________________________________________________________________ \nFrom : Station Master To : Station Master \n ………………… ………………… \n \nMessage No.……… Train (number and description)…………..………….. arrived complete \nat……………….hours……………..minutes. Last train………………….(number and description) \ndespatched to your station………at……….hours ……………..minutes. Cancel the present method of \nworking the trains. Line Clear must be obtained by means of ……………………………Acknowledge. \nPrivate No. (in figure and words)……………………….. \n \n On receipt of the above message, the Station Master at the other end of the section must \nacknowledge in the following form:- \n \nFrom : Station Master To : Station Master \n ………………… ……………….. \n \nMessage No……………… Your Message No…………………………. Understand that Train (No. and \ndescription) ……………………………. which was the last train to leave my station has arrived \ncomplete at your station. Train No……………………….. which left your station has arrived complete \nat my station at……………hrs…………minutes/not arrived. Present system of train working is \nbeing/will be cancelled immediately after the complete arrival of train no………………….. Line Clear \nfor the next train will be obtained by means of………………………………………. Private No (in figure \nand words) …………………….. \n \n(17) Line Clear shall not be obtained or given by means of communications restored until both the \nstations are satisfied that all trains and engines, etc., despatched from their stations have arrived \ncomplete at the other station. When the train referred to in para (16) above arrive complete at the \nstations, after restoration of communication, their No. and their arrival time will be communicated to \nthe other Station Master concerned under exchange of Private Numbers. Thereafter an intimation \nabout this shall be given to Section Controller also, on controlled sections, if communication with the \nSection Controller has also got restored, and normal working resumed. If however, communication \nwith Section Controller has not got restored along with restoration of communication between two \nstations, the Section Controller shall be advised of the position immediately on restoration of \ncommunication with him. \n \nS.R. 6.02(5) Rules and Regulations for working of trains during total interruption of communication \non single line- \n \n(1)In the event of total interruption of communications occurring between two block stations i.e., \nwhen line clear cannot be obtained by one of the following means stated in order of preference viz.:- \n(i) Block Instruments, Track Circuits or Axle Counters; \n(ii) Telephones attached to the Block Instruments; \n(iii) Station to station fixed telephones wherever available; \n(iv) Fixed Telephone such as Railway Autophones & BSNL phones; \n(v) Control telephone; \n (vi) V.H.F. Sets under special instructions, but not as the sole means of \n communication on sections where passenger trains run. \nProvided further that :- \n (a) The order of preference, as mentioned above, should not be violated under any \n circumstances. Any violation should be treated with utmost severity for taking up \n with the defaulters.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 193, + "text": "170 ACCIDENTS AND UNUSUAL OCCURRENCES \n \n (b) In all cases where line clear is obtained / granted by a means of communication other \nthan Block Instrument / Track Circuit/Axle Counter or telephone attached to Block \nInstrument, the system of calling station name, followed by establishing identity of the \nStation Master on duty by cross checking private numbers given for line clear to \npreceding three trains shall be as stipulated in the Block Working Manual. \n (c) BSNL/ MTNL telephone if not provided separately to Station Master on duty, \n should have extension to his office so as to enable him to communicate with his \n counter part at the other end from his own seat and its record should be \n maintained on the prescribed forms and the Train Signal Register. \n \n (d) The Railway Autophone and/or BSNL/MTNL telephone instruments should be \n provided with caller ID wherever feasible so that station master on duty can \n identify the calling station master at the other end. \n (e) In case of failure of all other means of communication, leaving VHF as the only \nalternative, it can be used for line clear only under special instructions specifying the \ncircumstances, duration and manner in which VHF will be used till restoration of any \none of the other means of communication. The use of VHF sets for prolonged duration \nwill be permitted only in presence of supervisory staff. \n (f) VHF sets can, however, be used as the only means of communications, under separate \nspecial instructions, for specific sidings/sections where only freight trains are running. \n (g) Further, wherever GSMR has been/is being provided, the use of VHF sets for the \npurpose of line clear should not be permitted. \n \nThe instructions laid down in succeeding paragraphs, shall be followed for working trains between \nblock stations. \n \nNote:- These instructions shall also be followed whenever during total interruption of \ncommunications, an accident to a train or track or other obstruction precludes the use of the lines on \na double line section, or whenever total interruption of communications occurs during single line \nworking on a double line section. \n \n(2)The Station Master who has a train to despatch through the affected block section shall open \ncommunications by establishing contact with the Station Master of the block station at the other end \nof the affected block section by sending an engine or Self propelled vehicle or any other vehicle, \nenumerated below, in the order of preference laid down:- \n(i) Light engine; \n(ii) Train engine, after it is detached from the train by the Driver on instructions from the \n Station Master on duty; \n(iii) Motor trolly/Tower wagon duly accompanied by a Guard or by a Station Master other than \nthe Station Master on duty; \n(iv) Trolly/Cycle Trolly/Moped Trolly duly accompanied by a Guard or by a Station Master other \nthan the Station Master on duty; \n(v) Diesel Car/Rail Motor Car/EMU rake after ensuring that all passengers have detrained. \n \n(3)Before the Light Engine/Train Engine/Motor Trolly/Tower Wagon/Trolly/Cycle Trolly/ \nMoped Trolly/Diesel Car/Rail Motor Car/EMU rake is sent into the affected block section \nto open communications, the Driver/Motorman/Guard/ Station Master being sent to do so shall \nbe advised by the Station Master on duty of the circumstances in which and the purpose for which \nhe is being sent. The Station Master on duty shall also satisfy himself that the Driver/ Motorman/", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 194, + "text": "171 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nGuard/Station Master being sent to open communications, thoroughly understand the rules of \nworking of train during total failure of communications on the single line. If the Driver/ \nMotorman/Guard/Station Master who is being sent to open communications, is not conversant with \nthe rules for working of trains during total failure of communications on single line, the Station \nMaster on duty shall explain these rules to such staff. The Station Master on duty shall also obtain the \nsignature of the Driver/ Motorman/Guard/Station Master on ‘Authority for opening communication \nduring total interruption of communication on single line section’, in token of such staff having fully \nunderstood the circumstances in which and the purposes for which he is being sent and the rules for \nworking of trains during total interruption of communications on single line. \n \n(4)(i) Before despatching the Light Engine/Train Engine/ Motor Trolly/ Tower Wagon/Trolly/ Cycle \nTrolly/Moped Trolly/Diesel Car/Rail Motor Car/EMU rake, the Station Master on duty shall hand \nover “Authority for opening of communication during total interruption of communication on single \nline section” to the Driver/ Motorman/Guard/Station Master who is being sent to open \ncommunications, which includes:- \n \n(a) An Authority to Proceed Without Line Clear. \n(b) A Caution Order, specifying the speed upto which the engine or self propelled vehicles or \nother vehicle referred to in para 2 may run through the affected block section. \n(c) An Authority to pass the last Stop signal in the ‘On’ position in case there is a last Stop signal \nat the station. \n(d) A Line Clear Enquiry Message addressed to the Station Master of the block station at the \nother end of the affected block section asking for Line Clear for the train waiting to be \ndespatched to his station. \n(e) A Conditional Line Clear Message to the Station Master of the block station at the other end \nof the affected block section permitting him:- \ni) to return the Light Engine/Train Engine, either light or attached to a train waiting to be \ndespatched from his station, or attached with another engine; or \nii) to return Tower Wagon/Diesel Car/Rail Motor car/EMU rake running by itself; or \niii) to return Motor Trolly/ Trolly/Cycle Trolly/Moped Trolly either running by itself or \nloaded in a train waiting to be despatched from his station. \n(ii) The Line Clear Enquiry Message asking Line Clear for the trains to be despatched through the \naffected block section, and the Conditional Line Clear Message for the return journey of the \nengine or Self propelled vehicle or other vehicle referred to in para 2, as the case may be, shall \nbe written out on form T/E-602 or T/F-602 for being sent through the Driver/Motorman \n/Guard/Station Master going to open communications, and these messages shall also be entered \nin the Line Clear Books/Train Signal Register/Line Clear Inquiry & Reply Message Book. \n \n(a) The Line Clear Enquiry Message shall be worded as follows:- \n \nMessage No…………....On return of………………….* will line be clear and kept clear for train \nNo…………………… waiting to proceed? \n \n* The particulars of the engine either returning light or attached to a train or attached to another \nEngine/Tower Wagon/Diesel Car/Rail Motor Car/EMU rake/Motor Trolly or Trolly or Cycle or \nMoped Trolly running by itself or loaded in a train, as may be applicable, shall be correctly filled in \nwhile preparing the message.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 195, + "text": "172 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(b) The Conditional Line Clear message for return journey of the engine or self propelled \nvehicle or other vehicle referred to in para 2, as the case may be, shall be worded as \nfollows:- \nMessage No……………On arrival of……………………….* at yours, line will be clear and \nkept clear for…………………………………….. $ Engine to return with / without attached to a \ntrain or another engine or self propelled vehicle/trolly etc.(complete particulars) \n…………Private No (in words)…………(in figure)……… \n \n* The particulars of Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU rake/ \nMotor Trolly/ Cycle Trolly/Mopped Trolly, as may be applicable, shall be correctly filled in. \n$ The particulars of the engine either returning light or attached to a train or attached \nto another Engine/ Tower Wagon/Diesel Car/Rail Motor Car/ EMU rake/Motor Trolly or \nTrolly or Cycle Trolly or Moped Trolly running by itself or loaded in a train, as may be \napplicable, shall be correctly filled in while preparing the message. \n \n(iii)The Driver/Motor man/Guard/Station Master going to open communications shall, on \nreceipt of “Authority for opening communication during total interruption of communication \non single line section”, sign on its original and carbon copy in token of his having \nunderstood its contents. In case the Driver is unable to read or write, the contents shall be \nexplained to him by the Station Master on duty, in the presence of the Guard concerned, if \nany. \n (iv) In case a light engine or an engine and brake-van is to be despatched to proceed to the \nnext block station and then continue its journey onward after arrival at the next block station \nand is not meant for opening communications, the Driver of engine or the engine and brake-\nvan, shall be given the ‘authority for opening communication during total interruption of \ncommunication on single line section’ and the items Line Clear Enquiry Message and the \nConditional Line Clear Message for its return journey mentioned in para 4(i)(d) and (e)shall \nbe striked out in form. Such engines or engine and brake-van shall be issued only the \nAuthority to Proceed Without Line Clear, the Caution Order, the Authority to pass the last \nStop signal in the ‘On’ position, referred to in para 4 (i) (a),(b),(c) where necessary. Should \nit be necessary to despatch another light engine or another engine and brake-van in the \nsame direction, an interval of at least 30 minutes shall be allowed to elapse before it is \ndespatched. \n \n(v)The last Stop signal shall not be taken ‘off’, while permitting an engine or self propelled \nvehicle or other vehicle to proceed to the next station on “Authority for opening \ncommunication during total interruption of communication on single line section”. \n \n(5) After an engine or self propelled vehicle or other vehicle is despatched to the next station \nto open communication with Line Clear Enquiry Message and a Conditional Line Clear \nMessage to the next station for the return journey of the engine or self propelled vehicle or \nother vehicle no other train or engine or self propelled vehicle or other vehicle shall be \nallowed to leave the station and proceed in the same direction until the engine or self \npropelled vehicles or other vehicle sent to open communications returns. This does not, \nhowever, prevent an engineering official going into the section on his push trolly for his work \non a section on which push trollies do not run on Line Clear. \n \n(6) (a) The engine or self propelled vehicle or other vehicle proceeding on “Authority for \nopening communication during total interruption of communication on single line section”", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 196, + "text": "173 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nshall switch on the Flasher Light wherever provided and shall proceed at a speed not \nexceeding 15 kilometers per hour by day and when the view is clear and 10 kilometers per \nhour during night or when the view is obstructed, making free use of the engine whistle or the \nhorn of the Self propelled vehicle, where provided. In thick, foggy or tempestuous weather or \nin dust storm, etc., when visibility is impaired, the engine or Self propelled vehicle, or other \nvehicle proceeding on “Authority for opening communication during total interruption of \ncommunication on single line section” shall proceed at walking pace only making repeated \nuse of the engine whistle or horn of Self propelled vehicle, where provided, preceded at an \nadequate distance by two men on foot, one displaying a red light and the other carrying fog \nsignals ready for immediate use. Normally one of these men will be provided by the Station \nMaster from his Group ‘D’ staff and the other from the crew of the engine or the person \nwhose motor trolly/trolly/cycle trolly/moped trolly is being used. In case of single manned \nSelf propelled vehicle, both these men shall be provided by the Station Master. The Station \nMaster on duty shall explain to both of them their duties, in the presence of the Driver/Motor \nMan/Guard/Station Master incharge of the Self propelled vehicle or other vehicle being sent \nto the next station and satisfy himself that they understand the same. \n \n(b)Both by day and night, a tunnel must not be entered until the Driver/Motorman /Guard/ \nStation Master has ascertained that it is clear. Should there be any doubt on this point, the \nengine or other vehicle etc. should be piloted by a railway servant equipped with hand signal \nand detonators. Before entering the tunnel the head lights, side and tail-lights and other \nlights (where provided) shall also be lit. \n \n(c)No obstruction of the line beyond the outermost facing point shall be allowed until the \nreturn of the Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU rake/Motor \nTrolly/Trolly/Cycle Trolly/Moped Trolly. \n \n(7)In the event of an engine/Self propelled vehicle/other vehicle, proceeding on “Authority \nfor opening communication during total interruption of communication on single line \nsection” meeting in the mid-section, an engine/Self propelled vehicle/other vehicle sent from \nthe other end, the Driver/Motor man/Guard/Station Master, as the case may be, shall, taking \ninto consideration the importance of the train for which they are proceeding to get line clear, \nthe distance from the nearest station, gradients to be encountered, the presence of catch \nsidings, etc., decide to which of the two stations, the engines/Self propelled vehicles/vehicles \nshould proceed. Before proceeding, the engines or Self propelled vehicles shall, if possible, \nbe coupled up. If the engines/Self propelled vehicles cannot be coupled up they should run at \na safe speed and adequate distance apart. In the case of Motor Trolly/Push Trolly/Cycle \nTrolly/Moped Trolly, meeting an Engine and Brake-Van/Diesel Car/Rail Motor Car/EMU \nRake, the Motor Trolly/Push Trolly/Cycle Trolly/Moped Trolly shall, if possible, be loaded in \nthe Brake-Van/Diesel Car/Rail Motor Car/EMU Rake. \n \n(8)On sighting the station to which the engine/Self propelled vehicle/other vehicle running by \nitself or with another similar unit coupled together or separately, to which it is/they are \nproceeding, the leading engine/Self propelled vehicle/other vehicle shall stop out side (i.e. in \nrear of) the first Stop signal of the station. The engine/Self propelled vehicle/other vehicles \nfollowing the leading engine/Self propelled vehicle/other vehicle, shall stop at a safe distance \nbehind the leading engine/Self propelled vehicle/other vehicle. The Station Master shall be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 197, + "text": "174 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nadvised of the stoppage outside the first stop signal either by using the engine whistle/horn of \nthe Self propelled vehicle, if provided, or by sending a man if necessary. They shall not enter \nthe station till permitted by the Station Master to do so either by taking ‘off’ the relevant \nsignals or otherwise. \n \n(9)When the engine/Self propelled vehicle/other vehicles or vehicles have been admitted into \nthe station, the “Authority for opening communication during total interruption of \ncommunication on single line section”, with the Line Clear Enquiry Message and the \nConditional Line Clear Message giving the Line Clear for the return journey shall be \ndelivered to the Station Master on duty, who shall keep this document in his safe custody and \nalso post the Line Clear Enquiry Message and the Conditional Line Clear Message in his \nLine Clear Books/Train Signal Register/Line Clear Inquiry & Reply Message Book. On the \nauthority of Conditional Line Clear Message for return journey the Station Master on duty \nshall make out a Conditional Line Clear Ticket on prescribed form T/G-602 in case of up \ntrain or T/H-602 in case of down train and hand over to Driver/Motorman/Guard/Station \nMaster to return to the block station from where he came with his engine (either light or \nattached to a train or another engine or Self propelled vehicle if one is waiting to proceed in \nthat direction) /Self propelled vehicle/other vehicle. \n \n(10)In case of the engine/Self propelled vehicle/other vehicle returning to the station from \nwhich it was sent without reaching the next station, the “Authority for opening \ncommunication during total interruption of communication on single line section”, shall be \ntaken back by the Station Master on duty of the station from which this was issued and \ncancelled. The original entries shall also be cancelled. \n \n(11)The Station Master on duty before despatching the engine either light or attached to a \ntrain/Self propelled vehicle/other vehicle, on the return journey shall hand over to the \nDriver/Motorman/Guard/Station Master, Conditional Line Clear Reply Message on \nprescribed form T/F-602 for the Line Clear Enquiry Message, giving Line Clear for the train \nwaiting at the other station, thereby authorising the Station Master at that station to start the \ntrain waiting there on complete arrival of the engine, either light or attached to a train/Self \npropelled vehicle/other vehicles at his end. \n \n(12)The Conditional Line Clear Reply Message on form T/F-602 shall be worded as follows:- \n \nStation………………….. Date………………… \nMessage No…………… Time…….hrs…..minutes \n \nYour Message No……………………on arrival of *engine with/without train/self propelled \nvehicle/other vehicle No. ………………………………… at yours line will be clear and kept \nclear for following trains. \n \n* (i) Train No….……. Private No(in words)…….….(in figures)...…. \n (ii) Train No………. Private No(in words)…….….(in figures)...…. \n (iii) Train No………. Private No(in words)…….….(in figures)……. \n (iv) Train No………. Private No(in words)…….….(in figures)...….", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 198, + "text": "175 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n \n* Strike out which is not applicable. \nSignature of Station Master \n Station Master Stamp \n \n* The particulars of the engine either returning light or attached to a train or attached to \nanother Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake/Motor Trolly or \nTrolly/Cycle Trolly or Moped Trolly running by itself or loaded in a train, as may be \napplicable, shall be correctly filled in while preparing the message. \n \n(13)On the returning journey, the engine either light or attached to a Train/Diesel Car/Rail \nMotor Car/EMU Rake/Train loaded with Motor trolly/ Push Trolly/Cycle Trolly/Moped \nTrolly may run at booked speed observing speed limits in the Working Time Table and other \nrelevant rules. The Motor Trolly/Push Trolly/Cycle Trolly/Moped Trolly returning by itself \nmay run at their normal speed observing rules governing their running on Line Clear. \n \n(14)On reaching the station, the engine either light or attached to a train/Self propelled \nvehicle/other vehicle shall again stop outside (i.e. in rear of) the first Stop signal of the \nstation and thereafter be guided by the instructions from the Station Master who may arrange \nto receive it by taking ‘off’ the relevant signals or otherwise. \n \n(15)On arrival at the station, the Conditional Line Clear Reply Message shall be handed over \nto the Station Master who shall record it in the Train Signal Register/Line Clear Inquiry & \nReply Message Book and on its authority issue on prescribed form T/G-602 in case of up \ntrain or T/H-602 in case of down train, a Conditional Line Clear Ticket for the waiting train. \n \n(16)If there be an even flow of trains in both directions, Enquiry and Conditional Line Clear \nMessages for each succeeding train may be sent through the Guard of the proceeding train. \nThe Line Clear Enquiry Message asking line clear for despatch of trains during total failure \nof communication on single line section shall be provided on prescribed form T/E-602. The \nConditional Line Clear Message shall be prepared on prescribed form T/F-602. \n \n(17)The arrival and departure time of all trains, engines, trolleys etc., which are passed \nunder the above rules must be carefully recorded in the Line Clear Enquiry and Reply \nMessage Books/Train Signal Register and also in the record foil of the “Authority for \nopening communication during total interruption of communication on single line section”. \n \n(18)If the Station Master at one end of the interrupted section has more than one train to \ndespatch in the same direction before another train is normally expected from the opposite \ndirection, he shall, in such cases, send the first available engine of a train to obtain “Line \nClear” not only for that train but also for the following trains which may be waiting or \nexpected at his station. In the Line Clear Enquiry Message it shall be stated that these latter \ntrains will be despatched after the first train at intervals of 30 minutes. After the Driver \nreturns with the Line Clear for the required number of train to the station at which he had left \nthe train, the Station Master shall despatch the first train on the authority of the line clear for \nthe trains and shall also endorse on that line clear that a particular train (giving its number \nand description in full) shall follow at a specified interval. The Station Master shall give", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 199, + "text": "176 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nsimilar information to the Guard also in writing. The Drivers of the second and subsequent \nfollowing trains shall be given a caution order restricting the speed to 25 kilometers per hour \nover the straight when the view ahead is clear and to 10 kilometers per hour when \napproaching or passing any portion of the line where the view ahead is not clear due to \ncurve, obstruction, rain, fog or any other cause. \n \n When despatching a second and subsequent trains, the particulars of the last proceeding \ntrain alongwith its time of departure will be endorsed on the Line Clear as also the \nparticulars of the train which would follow. The line clear for the last train of the series \nshould be endorsed with the particulars of the proceeding train together with its time of \ndeparture. \n \nWhile adopting this procedure, the Guard and Driver shall be instructed to keep a sharp \nlookout and be prepared to stop short of any obstruction. \n \n(19)When a train is stopped in the block section the Guard shall immediately exhibit a hand \ndanger signal towards the rear and check up that the tail board or the tail light is correctly \nexhibited. If the stoppage is on account of accident, failure, obstructions or other exceptional \ncause and the train cannot proceed, the Driver shall sound the prescribed code of whistle to \napprise the Guard of the fact, whereupon the Guard shall protect the train by placing one \ndetonator at 250 meters from the train on the way out and 2 detonators, 10 meters apart, at \n500 meters from the train, irrespective of the gauge. When a train is detained outside signals \nand if the detention exceeds or is likely to exceed 10 minutes it shall also be protected \naccordingly. In the absence of the Guard, the duty of protecting the train shall devolve on the \nDriver. \n \n(20)When trains follow one another no train shall be backed. In exceptional circumstances \nwhen it may be unavoidable to back a train, the train shall be backed only after providing \nprotection by placing one detonator at 250 meters and two detonators, 10 meters apart, at \n500 meters from the point upto which the train is to be backed. \n \n(21)Trains must continue to work on this system until anyone of the means of \ncommunications, mentioned in para (1) is restored by the competent authority. \n \n(22)As soon as any one of the means of communications has been restored, the Station \nMaster must send a message on prescribed form T/I-602 to the Station Master at the other \nend of the section, in the following form:- \n \nFrom : Station Master To : Station Master \n ………………… ………………… \nDate …………………. Time…….hrs…..mts. \n \nMessage No……… Train (number and description) ………………… arrived complete \nat…hours……minutes. Last train…………………. (number and description) despatched to \nyour station at……hours …..… minutes. Cancel the conditional Line Clear working of trains. \nLine Clear must be obtained by means of……………………….. \n \nAcknowledge……………………………..", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 200, + "text": "177 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nPrivate No (in words and figures)……………………………….. \nSignature of Station Master \n Station Stamp \n \n On receipt of the above message, the Station Master at the other end of the section must \nacknowledge in the following form:- \n \nFrom : Station Master To : Station Master \n ………………… ………………… \nDate …………………. Time…….hrs…..mts. \n \nMessage No…………… Your Message No.……………….Understand that train (no. and \ndescription) ……………………………………….. which was the last train to leave my station \nhas arrived complete at your station. Train No…………………….which left your station has \narrived complete at my station at…… hrs…… minutes/not arrived. Conditional Line Clear \nworking of trains is being/will be cancelled immediately after the complete arrival of train \nNo………………….. Line Clear for the next train will be obtained by means \nof………………………….. \n \nPrivate No(in words and figures)……………………………… \nSignature of Station Master \n Station Stamp \n \n(23)Line Clear shall not be obtained or given by means of communication resorted, until both \nthe Station Master are satisfied that all trains and engines, etc., despatched from their \nstations have arrived complete at the other station. Even if the communication is restored \nimmediately after the departure of the light engine/Self propelled vehicle/any other vehicle \nreferred to in para(2) sent under “Authority for opening communication during total \ninterruption of communication on single line section”, normal working should not be \nresumed until the light engine/Self propelled vehicle/any other vehicle reaches the next \nstation and both the Station Masters are satisfied under exchange of Private Numbers that no \nlight engine/Self propelled vehicle/any other vehicle is on the section. Thereafter an \nintimation about this shall be given to Section Controller also, on controlled sections, if \ncommunication with Section Controller has also got restored, and normal working resumed. \nIf, however, communication with Section Controller has not got restored along with \nrestoration of communication between two stations, the Section Controller shall be advised of \nthe position immediately on restoration of communication with him. \n \nNote:- If Line Clear is granted for a train or trains, no other train should be despatched \n from the opposite end until the arrival of the train/trains or the cancellation of \n Line Clear. \n \n(24)On the section where total interruption of communications occurs, the Transportation \nInspector of the section, must scrutinize the train passing records of the stations and submit \nhis report to the Divisional Railway Manager within seven days of the resumption of \ncommunication.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 201, + "text": "178 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nS.R. 6.02(6) Rules and Regulations for Single Line working on Double Line during total \ninterruption of communication. \n \nNote :- These rules do not apply to continuous track circuit sections working under \nAutomatic Block System. \n \nThe following rules must, in addition to the rules prescribed in S.R. 6.02(5) viz. “Rules and \nRegulations for working of trains during total interruption of communications on single \nline”, be observed by the staff. \n \n(1)Whenever an accident to a train or track or other obstruction, precludes the use of one \nline on a double line section during total interruption of communications, single line working \nshall be introduced only after a responsible official of the Engineering Department, not less \nthan an Inspector in rank, has certified that the other line on which single line working is to \nbe introduced is free and safe for passage of trains. Such an engineering official shall give \nthe certificate only to the Station Master of the station at that end of the affected section for \nwhich the unobstructed line shall be the right line for dispatching trains. On receipt of this \ncertificate the Station Master will follow the rules prescribed in SR 6.02(5) for opening of \ncommunications. \n \n(2) Drivers of trains, including light engines, shall be given a Caution Order on which, shall \nbe stated clearly. \n \na)The line on which the train is to run; \nb)Kilometerage where the obstruction exists; \nc)Any restriction of speed which may be imposed by Way & Works Staff; \nd)An assurance to the effect that any trap points on the line in question have been spiked and \nclamped. \n \n(3)All the cross over points in the facing direction over which the train shall proceed, while \ntemporary single line working is in force, shall be clamped and padlocked. \n \n(4)In the case of a train proceeding on the right line: \n \n(a)The last Stop signal of the station in rear of the affected section may be passed in the ‘On’ \nposition on a written authority issued by the Station Master in the prescribed form. In case \nthe last Stop signal is the Starter protecting any point, in addition to the written authority, \nproceed hand signals shall also be shown at the foot of this signal. \n \n(b)The approach Stop signals, if any, of the station in advance of the affected section, may be \ntaken ‘Off’. \n \n(5)In the case of a train proceeding on the wrong line: \n \n(a)The train shall be piloted upto the last set of points of the station on a written authority \nissued by the Station Master after all the facing points have been correctly set and locked and \ntrailing points correctly set over which the train will pass.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 202, + "text": "179 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(b)On reaching the next station, the Driver shall bring his train to a stop opposite the first \nStop signal pertaining to the right line or at the last Stop signal pertaining to the wrong line \n(on which his train is running) whichever he comes across first. \n \n(c) The Station Master of the station in advance shall depute a railway servant in uniform at \nthe foot of the Stop signal (whichever the train would encounter first) who shall stop the train \non hand danger signal and thereafter pilot it into the station on a written authority issued by \nthe Station Master. \n \n(6)It will be the responsibility of the person incharge of the first engine or self propelled \nvehicle or other vehicle, sent under \"Authority for opening communication during total \ninterruption of communication on single line section\" to inform all the Gatemen, Gangmen \nand Patrolman enroute about the introduction of temporary single line working as also the \nline on which it is proposed to run the train. \n \nThis information shall be conveyed through the Driver of a subsequent train also, if \nnecessary. \n \n(7)Resumption of normal working:- \n \n(a) If after the introduction of single line working, communications are restored between two \naffected stations, the trains will continue to run under special rules until action is taken in \naccordance with the instructions contained in these rules for the cancellation of the \nprocedure. Thereafter, trains will be run in accordance with the instructions for the \nmovement of traffic during temporary introduction of single line working on double line. \n \n(b) If, however, before communications are restored, the other line is released for the \npassage of traffic, trains shall be worked, in accordance with the instructions for running of \ntrains on double line section during total interruption of communication. \n \nS.R. 6.02(7) Rules and Regulations for Single Line working on a Double Line section when \none line is obstructed. \n \n(1)Whenever an accident to a train or track or other obstruction precludes the use of one of \nthe lines on a double line section, the traffic may temporarily be worked over single line \nunder one of the following systems:- \n \n(a)By obtaining “Line Clear” on electric speaking instruments. \n(b)By the installation of Single Line Block Instruments and Shunting Limit Boards \ndemarcating the block section in the wrong direction, if the affected line is likely to remain \nout of the use for a substantial period. \n \n(2)When it is desired to introduce temporary single line working on double line, on electric \nspeaking instruments, the Station Master at one end of the affected section shall, on receipt of \nreliable information in writing that one line is clear, take steps to introduce temporary single \nline working on that line in consultation with the Section Controller and the Station Master of \nthe station at the other end of the section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 203, + "text": "180 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(3)If there is reason to suspect that the line over which temporary single line working is to be \nintroduced, is also fouled or damaged, temporary single line working must not be introduced \nuntil a responsible engineering official of the rank not less than that of an Inspector, has \ninspected that section and certified that the line is safe for the passage of trains. \n \n(4)Single line working shall be introduced between the nearest stations provided with cross-\nover between Up and Down lines on either side of the obstruction. If there is an Intermediate \nblock hut between the above two stations, the same shall be treated as closed and the \ncommutators of the Block Instruments at such block hut shall be kept locked in “Train on \nline” position through out the period single line working is in force. The commutators shall \nbe locked also in that position, with SM’s key, wherever possible. The signals at such block \nhuts shall be kept in the ‘On’ position throughout and these shall be passed by the Drivers on \na written authority in the prescribed form issued by the Station Master of the adjoining block \nstation in operation. \n \n(5)All trains will be worked in accordance with the rules for the use of electric speaking \ninstruments on single line and “Line Clear” shall be obtained on the telephone attached to \nBlock Instruments or Station to Station fixed telephones, wherever available, or fixed \ntelephone such as railway autophone & BSNL phone or control telephone or VHF set. \n \n(6)At all stations on the portion of the section on which single line working has been \nintroduced, the commutators of the Block Instruments pertaining to both obstructed and \nunobstructed lines shall be kept in “Train on Line” position throughout the period single line \nworking is in force. The commutators shall be locked also in that position with SMs key \nwherever possible. In cases where it is not possible to keep the commutators in “Train on \nLine” position, as in Daido Instruments, the Block Instruments shall be put out of the use and \nCaution Indicator hung on the handle of the Block Instruments. At these stations, if the train \nis running on the right line, the last Stop signal shall be kept in the ‘On’ position. In case, the \ntrain is running on the wrong line, all fixed signals shall be kept in the ‘On’ position. \n \n(7)After ascertaining that one of the lines is clear for the passage of traffic, the Station \nMaster proposing single line working shall issue a message containing the following \ninformation under exchange of private numbers, to the Station Master at the other end of the \naffected section:- \n(a) cause of introduction of single line working; \n(b) the line by which single line working is proposed; \n(c) source of information that the said line is clear; \n(d) place of obstruction; \n(e) restriction of speed, if any, on the line; \n(f) names of intermediate stations, if any, which would be out of use; \n(g) assurance that the trap points, if any, have been spiked or clamped and padlocked; \n(h) assurance that if the train is running on the right line, the last Stop signal shall be kept in \n‘On’ position. In case the train is running on the wrong line, all fixed signals shall be \nkept in the ‘On’ position; and \n(i) the number and timing of the last train which arrived or left the block station issuing the \nmessage.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 204, + "text": "181 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(8)On receipt of acknowledgement from the Station Master, confirmed by a Private number, \nsingle line working may be introduced, “Line Clear” will be obtained on telephone attached \nto Block Instruments or Station to Station fixed telephones, wherever available, or fixed \ntelephone such as railway autophone & BSNL phone or control telephone or VHF set and \ntrains run on ‘Paper Line Clear Ticket’ in accordance with the instructions contained in this \nbook and Block Working Manual. \n \n(9)Driver of each train shall be handed over an Authority for Temporary Single Line working \non Double Line section on prescribed form no. T/D-602 indicating- \n(i) the line on which the train is to run; \n(ii) the kilometrages between which the obstruction exists; \n(iii) any restriction of speed which may have been imposed by Way and Works staff; \n(iv) an assurance to the effect that any trap points on the line in question have been spiked \n or clamped; and \n(v) authority to pass last stop signal in the ‘On’ position. In case the last stop signal is \n the Starter, in addition to written authority, he shall also be shown hand signals at the \n foot of this signal. \n \n(10)An endorsement will also be made on the Caution Order given to the Driver of the first \ntrain to inform all Gatemen, Gangmen and Patrolmen on the way about the introduction of \ntemporary single line working and specifying the line on which the trains will run. This \ninformation shall be conveyed through the Driver of a subsequent train also, if necessary. \n \n(11)The speed of the first train passing over the temporary single line will be restricted to 25 \nkilometres per hour. Subsequent trains may run at their booked speed, subject to observance \nof other speed restrictions in force. However, an Accident Relief Train may be run at normal \nspeed subject to other speed restrictions in force on the section, provided the approval of \nControlling Officer of the Accident Relief Train is obtained and control is informed \naccordingly. The Driver should switch ‘on’ the flasher light of the train engine while running \non wrong line. \n \n(12)When a train is stopped between stations on account of accident, failure, obstruction or \nother exceptional cause and the Driver finds that it cannot proceed, it shall be protected as \nper G.R. 6.03. \n \n(13)In the case of a train proceeding on the right line:- \n \n(a)The last Stop signal of the station in rear of the affected section may be passed in the ‘On’ \nposition on a written authority issued by the Station Master in the prescribed form referred to \nin para 9(v). In case the last Stop signal is the Starter protecting the point, in addition to the \nwritten authority, proceed hand signals shall also be shown at the foot of this signal. \n \n(b)The approach Stop signals, if any, of the station in advance of the affected section, may be \ntaken off.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 205, + "text": "182 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(14) In the case of train proceeding on the wrong line:- \n \n(a)The train shall be piloted upto the last set of points of the station on a written authority \n(T-511) issued by the Station Master after all the facing points have been correctly set and \nlocked and trailing points correctly set, over which the trains will pass. \n \n(b)On approaching the next station, the Driver shall bring his train to a stop opposite the \nfirst Stop signal pertaining to the right line or at the last Stop signal pertaining to the wrong \nline (on which he is running), whichever he comes across first. \n \n(c)The Station Master of the station in advance shall depute railway servant in uniform at the \nfoot of the Stop signal (whichever the train would encounter first) who shall stop the train on \nhand danger signal and thereafter pilot it into the station on a written authority (T-510) \nissued by the Station Master. \n \n(d)If the Driver finds that no railway servant in uniform has been deputed at the foot of the \nsignal to pilot train into the station, G.R. 4.44 shall be observed. \n \n(15)All the cross over points in the facing direction over which the train shall proceed, while \ntemporary single line working is in force, shall be clamped and padlocked. \n \n(16) Resumption of Normal Working.- \n \n(a) On receipt of a written certificate from a responsible Engineering Official that the \nobstructed track is free and safe for passage of trains, the Station Master will issue a \nmessage to the other station or stations, as the case may be, under exchange of private \nnumbers and decide, in consultation with Section Controller, the train after passage of which, \nthe normal working has to be introduced. \n \n(b)When Double Line working is introduced, the Block Instruments and all fixed signals, \nincluding those of Intermediate Block Huts, which were treated as closed, shall be brought \ninto use immediately. An entry shall also be made in the Train Signal Register/Line Clear \nInquiry & Reply Message Book of all stations concerned showing the time double line \nworking was suspended, time single line working was introduced and the time normal \nworking was resumed. The Driver of the first train entering the section after normal working \nis resumed shall inform all Gatemen, Gangmen and Patrolmen on the way about the \nresumption of normal working. \n \n(17)All the records in connection with the temporary single line working shall be retained at \nthe station and the Transportation Inspector of the section must scrutinize them and submit \nhis report to the Divisional Railway Manager within seven days of the resumption of normal \nworking. \n \nS.R. 6.02(8) Material trains must not run, when Line Clear can not be obtained owing to \nfailure of the Electrical Communication Instruments. \n \nS.R. 6.02(9) Total Interruption of Electrical Communication (i.e., Failure of Block Instrument \nand/or Electric Speaking Instruments) on an Advance Section.-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 206, + "text": "183 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(a) When communication is required to be opened after the departure of a non or partial AVB \ntrain on an Advance Section (i.e., an ascending train) and before the ‘Train Out of Section’ \nsignal has been received from the next station, a light engine or a trolly will be sent from the \nstation towards which the train has gone or a trolly only from the station from which the \ntrain has left. \n(b)In working trains after the communication is opened and until such time as the \ncommunication is restored, no ascending train should be allowed to follow another \nascending non or partial AVB train that is to say, an Up (descending) train should pass over \nthe section after the Down non or partial AVB (ascending) train. There is, however, no \nobjection to a descending train following a descending train. In case there is no descending \ntrain and one ascending train has to follow another ascending non or partial AVB train, \neither a banking engine should be provided for the preceding ascending train or \ncommunication should be opened again as laid down in the preceding sub-para. \n \n(c)In case a section is specified as Advance section in both directions, communication, should \nbe opened out as laid down in sub-para (a) above and while working trains, thereafter till \nsuch time as communication is restored, no train should be allowed to follow a non or partial \nAVB train in the same direction; that is to say, an Up train should pass over the section after \na Down non or partial AVB train and Down train should pass after Up non or partial AVB \ntrain. In case a train from opposite direction is not expected for some time, communication \nshould be opened again as laid down in sub-para (a) above. \n \nNote - In all cases the Driver’s and Guard’s signature should be taken in the space provided \nfor the purpose in the record foil of the prescribed authority. \n \n6.03 PROTECTION OF TRAIN STOPPED BETWEEN STATIONS.- \n \n(1) When a train is stopped between stations on account of accident, failure, \nobstruction or other exceptional cause and the Driver finds that his train cannot \nproceed, he shall apprise the Guard of the fact by sounding the prescribed code of \nwhistle or through walkie-talkie or other means and exchange hand danger signals \nwith him. The Driver shall switch ‘ON’ flasher light of his locomotive immediately \nto warn oncoming train. Thereafter, the Guard shall immediately exhibit a hand \ndanger signal towards the rear and check up that the tail board or tail light is \ncorrectly exhibited and switch ‘On’ flasher light, if provided, in the rear of the \nbrake van. The Guard and the Driver shall then immediately take the following \naction in the rear and the front, – \n \n(i) On a single line section or on a section of double or multiple lines when \ntemporarily worked as a single line section,- \n \n(a) the Guard shall either himself go back or send a competent person \nback to protect the train; if the Guard has deputed a competent \nperson to protect the train, he shall confirm from the Driver \nfor the protection of train in front through walkie-talkie or other \nmeans of communication between the Driver and the Guard. In absence of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 207, + "text": "184 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \ncommunication system between them, the Guard shall go to the Driver \npersonally to confirm the protection of train in front; \n(b) the person going back to protect the train shall continuously show his hand \ndanger signal to stop any approaching train and in addition to his hand \nsignal, shall take detonators and place them upon the line on which the \nstoppage has occurred, as follows- \nOne detonator shall be placed at 600 meters from his train on way out and \nthree detonators, at 1200 meters about ten meters apart from the place \nwhere the train has stopped; \nProvided that on the meter and narrow gauge the first detonator shall be \nplaced at 400 meters and the three detonators about ten meters apart, not \nless than 800 meters from his train or at such distance as has been fixed by \nspecial instructions, from the place where the train has stopped; \n(c) If a person other than the Guard has gone back to protect the train, he \nshall, after taking action as per sub-clause (b), continue to show his hand \ndanger signal to stop any approaching train, until he is recalled; \n(d) When the Guard has himself gone back to protect the train, he shall, after \ntaking action as in sub-clause (b), depute a competent person, if available, \nto show a hand danger signal to stop any approaching train until he is \nrecalled, and shall himself return to his train to ascertain the cause; \n(e) Unless the Guard has succeeded in getting another competent person to \nshow a hand danger signal, as in sub-clause (d), he shall, after consultation \nwith the Driver, once again return to the place at which he placed three \ndetonators, showing his hand danger signal to any approaching train and \ncontinue to do so until he is recalled; \n(f) When the Guard or the person deputed by him is recalled, he shall leave \ndown the three detonators, and on his way back pick up the intermediate \ndetonator; \n(g) On a section of double or multiple lines, when the Driver comes to know \nthat: \n(I) during the course of run of the train being driven by him the driver \nshall switch “ON” the flasher light and dim the head light on all or any \nsuch occurrences as stipulated hereunder:- \n(A) sudden jerk with drag and/ or drop in air pressure or vacuum of \nthe train; \n(B) sudden increase in air flow indicator reading; \n(C) train parting/derailment of the train; and \n(D) any situation warranting protection of the adjoining track. \n(II) in case of an accident or if assistance has been asked for, \nor on a single line section or during temporary single line \nworking on a section of double line or multiple lines, the \nDriver shall in all cases switch ‘On’ the flasher light and dim the \nhead light at once and show a danger signal to the front, and proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 208, + "text": "185 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nto protect the train in front in the manner prescribed in sub clauses \n(b) and (f) either by going himself or by sending his Assistant \nDriver/Fireman or some other competent person; and \n(h) Should any train be seen approaching, the person going to protect the train \nshall immediately place one detonator on the line, as far away from the \ndisabled train, as possible and shall continue to show a hand danger signal \nto stop any approaching train. If the person has already placed one \ndetonator at 600 or 400 metres in Broad Gauge or Metre Gauge/Narrow \nGauge respectively and he is not in a position to reach at a distance of 1200 \nmetres or 800 metres in Broad Gauge or Metre Gauge/Narrow Gauge \nrespectively, he shall again place one detonator as far away from the train \nas possible which has met with the accident; \n(ii) On a double line section where trains on the two lines run in the opposite \ndirection,- \n(a) As soon as the Driver comes to know that: \n(I) during the course of run of the train being driven by him, the driver \nshall switch “ON” the flasher light and dim the head light on all or any \nsuch occurrences as stipulated hereunder:- \n(A) sudden jerk with drag and/ or drop in air pressure or vacuum of \nthe train; \n(B) sudden increase in air flow indicator reading; \n(C) train parting/derailment of the train; and \n(D) any situation warranting protection of the adjoining track. \n(II) in case of an accident or if assistance has been asked for, the Driver shall \nin all cases switch ‘ON’ the flasher light and dim the head light at once \nand show a danger signal to the front to protect the adjacent line in front \nin the manner prescribed in clauses (i) above either by going himself or by \nsending Assistant Driver or some other competent person; \nThe Guard shall himself first immediately proceed ahead to assist and \nensure protection of the adjacent line in front in the manner prescribed \nin clause (i) above and if a competent person is available send him to \nprotect the train in the rear in the manner prescribed in clause (i) \nabove. \n(b) In case it is not known whether the adjacent line is obstructed or not, the \nDriver shall take action to protect the adjacent line in the manner prescribed \nin clause (i) above. The Guard shall confirm from the Driver on the available \nmeans of communication for protection of train of the adjacent line as \nmentioned above and proceed towards the locomotive watching the train \ncarefully. If the Guard finds that the adjacent line is obstructed, he shall \nproceed ahead to assist and ensure protection of the adjacent line as mentioned \nabove. In case he finds that the adjacent line is not obstructed, he shall, after \nconsultation with the Driver, go back to protect the train in the rear in the \nmanner prescribed in clause (i) above, if he has not already sent another \ncompetent person for the purpose. \n(iii) On a multiple line section with uni-directional traffic on the nominated lines,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 209, + "text": "186 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(a) As soon as the Driver comes to know that:- \n(I) during the course of run of the train being driven by him the driver \nshall switch “ON” the flasher light and dim the head light on all or any \nsuch occurrences as stipulated hereunder:- \n(A) sudden jerk with drag and/ or drop in air pressure or vacuum of \nthe train; \n(B) sudden increase in air flow indicator reading; \n(C) train parting/derailment of the train; and \n(D) any situation warranting protection of the adjoining track; \n(II) In case of an accident or if assistance has been asked for, the Driver \nshall in all cases switch ‘On’ the flasher light and dim the head light at \nonce and show a danger signal to the front and he shall at once take \naction to protect the adjacent line or lines in the manner prescribed in \nclause (i) above; \n(b) As soon as the Guard comes to know that his train has met with an accident, \nhe shall at once protect such adjacent line or lines in the manner prescribed \nin clause (i) above. \nWhen it is obvious that an adjacent line on which trains normally run in \nthe opposite direction is obstructed or when it is not known whether any \nsuch line is obstructed or not, the Driver shall at once take action to protect \nthe adjacent line or lines in the manner prescribed in clause (ii) above. \nIf it is obvious that an adjacent line on which the trains normally run in the \ndirection of the affected train is obstructed or when it is not known whether \nany such line is obstructed or not, the Guard shall immediately protect \nsuch adjacent line or lines in the manner prescribed in clause (i) above. If it \nis obvious that an adjacent line or lines on which trains normally run in the \nopposite direction is obstructed and no line on which trains run in the \ndirection of the affected train is obstructed, he shall proceed ahead to assist \nand ensure protection of the adjacent line or lines on which trains run in \nthe opposite direction as per clause (ii) above. If, in addition, to the line on \nwhich trains run in the direction of the affected train any other line on \nwhich trains normally run in the opposite direction is also obstructed, the \nprimary duty of the Guard shall be to protect the line on which trains \nnormally run in the direction of the affected train, in the rear, in the \nmanner prescribed in clause(i) above. Only after taking this action he shall \nproceed ahead to assist and ensure protection of the obstructed adjacent \nline or lines in front on which trains normally run in the opposite direction. \n(2) (i) In the case of a train without a Guard, the duties of the Guard, as laid down in \nthis rule, shall devolve on the Driver or on a railway servant deputed by him. \n (ii) in the event of any disability of the Driver, the duties devolving on the Driver, \nas laid down in these rules shall devolve on the Guard or on a railway servant \ndeputed by him.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 210, + "text": "187 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nS.R. 6.03(1) The Driver shall immediately switch ‘On’ the flasher light, as per S.R. 4.14(1) \nand sound his engine whistle as per G.R. 6.03(1). The Guard on hearing the Driver’s whistle \nshall also switch ‘on’ the flasher light, if provided on brake van/coach and acknowledge it by \nwaving red hand signal up and down. The Guard shall continue to wave his red hand signal \nuntil the Driver acknowledges it by sounding his whistle. The Guard shall then fix red flag to \nthe right side lamp bracket or if at night reverse the right side lamp to show red to the Driver \nand proceed to take action as per G.R.6.03(1). Should Driver subsequently find that he is in a \nposition to proceed, he shall recall the Guard by sounding the prescribed whistle code who \nshall then return leaving three detonators on the line (removing the intermediate detonator) \nand restart the train. \nNote: - If the right hand side of the brake van is not visible to the Driver due to curve or any \nother reason, the red indication will be given on the left side. \nS.R. 6.03(2) If the locomotive is not disabled and can be detached without delay, the Driver \ninstead of sending his Fireman or going forward himself on foot shall give advice to the \nGuard and immediately detach his engine and proceed with it to place the detonators on the \nline. On placing the detonators he shall leave his Assistant Driver or Fireman to display \nhand signal at the place where three detonators have been placed. In case information of the \noccurrence cannot be conveyed immediately by means of PCP/ECP telephone, the Driver \nafter placing the detonators shall go forward with the engine to the next station. \n \nS.R. 6.03(3) (a) If the train has been disabled on double or multiple line section or on a ghat \nor suburban section or on a section worked on automatic block system and the protection of \nthe disabled train as required under G.R. 6.03 cannot be complied with due to insufficient \ntime and an approaching train is observed on any of the other adjacent lines the crew of the \ntrain involved in the accident shall immediately take the following action:- \n \n(i)The Driver shall immediately, switch ‘on’ the flasher light, on the engine, to attract the \nattention of the Driver of a train approaching from the opposite direction on the adjacent \nline. The Driver after switching ‘On’ the flasher light shall switch ‘Off’ the loco head light so \nthat the flasher light is clearly visible to the Driver of an approaching train. \n \n(ii)The Driver shall light a fusee immediately and fix it in the ground near the adjacent line \nduring night or in thick and foggy weather when the visibility is impaired. \n \n(iii)In addition, the Driver shall give a continuous series of sharp short whistles which should \ncontinue to sound until the Driver of the approaching train on the adjacent line has brought \nhis train to a stand. \n \n(iv)Further to above, the Driver shall depute on his firemen/Diesel Assistant/Assistant Driver \nto wave a red flag or display a hand stop signal as prescribed in G.R. 3.53", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 211, + "text": "188 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(b)Where, however, a train running in the same direction as the disabled train on adjacent \nline is approaching the site obstruction and there has not been sufficient time for the Guard \nor the person deputed under sub-clause (a) to complete the protection of that adjacent line in \nterms of sub-clause (b),(c), (d) or GR 6.03 the Guard shall light a fusee immediately and fix it \nin the ground in the same manner as the Driving during night or thick or foggy weather in \naddition to displaying a stop signal as prescribed i.e. by showing a red flag by day or by \nshowing a red light by night or in thick or foggy weather and endeavour his utmost to stop \nthe approaching train short of the obstruction. \n \nOn single line section, if the Driver and Guard have fusee with them, they should light up the \nsame if they consider that it will help in protecting the train. \n \n(c) When the Driver of an approaching train sees the flasher light/blinking light or the light \nof the fusee, he shall at once take action to stop his train short of the obstruction and render \nall possible assistance to the affected train just as he would act when he sees a danger signal \nor hears the distress whistle code of another engine, or explodes a detonator. \n \n(d) The flasher light shall be switched off only when the Driver finds that his train is in a \nposition to proceed or after it has been assumed that the adjacent line, if any, is free from \nobstruction and it is not necessary to stop any approaching train to obtain assistance. \n \nIn case the flasher light is not provided or it fails, the head light may be switched ‘On’ and \n‘Off’ repeatedly to attract the attention of the approaching train. \n \n6.04 TRAINS UNUSUALLY DELAYED - \n \n(1) If a train carrying passengers does not arrive within 10 minutes or if goods train \ndoes not arrive within 20 minutes after allowing for its normal running time from the \nstation in rear, the Station Master at the station in advance shall immediately \nadvise the station in rear and the Control of this fact. Thereafter on double or multiple \nlines, the Station Masters at either end of the block section shall immediately stop all \ntrains proceeding into the block section on adjacent line or lines in either direction and \nwarn the Drivers and Guards of such trains by issue of suitable caution orders and \nshall also ascertain the whereabouts and the condition of the delayed train. \n \n(2) The action mentioned above shall be taken earlier, should the circumstances so \nrequire. \n \nS.R. 6.04(1)(a) In addition to what has been stated in G.R. 6.04(1) above, the Station Master \nshall arrange to send one of the staff out in the block section to obtain information about the \nwhereabouts and conditions of the train and nature of assistance, if any, required. \n(b)The Controller on receipt of such an advice shall immediately warn the nearest station \nwhere Medical Van or Accident Relief Medical Equipment is located that, it should be kept in \nreadiness to be despatched on receipt of further advice.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 212, + "text": "189 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(c) The above maximum limits of time for which the trains may be awaited, pending action \nare not intended to prevent initiative being taken earliest should the circumstances of \nthe case so warrant. \n \nS.R. 6.04(2) (i) If for any reason, a train is brought to a stand for a period longer than 15 \nminutes on gradients 1 in 400 and steeper, the hand brake of the locomotive should be \napplied in addition to vacuum/air brake etc. Further following precautions should also be \ntaken to secure the train. \n(a) On trains carrying passengers, the Guard shall apply hand brakes in the brake van. On \ngoods trains, hand brakes of at least one third of the wagons of the train or 10 wagons \nbehind the engine and 5 wagons inside the brake van, whichever is more, shall be \npinned down, in addition to the application of Guard hand brake in the brake van \nspecial care shall be taken for the train with special type of wagons such as BOX, BOB, \nBOI, BRH, CRT etc. which are fitted with roller bearings, while taking the above \nprecautions. \n \n(b) When the train is expected to start, proper vacuum/air pressure must be \nrecreated/recharged, as the case may be and the vacuum brake/air brake must be \napplied before the hand brakes are released. Thereafter the vacuum/air brakes may be \nreleased to start the train. \n \n(c) The Driver himself or, on his direction, the Fireman/Asstt. Driver shall be responsible \nfor application and release of the hand brakes of wagons behind the engine. The Guard \nshall be responsible for similar action in regard to wagons inside the brake van. \n \n(d) Considering the condition of brake power of train, the Driver may take additional \nprecautions as mentioned in Sub-Rule (2)(i) above, whenever situation warrants. \n \n(ii) However, in case of air brake train stopped on gradient section, the precaution as \nmentioned herein should be taken to secure the train. \n(a) Driver of such trains should apply loco brake (through SA-9) and train brakes (through \nDriver’s Brake Valve A-9) to park the train on gradient of 1 in 400 or steeper. \n \n(b) In the event of stoppage of train on a gradient of 1 in 400 or steeper, due to reasons \nwhich render loco compressors totally or partially ineffective like accident, etc. and the \nrequisite air pressure in main reservoirs of the locomotive and in the brake pipe (and \nalso in feed pipe if the train is being worked on twin pipe system) upto the brake van, \ncannot be maintained, the following additional precautions must be taken:- \n(i) By Driver:- Driver to ensure himself or through Asstt. Driver that the hand \nbrakes of the locomotives and also of 10 wagons attached next to it are pinned \ndown. \n(ii) By Guard:- It is mandatory for the Guard to pin down the hand brake of brake \nvan as also 10 wagons attached next to it. \n The above action is to be taken before proceeding to protect the train as per \nGR 6.03 if warranted. Responsibility for application and release of the hand", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 213, + "text": "190 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nbrakes of wagons next to the engine as also next to the brake van would solely be that of the \nDriver and the Guard respectively. \n \n(c)The aforesaid additional precautions must also, be taken in the event of stoppage of train \non gradient section, when in Driver’s opinion, condition of brake power so demands, or for \nany other reasons it becomes necessary. \n \n(d)If the stoppage of the train is for the reasons which do not affect maintenance of the \nrequisite air pressure in the locomotive and in the brake pipe (and also in feed pipe if the \ntrain is being worked on twin pipe system) upto brake van, train brakes are to be kept \napplied. Driver/Assistant Driver or any competent authorised person must continue to man \nthe locomotive to ensure that the requisite amount of air pressure is maintained throughout, \non failure of which the additional precautions as enumerated in S.R. 6.04(2)(ii), (b)(i)(ii) \nshall have to be taken. \n \n(e)Prior to the re-starting of the train, Driver’s brake valve A-9 should be brought to the \nreleased position to ensure that brake pipe pressure is recharged fully. Before releasing the \nhand brakes, the train brakes should be kept applied. The train and the loco brakes may be \nrelease there after just before starting of train. \n \n(iii)Ghat rules described in Operating Manual will apply to Ghat section in above rules. \n \n6.05 SENDING ADVICE OF ACCIDENT OR BREAKDOWN. - \n \nIf the engine is for any reason unable to proceed, the Guard or in his absence the \nDriver, shall convey, by the most expeditious means, advice to the nearest station, \nstating the location, nature and cause of the accident, and if assistance has been asked \nfor, the train shall not be moved until such assistance arrives, provided that if the \ntrain is subsequently able to move, it may do so at walking pace, but not unless a \ncompetent railway servant has been sent with hand signals and detonators to protect the \ntrain, such railway servant keeping at least 400 meters in advance of the train, the \nother end of the train being protected in a similar manner. \n \nS.R. 6.05 On Broad Gauge, the railway servant shall walk at a distance of 600 meters in \nadvance of the train, the other end of the train being protected in similar manner. \n \n6.06 TRAINS IN A BLOCK SECTION WITHOUT AUTHORITY TO PROCEED. - \n \n(1)When the Driver becomes aware in a block section that he does not have an authority \nto proceed or a proper authority to proceed, he shall immediately stop the train. \n \n(2)The train shall be treated as an obstruction in the block section and protected as \nsuch, in accordance with Rule 6.03. \n \n(3)The Guard, or in his absence the Driver, shall convey the report of the occurrence to \nthe nearest block station by the most expeditious means and the train shall thereafter", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 214, + "text": "191 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nmove only in accordance with the instructions which may be issued by the Station \nMaster to whom the occurrence has been reported: \n \nProvided that when a proper tangible authority to proceed is lost on the run, the Driver \nmay proceed to the next station and report the occurrence to the Station Master. \n \n6.07 REPORT OF CONDITIONS LIKELY TO AFFECT RUNNING OF TRAINS TO \nCONTROLLER OR CENTREALISED TRAFFIC CONTROL OPERATOR. - \n \n(1)Drivers, Guards and Station Masters shall advise the Controller or the Centralised \nTraffic Control Operator of any known conditions or unusual circumstances likely to \naffect the safe and proper working of trains. \n \n(2) The Controller or the Centralised Traffic Control Operator, on becoming aware of \nsuch defect or failure, shall inform the same to the railway servant responsible for the \nmaintenance of the equipment and other railway servants concerned. \n \nSR.6.07(1) In the event of the Loco Pilot and /or Guard experiencing any abnormal condition \nin the track over which his train has passed and he considers that the portion of the track \nover which his train passed is detrimental for safe running of subsequent trains will take \naction as under: \n(a) stop his train at the next block station without clearing the block section and inform \nthe Station Master through available means of communication not to permit any train \nfrom either end of the affected block section in case of single line and from the rear in \ncase of double line. In case of IBS and automatic block territories, the Loco Pilot \nmust inform the Station Master and Loco Pilot of trains already left station in rear \nthrough means of communications to stop movement of trains; \n(b) proceed further, only after satisfying himself that Station Master has clearly \nunderstood so as not to permit further movement over the line until a written memo \nindicating the details of the occurrence is received by the Station Master from the \nLoco Pilot. He will then again stop at the station at a convenient place so as to deliver \nthe written memo to the Station Master; \n(c) the Station Master on receipt of such a memo must issue a message addressed to the \nStation Master of the block station at the other end of the block section, and Junior \nEngineer/Section Engineer (P.Way), Assistant Engineer, Divisional Engineer, Chief \nController and Divisional Operations Manager. \n(d) arrange to dispatch by rail maintenance machine/ tower wagon/light engine or in \ntheir absence a train accompanied by an engineer official with a caution order to the \neffect to stop dead sufficiently short of the expected portion of the track. The \nengineering official accompanying will inspect the track and shall allow the train to \npass only after satisfying that the track is safe for the passage of train. Advice the \ncondition of the track and any restriction of speed to be imposed to the Station Master \npersonally or through written memo which may be sent through the Loco Pilot;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 215, + "text": "192 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(e) in the absence of engineering officials the train with a caution order instructing the \nLoco Pilot to stop dead before the affected kilometers and after satisfying himself \nabout the condition of track pass over the track in question at 10 kilometers per hour \nor if he finds the line unsafe to pass, return to station in rear. If the Loco Pilot is not \nable to detect anything doubtful, subsequence trains shall be dispatched with a speed \nrestriction of 10 kilometers per hour till the track is certified to be safe by engineering \nofficials; \n(f) if the condition as reported earlier is confirmed by the Loco Pilot, no train movement \nshall be allowed till certified to be safe by engineering officials; \nNote: in case the Guard of the train experiences any abnormal occurrence in the track \nwhile working his train, he must inform the Loco Pilot of his train through walkie-\ntalkie or other available means of communication between the Loco Pilot and the \nGuard about the occurrence, after which the Loco Pilot shall take action as \nmentioned in SR 6.07 (1)(a). In the event of Guard unable to contact Loco Pilot, he \nshould take action to stop the train and inform the Loco Pilot. \nSR 6.07(2) As soon as information of sabotage or likely sabotage, bomb blast explosion \netc. to the track, bridges, or other fixed installation is received, the Station Master who \nbecomes aware of it, will stop movement of trains in the affected block section as well as on \nadjacent lines on double/multiple lines section and will take action as per 6.07 (1)(d) in \nconsultation with the Section Controller except that only rail maintenance machine/tower \nwagon/ light engine shall be sent to a certain for the line to be safe for the movement of the \ntrain. \nSR 6.07(3) In the event of the Loco Pilot and/or Guard experiencing any obstruction or \nany other unsafe condition, on or near the track adjacent to the line over which his train has \npassed and which in his opinion is detrimental to safe train running, will take the following \nremedial action;- \n(a) immediately switch on the flasher light of his loco; \n(b) inform the Station Master(s) concerned/control through the available means of \ncommunication, and concurrently; \n(c) stop his train and proceed with danger hand signals to protect the line in question in \nterms of GR 3.62; \n(d) thereafter, he will continue journey to the next station cautiously keeping flasher light \non; \n(e) be prepared to stop any in coming train approaching on the affected by \ncommunicating on walkie-talkie or other available means of communication and \nexhibiting danger hand signal; \n(f) on arrival at the next station he shall inform the Station Master through a written \nmemo about the occurrence; \n(g) on receipt of such information the Station Master must take action as per SR \n6.07(1)(c)to (f)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 216, + "text": "193 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n \n6.08 TRAIN PARTING. - \n(1) If any portion of a train should, while in motion, become detached. \n(a) the Driver shall use his judgment to keep the front portion in motion, if possible, \nuntil the rear portion has been brought to a stand so as to avoid the chance of a \ncollision between the two portions, and sound the prescribed code of whistle to \ninform the Guard of the parting. \n(b) the Guard or Guard in the rear portion shall – \n(i) do all they can to prevent a collision with the front portion, and \n(ii) promptly apply their hand-brakes, where provided, and \n(c) the Driver of a banking engine, if any, shall bring the rear portion to a stand \nand sound the prescribed code of whistle to attract the attention of the Driver in \nthe front portion. \n \n(2) As soon as the rear portion of a train has been brought to a stand, the Guard of the \ntrain shall protect that portion in accordance with Rule 6.03 both in the front and \nthe rear, and take steps to secure the vehicles in stationary position by pinning \ndown hand brakes and wherever necessary and prescribed by special instructions by \nuse of sprags and chains also. \n(3)The Guard shall indicate the parting of the train, by waving in repeated motions a \ngreen flag by day, or a white light by night, up and down vertically as high and as \nlow as possible. \n(4) When both portions of a parted train are brought to a stand within sight of each \nother and it is possible and safe to couple them, the train shall be coupled with due \ncaution under hand signals from the Guard provided necessary precautions have \nbeen taken to secure the rear portion in the manner described in sub-rule (2). \n(5) If the Driver of the parted train has already reached the block station in advance \nbefore he could bring the front portion to a stop, he shall instantly warn the Station \nMaster of the parting as also the railway servant in charge of a cabin, if passed on \nthe way, and shall not give up the tangible authority to proceed, if any, till the \nblock section is cleared of all the vehicles of his train. \n(6) The duties of the Guard specified in this rule shall devolve on the Driver in the \nabsence of the Guard. \n \nS.R. 6.08 (1) On observing the hand signals waved by the Guard as mentioned in GR \n6.08(3), the Driver will understand that the train has parted and acknowledge them by giving \n– 0 – 0 whistles.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 217, + "text": "194 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nS.R. 6.08 (2) Should the Driver, however, first discover the parting, he will give – 0 – 0 \nwhistles till acknowledged by Guard and immediately after, exhibit towards the rear Brake \nvan the same signals by day and night as are prescribed for the Guard as mentioned in GR \n6.08(3). \nS.R. 6.08 (3) The Guard on receiving such signals must at once put on the brakes of the rear \nportion and exhibit the same hand signals to the Driver. \n \nS.R. 6.08 (4) Signals should be shown on the right hand side of the train unless the train is \nmoving round a curve to the left. \n \nS.R. 6.08 (5) When a portion of a train is left on the line in the block section, no other train \nmust be allowed to enter the section on the same line until the remaining portion of the train \nhas been brought to the station where the first portion was stabled. In such cases on multiple \nline sections, the relevant instructions prescribed in S.R. 6.09 (3)(a) and (b) should also be \nobserved. However, when it becomes necessary to take portions of a train to two different \nstation, procedure prescribed in S.R.6.09(3)(c) should be followed. \n \nNote :- On arrival of first portion with engine in yard, the Station Master must check \nthoroughly the position of coupling of last vehicle whether intact or damaged, if it found \ndamaged then it should be brought to the notice of Section Controller and will act as per \ninstruction of Section Controller. \n \nWhen the Driver is sent back to bring the portion left behind, he should be given an \n“Authority to proceed for train into an Obstructed Block Section” on prescribed form no. \nT/A-602 in addition to the token or expired line clear ticket already in the possession. \n \nS.R. 6.08 (6) Train Divided Signal: \n(a) On a section with three consecutive stations ‘A’, ‘B’, ‘C’, when a train from ‘A’ passes \nthrough ‘B’ and ‘B’ has reason to presume that the train has parted and is running in two or \nmore portions, ‘B’ must not sent the train ‘Out of section’ signal but instead send the ‘Train \nDivided’ signal to ‘A’. He should also send the ‘Train Divided’ signal to ‘C’ in advance. The \nStation Master ‘B’ on noticing that the train has parted shall endeavour to attract the \nattention of Driver and Guard by shouting and gesticulating. He must also endeavour to \nattract the attention of the Guard by placing detonators and take measures for dealing with \nthe parted portion. \n \n(b) Station Master ‘A’ and ‘C’ on receipt the ‘Train Divided’ signal, must acknowledge it and \nmust take immediate steps to secure the safety of any trains or vehicles which may be at their \nstations and also take measures for dealing with the parted portions. \n \n(c) The parted portion of the train in motion can be arrested so as to bring it to a stop either: \n \n(i) by placing sand, ballast etc., on the track in the path of the rolling portion ; \n(ii) by diverting the parted portion on to an unoccupied line at the station which may \nterminate in a sanded dead end or a trap points; \n(iii) by suitably setting the points for slip or catch siding; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 218, + "text": "195 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(iv)by permitting the rolling portion into the next block section ahead provided the block \nsection is clear and provided thereby the derailments of the rolling portion can be averted. \n \n(d) Station Master at ‘A’ and ‘C’ must not give line clear to following trains to stations in \ntheir rear and if a train is already in the block section in rear, it must be stopped at the first \nStop signal and the Driver warned of the circumstances. If such a train can be received on a \nline the points for which can be set so that the run away vehicles on ‘B’ - ‘A’ and ‘B’ – ‘C’ \nblock section will not enter thereon, this may be done. \n \nOn the double line Station Master ‘B’ and ‘C’ must not send any train on the adjoining line \nto stations ‘A’ and ‘B’ respectively, until it is ascertained that the block section ‘B’ – ‘A’ and \n‘C’ – ‘B’ are clear. \n \n(e) If it is known that parting has actually occurred on the block section and if after a lapse of \n30 minutes more than the running time of the slowest goods train, the vehicles have not \narrived at either ‘A’ or ‘B’, it may be assumed that they have come to a stand and steps for \nclearing the block sections should be taken. \n \n6.09 PORTION OF TRAIN LEFT IN A BLOCK SECTION. - \n \n(1) When a train stopped in a block section has to be divided in consequence of an \naccident or the inability of the engine to take the whole train forward, the Guard of the \nTrain shall immediately take steps to protect the rear portion of his train in accordance \nwith Rule 6.03. \n \n(2) If the engine is capable of proceeding either with or without vehicles, the Guard \nshall, after taking action as provided for in sub-rule (1) and before uncoupling, put \ndown the brakes and shall, if necessary, otherwise carefully secure the rear portion of \nthe train to ensure its remaining stationary. \n \n(3) When the Guard has taken action as provided for in sub-rule (2), he shall give a \nwritten permission to the Driver to uncouple and proceed to the next station and may, if \nhe thinks fit, give him written instructions to return on the same line. \n \n(4) On sections of the single line where token working is in force, the Driver shall, \nbefore leaving any portion of his train in a block section, hand over the token to the \nGuard from whom he shall obtain a written receipt. The Guard shall retain the token \nuntil the block section has been cleared of all vehicles of his train. \n \n(5) At night or in thick, foggy or tempestuous weather impairing visibility, as soon as \nthe engine, whether with or without vehicles is drawn forward, the Guard shall – \n \n(a) protect his train in the front also in accordance with Rule 6.03,and \n(b) also see that a red light is shown on the front vehicle of the rear portion of the \ntrain.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 219, + "text": "196 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(6) When the front portion of the train is taken forward, no tail lamp or tail board shall \nbe placed on the rear vehicle of that portion of the train but the Guard shall give its \nnumber in full in the written permission referred to in sub-rule (3). \n \n(7) On entering a station with the knowledge that the block section in rear is \nobstructed, the first duty of the Driver is instantly to warn the Station Master of this \nfact. If a cabin is passed on the way to the station, the railway servant in charge of the \ncabin shall also be informed of the fact. \n \n(8) When, under written instructions referred to in sub-rule(3), the engine is to be \nbrought back, Guard shall, until the arrival of the engine, continue to remain in rear of \nthe portion of the train left in the block section and shall not permit a following train, \nif any, to move any of the vehicles under his charge. \n \n(9) (a) The Driver shall not bring his engine, with or without vehicles back on the same \nline unless he has received written instructions under sub-rule (3) from the Guard to do \nso. \n \n(b) In addition, on a multiple line section, the Driver shall also have a written authority \nfrom the Station Master, who shall ensure that no train is diverted on to or crossing the \nsame line on that portion of the track over which the said Driver would be returning. \n \n(c) The Station Master, before giving such written authority, shall obtain necessary \nassurances as prescribed by special instructions from the Station Masters having \ndiversion facilities and also inform the Controller of the circumstances. \n \n(10) On double or multiple line sections, the Driver may, under instructions from the \nStation Master, take the train back on the proper line, according to the system of \nworking, until he can cross on to the line on which he has left the rest of his train and \nmay then proceed by that line and after attaching the engine shall work the train to \nthe station to which he is directed. \n \n(11) When moving under written instructions against the direction of traffic on a double \nline, or against the established direction of traffic on a single line, the Driver shall \nproceed cautiously and make frequent use of the prescribed code of whistle. \n \nS.R. 6.09 (1) (a) In order to draw the attention of the Guard to the situation referred to in \nGR 6.09(1), the Driver of the train will give four sharp short whistles(0000). \n(b) After the train has been protected, the Guard will consult the Driver and if the engine is \ncapable of proceeding either light or with vehicles, the Guard will take immediate steps to \npin down firmly the hand brakes on at least one third the number of vehicles to be \ndisconnected from the engine; he should also apply the hand brake in his brake-van. Before \nthe engine is uncoupled or the train is divided the Driver must ensure that adequate number \nof hand brakes have been pinned down.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 220, + "text": "197 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(c) The Guard will authorise the Driver by means of a written memo to proceed to the next \nblock station stating clearly the number of vehicles and also the painted number and the \nowning railway of the last vehicle on the load attached to the engine. \n \nS.R. 6.09 (2) For the purpose of G.R. 6.09(5), the Guard must use a hand signal lamp \nborrowed from the Driver, or the second Guard, if there is one. \n \nS.R.6.09 (3) (a) On reaching the block station ahead, the Driver shall hand over the memo \nreferred to in G.R. 6.09 (3) to the Station Master who, after verifying that the front portion of \nthe load has arrived intact, shall get it placed in the station yard. \n \n Before allowing the Driver to take his engine back into the Block section to bring the \nremaining portion of the load, the Station Master shall return the Guard’s memo to the \nDriver after duly counter signing it. \n \n(b) On arrival at the station ahead, the Driver and the Guard must jointly certify in the Train \nSignal Register/Line Clear Inquiry & Reply Message Book that the Block section is clear of \nall the vehicles of their train. \n \n(c) Portions of a train should not, as far as possible be taken to two different stations and \nwhen it becomes unavoidable, this should be done under the orders of Sr.DOM/DOM/AOM. \n \nS.R. 6.09 (4) While asking the Driver to take the remaining load vide G.R. 6.09(3) the \nGuard must mention in the memo that the Driver should return with the Guard wagons, if \nrequired, for taking the remaining load as would be necessary in case of petrol and other \ninflammable oil specials, etc. \n \nS.R. 6.09 (5) A train which is not provided with vacuum brake throughout in compliance of \nthe instructions in the Operating Manual shall not be divided between stations owing to the \ninability of the engine to take the whole train forward. In such cases, the whole train shall be \npushed back to the station in rear under the provision of G & SR 4.12. \n \nS.R. 6.09(6) The Station Master or Cabin ASM on getting advice of the block section in rear \nbeing obstructed shall immediately advise the station in rear of this fact and keep the section \nblocked. The Driver shall then return with the engine on the prescribed authorityT/A-602 to \npick up the rear portion exercising all necessary cautions and acting upon the signal of the \nGuard when approaching vehicles. \nS.R. 6.09(7)(a) When under G.R. 6.09 (4) the token is left with the Guard, a receipt in the \nfollowing form shall be given by the Guard to the Driver- \n “ I certify that I have received Token No. ………………..for the block section \n……………………….to ………………………….and will retain it till the whole of my train is \nclear of this Block Section.” \n \nDate…………. Guard’s Signature………………..", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 221, + "text": "198 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(b) (i)In the event of a Driver of a goods train finding his train come to stand on a gradient \nand he is unable to go forward, he shall on no account back his train for the purpose of \nmaking a fresh start. He must take action according to provisions of G.R. 6.09. Before \nuncoupling, the Guard must ensure that in the case of a load of empties at least 50% of the \nbrakes are pinned down and in case of a loaded train, all the brakes are pinned down. These \ninstructions apply to goods trains only and passenger trains are not permitted to be parted in \nthis fashion on the gradient. \n(ii)In the event of the Driver of a goods train finding his train having come to a stop on a \nplain section, the Guard will take immediate steps to pin down firmly at least one third of the \nhand brakes of the vehicles to be disconnected from the engine and also apply the hand brake \nin the brakevan. This must be done before the train is divided or the engine is uncoupled from \nthe train. The Driver must ensure that hand brakes of an adequate number of wagons have \nbeen pinned down. \n(c)When the Driver of a goods train finds his engine unable to haul the train, he should \nendeavour to stop it (train) clear of the spring points on the section. If, for some reasons the \ntrain has to be stopped on a spring point, he shall on no account back his train. He must \nobtain a written permission from the Guard to divide the train into convenient portion and \nthen proceed to the station ahead with the front portion. He shall return to take the rear \nportion in accordance with the rules in force. Before uncoupling, the Guard shall ensure that \nthe rear portion is adequately secured to remain stationary. (A detailed list showing the exact \nlocation of spring points is published in the Working Time Table of each Division). \n(d)In the case of multiple line sections, the Station Master on duty before issuing written \nauthority to the Driver will: \n(i) contact the Station Master on duty of the station permitting movement over that line and \nascertaining the number and description of the last train which left that station on the \nrelevant line; \n(ii) advise the Station Master on duty at the station permitting the movement not to despatch \nany other train on that line till further advice. This will be confirmed by exchange of private \nnumbers; \n(iii) check from his records and ensure that the last train which left station in rear had \narrived complete. \n Before resuming normal working, both the Station Master will contact each other and \ntally the number of description of the last train passed over that line and ensure that the line \nhas been cleared. This message shall also be confirmed by an exchange of private numbers. \n \n6.10 FIRE. - \n \n(1) A railway servant noticing a fire, likely to result in loss of life or cause damage to \nproperty, shall take all possible steps to save life and property, to prevent it from \nspreading and to extinguish it. \n \n(2) In case the fire is on or adjacent to any electrical equipment, the railway servant \nshall, if he is competent in handling electrical equipment and specially trained for the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 222, + "text": "199 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \npurpose, have the affected part immediately isolated from its source of supply of \nelectrical energy. \n \n(3) The occurrence of a fire shall, in every case, be reported to the nearest Station \nMaster by the most expeditious means and Station Master shall take such action as may \nbe prescribed by special instructions. \n \nS.R. 6.10(1) (a) In the event of a vehicle on a train being on fire the train shall be \nstopped and the burning vehicle isolated. A distance of not less than 50 metres will be left \nbetween it and other vehicles on train. If not prescribed by fixed signals, the train shall be \nprotected in accordance with G.R. 6.03. Should the fire be discovered when the train is near \na water tank or a watering station, the Driver and the Guard shall use their discretion as to \nproceeding to that place. \n \n(b) In the case of fire occurring in passenger train, safety of passengers is of primary \nimportance. Further, should a postal van be discovered on fire, every effort should be made \nto save the Mail. \n \n(c) In an electrically fitted carriage should the wood work catch fire due to a short-circuit, \nthe electric couplers at both ends of the vehicles must be disconnected. If equipped with \ndynamo and batteries, the dynamo belt should be removed and batteries disconnected or the \nlinks from the battery fuse boxes removed. \n \nThe fire appliances, if available in the train, should be made use of in all cases where the fire \nhas broken in a closed place. \n \nS.R. 6.10 (2) Wooden sleepers on fire - Guards and Drivers on seeing a wooden sleeper or \nany of the wood work of the line on fire must stop at once and extinguish the fire, taking care \nthat it is done effectively, and that nothing is left smoldering when they leave the spot. The \nnearest SE (P.Way)’s gang and the first stopping station must be advised. The train staff may \nobtain the assistance of passers by or villagers to obtain water or assist and may pay, or \npromise to pay fair remuneration for their service. \n \n6.11 VEHICLES ESCAPING FROM STATION. - If any vehicle escapes from a station, \nthe Station Master shall take immediate steps to warn the other stations or persons \nconcerned, as far as practicable, to prevent an accident. \n \nS.R. 6.11(1) Preventing accidents due to escaped vehicles – \n \n(a)If a vehicle escapes from a station and enters the block section, the Station Master shall \nimmediately advise the next station in the direction in which the vehicle has escaped by \nmeans of the prescribed code on block instrument and message. In case the vehicle contains \npassengers, labourers or other persons, information about the fact shall also be given. On \ncontrolled sections, the control shall also be advised immediately of the occurrence.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 223, + "text": "200 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(b) Both Station Masters shall immediately place in the ‘On’ position all signals relating to \nthe block section into which the vehicle has escaped and maintain them in this position \nuntil they have satisfied themselves that the block section is clear. \n(c) On double line sections and at other places where there are adjacent lines, the Station \nMaster concerned shall not permit any movement on the adjacent line or lines until \nthey have satisfied themselves that such line have not been obstructed by the escaped \nvehicle. \n(d) The Station Master of the station towards which the escaped vehicle is traveling shall \nmake every endeavour to stop it by covering the rails heavily with sand or ballast for as \ngreat a distance as possible. If he does not succeed in this attempt, he shall try to divert \nthe vehicle into a clear loop or siding. Alternatively, the vehicle may be permitted to \nrun through to the next station provided the block section in advance is clear and is not \non a falling gradient, in such cases advise should be sent to the station ahead as \nprescribed in clause (a) above. The vehicle may, as a last resort, be derailed by placing \na sleeper or other obstacle on the line. \n(e) If the vehicle contains passengers or other persons, it shall not be turned into a dead-\nend siding or derailed unless it is necessary to do so in order to avoid a more serious \naccident. \n \n **************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 224, + "text": "201 SYSTEMS OF WORKING \n________________________________________________________________________________________________________________ \nCHAPTER VII \nSYSTEMS OF WORKING \n \n7.01 SYSTEMS OF WORKING.- \n \n(1) All trains working between stations shall be worked on one of the following \nsystems, namely - \n(a) the Absolute Block System, \n(b) the Automatic Block System, \n(c) the Following Trains System, \n(d) the Pilot Guard System, \n(e) the Train-Staff and Ticket System, or \n(f) the One Train Only System. \n(2) The Absolute Block and the Automatic Block Systems alone shall be used on \nevery railway, except any railway or portion of a railway on which the use of \nany other system of working mentioned in sub rule (1) may be sanctioned \nunder special instructions subject to the conditions applicable to each system as \ndescribed in these rules. \nS.R. 7.01 Systems in force on the North Western Railway- The Absolute Block System is in \nforce on the North Western Railway on all sections except the following short branches:- \n \n Section Systems of Working in force \n(i) Ratangarh West-Sardar Shahr One train only system \n(ii) Barmer-Munabao One train only system \n(iii) Mavli Jn.-Barisadri One train only system \n(iv) Dabla-Singhana One train only system \n \n7.02 APPLICABILITY OF GENERAL RULES REFERRING TO THE WORKING \nOF SIGNALS AND TRAINS.- All rules referring to the working of signals and \ntrains also apply to the system of working detailed in these rules, except where \notherwise provided. \n \nS.R. 7.02 All Subsidiary Rules referring to the working of signals and trains also apply to the \nsystems of working detailed in these rules, except where otherwise provided. \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 225, + "text": "202 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER VIII \nTHE ABSOLUTE BLOCK SYSTEM \nA. ESSENTIALS \n \n8.01 ESSENTIALS OF THE ABSOLUTE BLOCK SYSTEM. - \n \n(1) Where trains are worked on the Absolute Block System - \n(a) no train shall be allowed to leave a block station unless Line Clear has \nbeen received from the block station in advance, and \n(b) ON DOUBLE LINES - such Line Clear shall not be given unless the line \nis clear, not only upto the first Stop signal at the block station at which \nsuch Line Clear is given, but also for an adequate distance beyond it; \n(c) ON SINGLE LINES - such Line Clear shall not be given unless the line is \nclear of trains running in the same direction, not only upto the first Stop \nsignal at the block station at which such Line Clear is given, but also for \nan adequate distance beyond it, and is clear of trains running in the \ndirection towards the block station to which such Line Clear is given. \n(2) Unless otherwise directed by approved special instructions, the adequate distance \nreferred to in clauses (b) & (c) of sub-rule (1) shall not be less than- \n(a) 400 metres in case of two-aspect lower quadrant signalling or two-aspect \ncolour light signalling, and \n(b) 180 metres in case of multiple-aspect signalling or modified lower \nquadrant signalling. \nB. CONDITIONS FOR GRANTING LINE CLEAR. \n8.02 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS ‘A’ STATION. - \nAt a class ‘A’ station on single line or double line, the line shall not be considered \ncleared and Line Clear shall not be given, unless - \n(a) the whole of the last preceding train has arrived complete; \n(b) all signals have been put back to ‘On’ behind the said train; \n(c) the line on which it is intended to receive the incoming train is clear upto the \nStarter; and \n(d) all points have been correctly set and all facing points have been locked for the \nadmission of the train on the said line. \n8.03 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS ‘B’ STATION.- \n \n(1) At a class ‘B’ station on double line, the line shall not be considered clear and Line \nClear shall not be given, unless - \n(a) the whole of the last preceding train has arrived complete;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 226, + "text": "203 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n(b) all necessary signals have been put back to ‘On’ behind the said train; and \n(c) the line is clear - \n(i) AT STATIONS EQUIPPED WITH TWO-ASPECT SIGNALLING – \nupto the Home signal, or \n(ii) AT STATIONS EQUIPPED WITH MULTIPLE-ASPECT \nSIGNALLING OR MODIFIED LOWER QUADRANT SIGNALLING - \nupto the outermost facing points or the Block Section Limit Board (if \nany). \n(2) AT A CLASS ‘B’ STATION ON SINGLE LINE - the line shall not be considered \ncleared and Line Clear shall not be given, unless - \n(a) the whole of the last preceding train has arrived complete; \n(b) all necessary signals have been put back to ‘On’ behind the said train; and \n(c) the line is clear - \n(i) AT STATIONS EQUIPPED WITH TWO-ASPECT SIGNALLING- \nupto the Shunting Limit Board or Advanced Starter (if any) at that end \nof the station nearest to the expected train. \nor \nupto the Home signal if there is no Shunting Limit Board or \nAdvanced Starter, \nor \nupto the outermost facing points if there is no Shunting Limit \nBoard or Advanced Starter or Home signal; \n(ii) AT STATIONS EQUIPPED WITH MULTIPLE-ASPECT \nSIGNALLING OR MODIFIED LOWER QUADRANT SIGNALLING \nupto the Shunting Limit Board or Advanced Starter (if any) at the end \nof the station nearest to the expected train, \nor \nupto the outermost facing points if there is no Shunting Limit Board \nor Advanced Starter. \nNote : At a class ‘B’ single line station, this rule does not forbid direct \nreception of a train from one side, when Line Clear has been given to \nthe block station on the other side provided the distance between the \nOuter signal and outermost facing points in two-aspect signalling, and \nbetween the Home signal and outermost facing points in multiple-\naspect signalling, or modified lower quadrant signalling is not less than \nthe sum total of the adequate distances prescribed in Rule 8.01 in \nregard to conditions for granting Line Clear and Rule 3.40 in regard \nto conditions for taking ‘Off’ Home signal for the admission of a train \neven where Shunting Limit Boards or Advanced Starters have not been \nprovided as prescribed in sub- rule (1) of Rule 3.32. \n See illustrative diagrams at the end of this chapter.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 227, + "text": "204 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n8.04 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS ‘C’ STATION.- \nAt a class ‘C’ station on single line or double line in two aspect, multiple aspect or \nmodified lower quadrant signalling, the line shall not be considered clear and Line \nClear shall not be given, unless - \n(a) the whole of the last preceding train has passed complete at least 400 meters \nbeyond the Home signal and is continuing its journey; and \n(b) all signals taken ‘Off’ for the preceding train have been put back to ‘On’ behind \nthe said train; \n provided that on a single line, the line is also clear of trains running in the \nopposite direction towards the block hut from the block stations at the other end. \nC. OBSTRUCTION - DOUBLE LINE \n8.05 OBSTRUCTION ON DOUBLE LINE AT A BLOCK STATION WHEN A \nTRAIN IS APPROACHING.- \n(1) Class ‘A’ station - When Line Clear has been given, no obstruction shall be \npermitted outside the Home signal, or, on the line on which it is intended to admit \nthe train, upto the starter pertaining to the said line. \n(2) Class ‘B’ station - When Line Clear has been given, no obstruction shall be \npermitted outside the station section but shunting within the station section may go \non continuously, provided the necessary signals are kept at ‘On’. \n(3) When signals have been taken ‘Off’ for an approaching train on a line which is not \nisolated, no shunting movement shall be carried on towards the points over which \nthe incoming train will pass. \n S.R. 8.05 Obstruction when train is approaching – shunting under GR 8.05(2) is not \npermitted during thick, foggy, tempestuous weather and impaired visibility. \n \n8.06 OBSTRUCTION ON DOUBLE LINE IN THE BLOCK SECTION.- \n \n(1) When Line Clear has been given, no obstruction shall be permitted in the block \nsection in rear, \n(2) Shunting or obstruction for any other purpose shall not be permitted in the block \nsection in rear unless it is clear and is blocked back. \n(3) Shunting or obstruction for any other purpose shall not be permitted in the block \nsection in advance unless it is clear and is blocked forward : \n Provided that when the block section in advance is occupied by a train \ntravelling away from the station, shunting or obstruction may be permitted behind \nthe train under special instructions taking into consideration the speed, weight and \nbrake power of trains and the gradients on the section, and as soon as intimation \nhas been received that the train has arrived at the block station in advance, the line \nshall be blocked forward if it is still obstructed. \n \nNote: See Rule 8.14 also.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 228, + "text": "205 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nD. OBSTRUCTION - SINGLE LINE \nD.1 - CLASS ‘A’ STATIONS \n \n8.07 OBSTRUCTION ON SINGLE LINE AT A CLASS ‘A’ STATION WHEN A \nTRAIN IS APPROACHING.- When Line Clear has been given, no obstruction shall be \npermitted outside the Home signal, or, on the line on which it is intended to admit the \ntrain, upto the Starter which controls the train. \n8.08 OBSTRUCTING THE BLOCK SECTION AT A CLASS ‘A’ STATION ON \nSINGLE LINE. - The block section shall not be obstructed for shunting purposes, \nunless - \n \n(a) the Station Master has received Line Clear from the Station Master at the other \nend of the block section, or \n(b) the block section is blocked back, or \n(c) is occupied by a train travelling away from the block station at which the shunting \nis to be performed which shunting may be permitted under special instructions \ntaking into consideration the speed, weight and brake power of trains and the \ngradients on the section. As soon as intimation has been received that the train has \narrived, the block section shall be blocked back, and \n(d) the Driver or other person in charge of the shunting operations has received \ndistinct orders from the Station Master to shunt in a manner directed by special \ninstructions. \nD. 2 - CLASS ‘B’ STATIONS \n \n8.09 OBSTRUCTION IN THE FACE OF AN APPROACHING TRAIN AT A \nCLASS ‘B’ STATION ON SINGLE LINE.- The line outside the Home signal in two-\naspect signalling territory or outermost facing points in multiple aspect or modified \nlower quadrant signalling territory in the direction of a train for which line Clear has \nbeen given, shall only be obstructed when a Shunting Limit Board or an Advanced \nStarter is provided and under special instructions which take into consideration the \nspeed, weight and brake power of trains, the gradients, the position of the first Stop \nSignal and the distance from which that signal can be seen by the Driver of an \napproaching train. \nS.R. 8.09(1) Where in terms of G.R. 8.09 shunting is permitted outside the Home signal in two \naspects signalling territory or outside outermost facing points in multiple aspect or modified \nlower quadrant signalling territory upto shunting limit board or Advanced Starter in the face \nof an approaching train, the Station Working Rules shall include a specific mention to this \neffect. While permitting such shunting, the work load, speed, weight and brake power of \ntrains, the gradients, the position of the first stop signal and the distance from which that \nsignal can be seen by the Driver of an approaching train, shall be taken into consideration.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 229, + "text": "206 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nS.R. 8.09(2) Where shunting is permitted under G.R. 8.09 it should be specifically recorded \non form T-806 as detailed in S.R. 8.15(1)(iv). \nS.R. 8.09(3) Shunting under G.R. 8.09 is not permitted during thick, foggy, tempestuous \nweather and impaired visibility. \n8.10 OBSTRUCTIONS WITHIN STATION SECTION AT A CLASS ‘B’ STATION \nON SINGLE LINE.- \n \n(1) If the necessary signals are kept at ‘on’ shunting may be carried on within the \nstation section, provided the provisions of Rule 8.09 are complied with for \nshunting upto Shunting Limit Board or Advanced Starter, where provided. \n(2) When signals have been taken ‘off’ for an incoming train on to a line, which is not \nisolated, no shunting movement shall be carried on towards the points over which \nthe incoming train will pass. \nS.R. 8.10 When line clear has been given for a train, shunting shall not be carried out under \nthe provisions of G.R. 8.10 in thick, foggy, tempestuous weather or a severe dust storm \nimpairing visibility. \n8.11 OBSTRUCTION OUTSIDE STATION SECTION AT A CLASS ‘B’ SINGLE \nLINE STATION EQUIPPED WITH TWO-ASPECT SIGNALS.- The line outside the \nstation section and upto the Outer signal shall not be obstructed unless a railway \nservant specially appointed in this behalf by the Station Master is in charge of the \noperations, and unless - \n(a) The block section into which the shunting is to take place is clear of an approaching \ntrain and all relevant and necessary signals are at ‘on’ position, or \n(b) If an approaching train has arrived at the Outer signal, the Station Master has \npersonally satisfied himself that the train has been brought to a dead stand at the \nsignal: \n Provided that the line shall not be obstructed under clause (b) in thick, foggy \nor tempestuous weather impairing visibility, or, in any case unless authorised by \nspecial instructions. \nS.R. 8.11(1) Shunting under G.R. 8.11(b) is not permitted on this Railway. \nS.R. 8.11(2) Whenever shunting has to be performed in terms of G.R. 8.11(a) the rules as \ndetailed in S.R. 8.15(1)(i),(ii),(iv) and (v) and in S.Rs. 8.15(2) and 8.15(3) will apply. \n \n8.12 OBSTRUCTION OUTSIDE STATION SECTION AT A CLASS ‘B’ SINGLE \nLINE STATION EQUIPPED WITH MANUALLY OPERATED MULTIPLE \nASPECT SIGNALS.- The line outside the station section and upto the first Stop signal \nshall not be obstructed unless a railway servant specially appointed in this behalf by \nthe Station Master is in charge of the operations, and unless the block section into which \nthe shunting is to take place is clear of an approaching train. \nS.R. 8.12 When shunting is permitted under G.R. 8.12 the rules as detailed in S.R. \n8.15(1)(i),(ii),(iv)and (v) and in S.Rs 8.15(2) and 8.15(3) should be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 230, + "text": "207 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n8.13 OBSTRUCTION OUTSIDE THE FIRST STOP SIGNAL AT A CLASS ‘B’ \nSTATION ON SINGLE LINE.- The line outside the first Stop signal shall not be \nobstructed unless the line has been blocked back. \n \nS.R. 8.13 When shunting is permitted under G.R. 8.13 the rules as detailed in S.R. \n8.15(1)(i),(ii),(iv) and (v) and S.Rs 8.15(2) and 8.15(3) should be followed. \n \nE. GENERAL PROVISIONS. \n \n8.14 BLOCK BACK OR BLOCK FORWARD.- Block back or block forward shall be \ndone only in accordance with the procedure prescribed by special instructions. \n \n8.15 AUTHORITY FOR SHUNTING OR OBSTRUCTION IN BLOCK SECTION.- \nWhile permitting shunting or obstruction in the block section, the Driver shall be given \nauthority for shunting in the block section as prescribed under special instructions \nwhich authority may be - \n(a) either a shunting arm of prescribed size and design on the same post as and \nunder the Last Stop signal, or \n(b) a token of prescribed design, or \n(c) a written permission to shunt. \n \nS.R. 8.15(1) When permitting shunting in the Block Section, the Driver shall be given an \nauthority as detailed below in addition to Block Back and Block Forward as given in the \nBlock Working Manual which shall be:- \n(i) Both on double and single line – By taking off shunt signal provided as per \nclause (a) of the G.R. 8.15 when the Driver has to pass last stop signal \nboth on double line and single line with specific written authority on \nshunting order form T-806. \n(ii) On single line – By handing over the concerned token or tablet where \nNeal’s Ball token or tablet instruments are provided or shunting \noccupation key in tokenless block territory to the Driver as an authority to \nshunt in the Block section and a specific written authority on shunting \norder (T-806). \n(iii) On double line – By handing over occupation key where Daido’s block \ninstruments are in use by issuing specific written authority to shunt on \nForm T-806 to the Driver. In case of other instrument, specific instructions \non T-806 should be issued. \n(iv) When shunting is permitted, form T-806 must be issued to the Guard and \nthe Driver of the train specifically mentioning the following points on this \nform and acknowledgement of both obtained:- \n(a) Limits of shunting. \n(b) Details of work to be done.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 231, + "text": "208 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n(c) Running line and other line involved in the movement. \n(d) Approximate time upto which shunting is to be completed. \n(v) When shunting of a train is permitted suitable entries in this regard should \nbe made in the train signal register and Log Book of ASM and Switchman \nand Log Book of the Cabinmen. \nS.R. 8.15(2) The Station Master will recover the token/tablet/Shunting occupation key and/or \nwritten authority before giving line clear for a train to approach from the direction referred \nto thereon. \nS.R. 8.15(3) When in terms of G.R. 8.15 shunting is permitted in Block Section the Station \nWorking Rules shall contain suitable instructions governing such movement. \n \n8.16 ILLUSTRATIVE DIAGRAMS.- Class ‘A’, ‘B’ and ‘C’ stations on single line \nand double line are illustrated in the following diagrams, which are not drawn to scale. \n \nCLASS ‘A’ DOUBLE LINE STATION IN TWO ASPECT SIGNALLING \nTERRITORY \nWITH WARNER, HOME, STARTER AND ADVANCED STARTER SIGNALS \n \nCLASS ‘A’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH WARNER, HOME, AND STARTER SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 232, + "text": "209 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nCLASS ‘B’ DOUBLE LINE STATION IN TWO ASPECT SIGNALLING \nTERRITORY WITH WARNER, OUTER, HOME, STARTER AND ADVANCED \nSTARTER SIGNALS \n \n \n \n \n \nCLASS ‘B’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH OUTER AND HOME SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 233, + "text": "210 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n \nCLASS ‘B’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH WARNER, OUTER, HOME, STARTER AND ADVANCED STARTER \nSIGNALS / SHUNTING LIMIT BOARDS \n \n \n \nCLASS ‘B’ DOUBLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT, HOME, STARTER, ADVANCED STARTER \nSIGNALS AND BLOCK SECTION LIMIT BOARD", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 234, + "text": "211 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCLASS ‘B’ DOUBLE LINE STATION IN MODIFIED LOWER QUADRANT \nSIGNALLING TERRITORY WITH DISTANT, WARNER, HOME, STARTER , \nADVANCED STARTER SIGNALS AND BLOCK SECTION LIMIT BOARD \n \n \n \n \nCLASS ‘B’ SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT, HOME, STARTER AND ADVANCED STARTER \nSIGNALS / SHUNTING LIMIT BOARD", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 235, + "text": "212 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nCLASS ‘B’ SINGLE LINE STATION IN MODIFIED LOWER QUADRANT \nSIGNALLING TERRITORY WITH DISTANT, HOME, WARNER, STARTER AND \nADVANCED STARTER SIGNALS/ SHUNTING LIMIT BOARDS \n \n \n \nCLASS ‘C’ DOUBLE LINE STATION IN TWO ASPECT SIGNALLING \nTERRITORY WITH WARNER AND HOME SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 236, + "text": "213 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCLASS ‘C’ DOUBLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT AND HOME SIGNALS \n \n \n \nCLASS ‘C’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH WARNER AND HOME SIGNALS \n \n \n \nCLASS ‘C’ SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT AND HOME SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 237, + "text": "214 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCLASS ‘B’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH OUTER AND HOME SIGNALS \n \n \n \n \nCLASS ‘B’ SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT, HOME AND STARTER SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 238, + "text": "215 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n \nCLASS ‘B’ SINGLE LINE STATION IN MODIFIED LOWER QUADRANT \nSIGNALLING TERRITORY WITH DISTANT, WARNER, HOME AND STARTER \nSIGNALS \n \n \n \n \n*****", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 239, + "text": "216 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER IX \nTHE AUTOMATIC BLOCK SYSTEM \nA. RULES APPLICABLE TO DOUBLE LINE \n9.01. ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON DOUBLE LINE. \n(1) Where trains on a double line are worked on the Automatic block system . - \n (a) the line shall be provided with continuous track Circuiting or axle counters, \n(b) the line between two adjacent block stations may, when required, be divided into a \nseries of automatic block signalling sections each of which is the portion of the running \nline between two consecutive stop signals, and the entry into each of which is governed \nby a stop signal, and \n(c) the track circuits or axle counters shall so control the Stop signal governing the entry \ninto an automatic block Signalling section that – \n(i) the signal shall not assume an ‘Off’ aspect unless the line is clear not only upto the \nnext stop signal in advance but also for an adequate distance beyond it, and \n(ii) the signal is automatically placed to ‘On’ as soon as it is passed by the train. \n(2) Unless otherwise directed by approved special instructions, the adequate distance referred to \nin sub-clause (i) of clause (c) of sub-rule (1) shall not be less than 120 metres. \n(3) (a) under special instructions, one of the automatic stop signal between two stations in the \nautomatic block signalling territory in each direction may be made as modified semi-\nautomatic stop signal; \n(b) the mid-section modified semi-automatic stop signal so provided shall be interlocked \nwith the signals of the station ahead through track circuits or axle counters or both \nand shall be controlled by the Station Master of the station ahead, the relevant \nindications whether the signal is in normal automatic mode or modified semi-\nautomatic mode shall be available to the Station Masters at both the ends; \n(c) advanced starter signal of the station in rear shall be interlocked with the mid-section \nmodified semi-automatic stop signal in such a way that when working with ‘A’ sign \nextinguished, the Advanced starter shall assume ‘off’ aspect or be taken ‘off’ only \nwhen the line is clear upto an adequate distance beyond the mid-section modified semi-\nautomatic stop signal ; similarly the mid-section modified semi-automatic stop signal \nshall assume ‘off’ aspect automatically or be taken ‘off’ only when the line is clear upto \nan adequate distance beyond the Home signal of the station ahead; \n(d) during abnormal conditions like fog, bad weather impairing visibility, the mid-section \nmodified semi-automatic stop signal may be worked by extinguishing ‘A’ marker in \nthe manner prescribed under special instructions and this action shall also ensure that \nthe ‘A’ marker of the Advanced starter signal of the station in rear and Home signal of \nthe station in advance shall also be extinguished; \n(e) the adequate distance mentioned under clause (c) shall not be less than as prescribed \nunder sub-rule (2); \n(f) during normal condition, mid-section modified semi-automatic stop signal shall work \nas normal automatic stop signal. \n (4) (a) when the Loco Pilot finds mid-section modified semi-automatic stop signal with ‘A’ \nmarker extinguished in ‘on’ position, he shall stop his train in the rear of the signal \nand inform this fact to the Station Master of the station ahead on approved means of \ncommunication as prescribed under special instructions; \n (b) the Station Master of the station ahead may authorize the Loco Pilot to pass the mid \nsection modified semi-automatic stop signal working with ‘A’ marker extinguished in \n‘on’ position through approved means of communication after ensuring conditions and \nprocedure prescribed under special instructions;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 240, + "text": "217 THE AUTOMATIC BLOCK SYSTEM \n (c) in case the Loco Pilot is unable to contact the Station Master of station ahead, he shall pass the \nsignal at ‘on’ after waiting for five minutes at the signal and proceed cautiously and be \nprepared to stop short of any obstruction, at a speed not exceeding ten kilometres an hour upto \nthe next Signal and act as per aspect of this signal; and \n (d) the Loco Pilot shall report the failure of mid-section modified semi-automatic stop signal to the \nStation Master of the station ahead. \n9.02. DUTIES OF DRIVER AND GUARD WHEN AN AUTOMATIC STOP SIGNAL ON DOUBLE \nLINE IS TO BE PASSED AT ‘ON’. - \n(1) When a Driver finds an Automatic Stop signal with an ‘A’ marker at ‘On’, he shall bring his train to \na stop in the rear of the signal. After bringing his train to a stop in the rear of the signal, the \nDriver shall wait there for one minute by day and two minutes by night. If after waiting for this \nperiod, the signal continues to remain at ‘On’, he shall give the prescribed code of whistle and \nexchange signals with the Guard and then proceed ahead, as far as the line is clear, towards the \nnext Stop signal in advance exercising great caution so as to stop short of any obstruction. \n(2) The Guard shall show a Stop hand signal towards the rear when the train has been so stopped at \nan Automatic Stop signal, except as provided for in sub-rule (4). \n(3) Where owing to the curvature of the line, fog, rain or dust storm, engine working the train pushing \nit, or other causes, the line ahead cannot be seen clearly, the Driver shall proceed at a very slow \nspeed, which shall under no circumstances exceed 8 kilometres an hour. Under these \ncircumstances, the Driver, when not accompanied by a Fireman or an Assistant Driver, and if he \nconsiders necessary, may seek the assistance of the Guard by giving the prescribed code of \nwhistle. \n(4) When so sent for by the Driver, the Guard shall accompany him on the engine cab, before he moves \nforward, to assist the Driver in keeping a sharp look-out. \n(5) When an automatic Stop signal has been passed at ‘On’ the Driver shall proceed with great caution \nuntil the next Stop signal is reached. Even if this signal is ‘Off’, the Driver shall continue to look \nout for any possible obstruction short of the same. He shall proceed cautiously upto that signal and \nshall act upon its indication only after he has reached it. \n S.R. 9.02 (1).- The ‘ON’ position of an Automatic signal may be due to the presence of a train in the Automatic \nSignalling section ahead or due to an obstruction on the track or a broken or a displaced rail or any other \ncause. \n After passing Automatic/Permissive Stop signal, Driver should proceed with great caution at a speed \nnot exceeding 15 KMPH where visibility is good and even much less where visibility is not good until the next \nStop signal ,looking out for any possible obstruction and be prepared to stop short of the same. \n While stopping at the Automatic signal at ‘ON’, the Driver should bring his train to a stop as close as \npossible in rear of the signal so as to provide sufficient margin for a following train (driven cautiously) to stop \nclear of the train ahead. \n After passing Automatic signal at ‘ON’, the Loco Pilot of a following train shall ensure that minimum \ndistance of 150 metres or two clear OHE masts is maintained between his train (in clear weather) and the \npreceding train, if any, or any obstruction on the line ahead. However, in the case of EMU trains the minimum \ndistance of 75 meters or one OHE mast shall be maintained between EMU train and a preceding train, if any, \nor any obstruction on line ahead. However, during dense fog, after passing an Automatic Stop Signal at ‘ON’ \n(RED), the Loco Pilot/Motorman of the train hold by any locomotive including EMU train shall, while moving \nat a speed not exceeding 10 kmph {8 kmph will become 10 kmph due to change in GR 9.02 (3)}, should ensure \nthat he maintains a reasonable distance at which he is able to observe the flashing tail lamp of the train ahead \nor the obstruction, as the case may be. Loco Pilots who work in automatic sections affected by fog may control \nthe speed of the train/EMU, MEMU, DEMU etc. so as to be able to stop adequately short of the train or \nobstruction. \nS.R. 9.02 (2) The signal required to be exchanged between the Driver and Guard under GR 9.02 (1) shall be \n“Proceed” hand signal in case of other than EMU trains and two pause two rings in the case of EMU trains. \nS.R. 9.02 (3) The Driver shall use the following code of signals for calling the Guard for assistance:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 241, + "text": "218 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nEMUs.- 3 rings/bells, to be acknowledged by the Guard by repeating the same signal. \nOther than EMUs.- Two long two short whistles to be acknowledged by the Guard by waving red \nhand signal up and down (S.R.4.50). \nS.R. 9.02 (4) – If a driver finds an automatic stop signal as flickering /bobbing or the signal showing \nmore than one aspect simultaneously, he will observe S.R. 3.74 (a) or (b) as the case may be. \nS.R. 9.02 (5) In an automatic section, the Guard of a train shall watch that the Driver does not exceed \nthe prescribed speed after passing an Automatic Signal in ‘ON’ position. If the Driver exceeds the \nprescribed speed, the Guard shall take action as per GR 4.45. \nIn the case of EMU trains, if the Motorman exceeds the prescribed speed, the Guard (when not \ntravelling with the Motorman) shall also give three pause three rings on the bell code to warn to \nMotorman. \nB. RULES APPLICABLE TO SINGLE LINE \n9.03. ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON SINGLE LINE. - \n(1) Where trains on a single line are worked on the Automatic Block System. \n(a) the line shall be provided with continuous track circuiting or axle counters, \n(b) the direction of traffic shall be established only after Line Clear has been \nobtained from the block station in advance, \n(c) a train shall be started from one block station to another only after the direction of \ntraffic has been established, \n(d) it shall not be possible to obtain Line Clear unless the line is clear, at the block \nstation from which Line Clear is obtained, not only upto the first Stop Signal but \nalso for an adequate distance beyond it, \n(e) the line between two adjacent block stations may, where required, be divided into \ntwo or more automatic block signalling sections by provision of Stop signals, \n(f) after the direction of traffic has been established , movement of trains into, \nthrough and out of each automatic block signalling section shall be controlled by \nthe concerned Automatic Stop signal and the said Automatic Stop signal shall not \nassume ‘Off’ position unless the line is clear upto the next Automatic Stop signal : \n provided further that where the next stop signal is a Manual Stop signal, the line is \nclear for an adequate distance beyond it, and \n (g) all stop signals against the direction of traffic shall be at ‘On’. \n(2) Unless otherwise directed by approved special instructions, the adequate distance referred \nto in clauses (d) and (f) of sub-rule (1) shall not be less than 180 metres. \n(3) (a) under special instructions, one of the automatic stop signal between two stations in the \nautomatic block signalling territory in each direction may be made as modified semi-\nautomatic stop signal; \n (b) the mid-section modified semi-automatic stop signal so provided shall be interlocked \nwith the signals of the station ahead through track circuits or axle counters or both \nand shall be controlled by the Station Master of the station ahead, the relevant \nindications whether the signal is in normal automatic mode or modified semi-\nautomatic mode shall be available to the Station Masters at both the ends; \n (c) Advanced starter signal of the station in rear shall be interlocked with the mid-section \nmodified semi-automatic stop signal in such a way that when working with ‘A’ sign \nextinguished, the Advanced starter shall assume ‘off’ aspect or be taken ‘off’ only \nwhen the line is clear upto an adequate distance beyond the mid-section modified semi-\nautomatic stop signal; similarly the mid-section modified semi-automatic stop signal \nshall assume ‘off’ aspect automatically or be taken ‘off’ only when the line is clear upto \nan adequate distance beyond the Home signal of the station ahead;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 242, + "text": "219 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________\n \n (d) during abnormal conditions like fog, bad weather impairing visibility, the mid-section \nmodified semi-automatic stop signal may be worked by extinguishing ‘A’ marker in \nthe manner prescribed under special instructions and this action shall also ensure that \nthe ‘A’ marker of the Advanced starter signal of the station in rear and Home signal of \nthe station in advance shall also be extinguished; \n (e) the adequate distance mentioned under clause (c) shall not be less than as prescribed \nunder sub-rule (2); \n (f) during normal conditions, mid-section modified semi-automatic stop signal shall work \nas normal automatic stop signal. \n (4) (a) when the Loco Pilot finds mid-section modified semi-automatic stop signal with ‘A’ \nmarker extinguished in ‘on’ position, he shall stop his train in the rear of the signal \nand inform this fact to the Station Master of the station ahead on approved means of \ncommunication as prescribed under special instructions; \n (b) the Station Master of the station ahead may authorize the Loco Pilot to pass the mid -\nsection modified semi-automatic stop signal working with ‘A’ marker extinguished in \n‘on’ position through approved means of communication after ensuring conditions and \nprocedure prescribed under special instructions; \n (c) in case the Loco Pilot is unable to contact the Station Master of station ahead, he shall \npass the signal at ‘on’ after waiting for five minutes at the signal and proceed \ncautiously and be prepared to stop short of any obstruction, at a speed not exceeding \nten kilometres an hour upto the next Signal and act as per aspect of this signal; and \n (d) the Loco Pilot shall report the failure of mid-section modified semi-automatic stop signal \nto the Station Master of the station ahead. \n9.04. MINIMUM EQUIPMENT OF FIXED SIGNALS IN AUTOMATIC BLOCK \nTERRITORY ON SINGLE LINE. - The minimum equipment of fixed signals to be provided for \neach direction shall be as follows - \n (a) Manual Stop signals at a station - \n (i) a Home, \n (ii) a Starter. \n (b) An Automatic Stop signal in rear of the Home signal of the station. \nNote. - Under approved special instructions, the Automatic Stop signal may be dispensed with. \n9.05. ADDITIONAL FIXED SIGNALS IN AUTOMATIC BLOCK TERRITORY ON SINGLE \nLINE. – \n(1) Besides the minimum equipment prescribed in Rule 9.04, one or more additional Automatic \nStop signals, as are considered necessary, in between block stations, may be provided. \n(2) In addition, such other fixed signals as may be necessary for the safe working of trains may be \nprovided. \n9.06. CONDITIONS FOR TAKING ‘OFF’ MANUAL STOP SIGNALS IN AUTOMATIC BLOCK \nTERRITORY ON SINGLE LINE. - \n(1) HOME SIGNAL. - When a train is approaching a Home signal, otherwise than at a terminal \nstation, the signal shall not be taken ‘Off’ unless the line is clear not only upto the Starter but \nalso for an Adequate distance beyond it. \n(2) LAST STOP SIGNAL. - The last Stop signal shall not be taken ‘Off’ for a train unless the \ndirection of traffic has been established and the line is clear upto the next Automatic Stop \nsignal, or when the next Stop signal is a Manual Stop signal for an adequate distance beyond it. \n(3) The adequate distance referred to in sub - rules (1) and (2) shall never be less than 120 metres \nand 180 metres respectively unless otherwise directed by approved special instructions. A sand \nhump of approved design, or subject to the sanction of the Commissioner of Railway Safety, a \nderailing switch shall be deemed to be an efficient substitute for the adequate distance \nreferred to in sub-rule(1).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 243, + "text": "220 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n9.07. DUTIES OF DRIVER AND GUARD WHEN AN AUTOMATIC STOP SIGNAL ON \nSINGLE LINE IS TO BE PASSED AT ‘ON’. - \n(1) When a Driver finds an Automatic Stop signal with an ‘A’ Marker at ‘On’, he shall bring his \ntrain to a stop in rear of that signal and wait there for one minute by day and two minutes by \nnight. \n(2) If after waiting for this period the signal continues to remain at ‘On’ and if telephone \ncommunication is provided near the signal, the Driver shall contact the Station Master of the next \nblock station or the Centralised Traffic Control Operator of the section where Centralised Traffic \nControl is provided, and obtain his instructions. The Station Master or the Centralised Traffic \nControl Operator, as the case may be, shall, after ascertaining that there is no train ahead upto \nthe next signal and that it is otherwise safe for the Driver to proceed so far as is known, give \npermission to the Driver to pass the signal in the ‘On’ position and proceed upto the next signal, \nas may be provided under special instructions. \n(3) If no telephone communication is provided near the signal or if the telephone communication \nprovided near the signal is out of order and can not be made use of, the Driver shall give the \nprescribed code of whistle and exchange signals with the Guard and then proceed past the signal as \nfar as the line is clear, upto the next Stop signal in advance, exercising great caution so as to stop \nshort of any obstruction. \n(4) The Guard shall show a stop hand signal towards the rear when the train has been so stopped at \nan Automatic Stop signal, except as provided for under sub-rule (6). \n(5) Where owing to the curvature of the line , fog, rain or dust storm, engine working the train \npushing it, or other causes, the line ahead cannot be seen clearly, the Driver shall proceed at a very \nslow speed, which shall under no circumstances exceed 8 kilometres an hour. Under these \ncircumstances, the Driver when not accompanied by a Fireman or Assistant Driver, and if he \nconsiders it necessary, may seek the assistance of the Guard by giving the prescribed code of \nwhistle. \n(6) When so sent for by the Driver, the Guard shall accompany him on the engine cab, before he \nmoves forward, to assist the Driver in keeping a sharp look out. \n(7) When an Automatic Stop signal has been passed at ‘On’, the Driver shall proceed with great \ncaution until the next Stop signal is reached. Even if this signal is ‘Off’, the Driver shall continue to \nlook out for any possible obstruction short of the same. He shall proceed cautiously up to that signal \nand shall act upon its indication only after he has reached it. \nS.R. 9.07(1) After passing an Automatic stop signal at ‘ON’ the Driver shall proceed with great caution at \na speed not exceeding 15 KMPH even in normal condition of visibility until the next stop signal is reached \nlooking out for any possible obstruction and should stop short of the same by at least 2 clear OHE masts in \nelectrified sections and 2 telegraph poles in non-electrified sections. \nS.R. 9.07(2) When a Driver finds an automatic stop signal flickering /bobbing or the signal showing \nmore than one aspect, simultaneously, he will observe S.R. 3.74(a) or (b) as the case may be. \nS.R. 9.07 (3) In an automatic Block territory, the Guard of a train shall watch that the Driver does not \nexceed the prescribed speed after passing an Automatic Signal in ‘ON’ position. If the Driver exceeds the \nprescribed speed, the Guard shall take action as per GR 4.45. \n In the case of EMU trains, if the Motorman exceeds the prescribed speed, the Guard (when not \ntravelling with the Motorman) shall also give two pause three rings on the bell code to warn to Motorman. \n9.08. PERSON IN CHARGE OF WORKING TRAINS ON AUTOMATIC BLOCK SYSTEM ON \nSINGLE LINE. – \n(1) Except where Centralised Traffic Control is in operation, the Station Master shall be \nresponsible for the working of trains at and between stations. \n \n(2) On a section where Centralised Traffic Control is in operation, the Centralised Traffic Control \nOperator shall be responsible for the working of trains on the entire section except as provided \nfor in sub- rule (3).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 244, + "text": "221 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n(3) On a section where Centralised Traffic Control is in operation, the working of \ntrains at a station or part of a station may be taken over by or handed over to the \nStation Master during emergency or as prescribed by special instructions. When \nsuch emergency control is transferred, the Station Master shall be the person in \ncharge of working trains at the station or part of the station and the station shall be \nworked in accordance with sub-rule (1). \nC. RULES APPLICABLE TO BOTH DOUBLE AND SINGLE LINES \n9.09. WORKING OF TRAINS ON CENTRALISED TRAFFIC CONTROL \nTERRITORY. - On a section where Centralised Traffic Control is in operation, the \nworking of trains shall be governed by special instructions. \n9.10. PROTECTION OF A TRAIN STOPPED IN AN AUTOMATIC BLOCK \nSIGNALLING SECTION. - \n(1) When a train is stopped in an Automatic block signalling section, the Guard shall \nimmediately exhibit a stop hand signal towards the rear and check up that the tail \nboard or tail light is correctly exhibited. \n(2) If the stoppage is on account of accident, failure, or obstruction and the train cannot \nproceed, the Driver shall sound the prescribed code of whistle and the train shall be \nprotected immediately as per Rule 6.03 except that for the protection of the \noccupied line one detonator shall be placed at 90 metres from the train on the way \nout and similarly two detonators, 10 metres apart, not less than 180 metres from the \ntrain or at such distance as has been fixed by special instructions. \n9.11. DRIVER TO REPORT FAILURES. - \n \n(1) When a Driver has to pass an Automatic stop signal at ‘On’, he shall stop his \ntrain at the next reporting station or cabin as prescribed by special instructions \nand report particulars Automatic Stop signals passed at ‘On’ by him. \n \n(2) The Station Master or person in charge of the reporting station or cabin shall \npromptly report the fact to the signal and operating officials concerned. \n \nS.R. 9.11 Next reporting station / cabin will be next stopping station for the purpose of \nreporting such failures. \n \n9.12. PROCEDURE DURING FAILURE OF AUTOMATIC SIGNALLING.- \n \nWhen a failure of Automatic signalling is likely to last for some time or cause serious \ndelay, trains shall be worked from station-to-station over the section or sections \nconcerned under special instructions. \n \nS.R.9.12 (A) Failure of all automatic signal likely to last for some time and cause serious \ndelay when means of communications are available:- in the event of failure of all signals \noccurring in an area consisting of two or more stations worked under Automatic Block", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 245, + "text": "222 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nsystem, the officials concerned of the signalling department shall take immediate steps to \ninform all concerned and the following procedure shall be adopted for train passing:- \n(1) Before any train is allowed to enter the effected section, it shall be brought to a \nstand and the driver of the train advised of the circumstances by the Station \nMaster and the Guard of the train advised through a copy of the “Authority to \nproceed” Form T /D 912 as prescribed in S.R. 9.12(A)(5) below. Controller and \nthe Station Master concerned ahead of the affected section shall also be informed. \n(2) The Station Master on duty at the Station in rear of the affected section shall \nobtain ‘Line Clear’ for the train by one of the following means of communications \nviz. \n (a) Inter cabin/Station telephone \n(b) Station to Station fixed telephones wherever available. \n(c) Fixed telephone such as Railway autophone & BSNL/MTNL phone. \n(d) Control Telephone. \n(e)VHFset \n(3) The Station Master on duty at the station in advance, shall not give such “Line \nClear” as per S.R. 9.12(A)(2) unless:- \n(i) The whole of the last preceding train has arrived. \n(ii) The line on which it is intended to receive the incoming trains is clear at \nleast 180 metres, beyond the platform Starter or the place at which the \ntrains usually come to a stand, and \n(iii) All points have been correctly set and all facing points locked for the \nadmission of the train on the said line. \n(4) The train shall pass through such sections on ‘Authority to proceed’ as per T/D \n912 for Up/ Down trains. \n(a) The Driver of the first train entering the affected section on ‘Authority to \nproceed’ Form T/D 912 as prescribed in Rule 9.12 (A)(5) below shall proceed \nwith utmost caution and must not run at a speed exceeding 25 KMPH under \nany circumstances, subject to other speed restrictions in force. The Driver \nshall continue to look out for any obstruction until he reaches the station \nahead. \n(b) After ensuring that the first train has arrived safely at the station ahead of the \naffected section, the drivers of all subsequent trains shall also proceed with \ngreat caution, subject to other speed restrictions in force and must continue \nto look out for any possible obstruction. \n(5) The Station Master shall give the Driver/Motorman of each train an ‘Authority to \nProceed’ on the prescribed form T/D 912. Distinguishing number/numbers of \ndeparture and gate signal /signals required to be passed, shall also be indicated \non the Authority authorising the Driver/Motorman to pass it/them. \n(B) Failure of all automatic signals likely to last for some time and cause serious delay when \nno means of communications are available.- \n In the event of failure of all automatic signals occurring in an area consisting of two or \nmore stations worked under Automatic Block System and when trains cannot be worked by \nany of the following means, viz.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 246, + "text": "223 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n (a) Inter cabin/Station telephone \n(b) Station to Station fixed telephones wherever available. \n(c) Fixed telephone such as Railway autophone & BSNL/MTNL phone. \n(d) Control Telephone. \n (e) VHFset \nThe following procedure shall be adopted for train passing:- \n(i) The section between the two block stations will be treated as a block section and the \nmovement on the block section will be controlled by the Station Master on either side. \n(ii) All the points over which the trains will run within the affected area shall be correctly \nset and facing points locked before the movement of any train is authorised over them. \n(iii) Whenever any power operated points have to be operated for diverting trains, these \nmay be released and operated locally under the written instructions of the station \nmaster on duty by signal Maintainer at stations where Signal Maintainers are \navailable. \n(iv) Before any train is allowed to leave the station as prescribed in S.R. 9.12(B)(i) above, it \nshall be brought to a stand and the Driver/ Motorman and the Guard of the train shall \nbe advised of the circumstances by the Station Master. \n(v) The Station Master shall give the Driver/Motorman of each train:- \n(a) An Authority to proceed without Line Clear on prescribed form T/B 912. The \ncounterfoil shall be retained by the Station Master and the foil given to the driver. \n(b) A Caution order restricting the speed to 25 KMPH over the straight with clear view \nand to 8 KMPH when approaching of passing any portion of the line where the view \nahead is not clear due to curve, obstruction, rain, fog or any other cause subject to \nthe observance of other speed restrictions imposed and speed over facing points, \nbeing restricted to 15 KMPH. \n(c) An authority on the prescribed form T/A 912, authorising the Driver/Motorman to \npass the Automatic Signals between the two stations. \nNOTE:- For passing manually operated signals in ‘ON’ position provisions under G.R. 3.68 \nto 3.72 will be applicable . The Gate signals shall be passed according to the provisions \nmade in G.R. 3.73 \n(vi) No train shall be allowed to enter an affected section unless there is a clear interval of \n15 minutes between the train about to leave and the preceding train. \n(vii) (a) In the event of a driver approaching or passing any portion of a line where view \nahead is not clear, the Fireman/Asstt. Driver or the Guard with hand signals must \nbe sent in advance to guide the further movement of the train. A sharp look out \nahead should be kept and the engine whistle freely used. \n(b) A tunnel shall be entered only after it has been ascertained that it is clear. If there is \nany doubt on this point, the train shall be piloted by a railway employee equipped \nwith hand signals and detonators. \n(viii) The Guard shall keep a sharp look out in the rear and be prepared to exhibit a danger \nsignal to prevent the approach of a train from the rear and to protect it, if necessary, as \nper extant rules. Before entering a section where there are tunnels, he shall also light \nthe side and tail lamps.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 247, + "text": "224 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n(ix) When approaching the next station the Driver shall bring his train to a stand \noutside the first stop signal and sound one long whistle. The Station Master after \nsatisfying himself that all points have been correctly set and facing points locked, \nshall arrange for a man in uniform to pilot the train from this signal, and he shall \nobey hand signals if any relayed from the station platform. Manual/ Semi-\nAutomatic Signal, if any, will, however, be passed on the written authority on the \nprescribed form to be issued by the Station Master. \n(x) The Drivers of all trains shall make over the ‘Authority to proceed without Line \nClear’ to the Station Master of the next station. These shall be kept by the Station \nMaster in his personal custody for inspection by the Transportation Inspector of \nthe section , who shall prepare a report on the working of trains and shall forward \nit along with his report to the Divisional Railway Manager, within 7 days of \nresumption of communications. \n(xi) A record of all trains passed over the affected section on ‘Authority to proceed \nwithout Line Clear’ during the course of total interruption of communication, \nshall be maintained in the Train Signal Registers to be opened at all the stations \nconcerned. \n(xii) Trains must continue to work on this system until either the signals are put right \nor any one of the means of communications is restored by the competent authority. \n(xiii) As soon as the signals are put right, normal working of trains shall be resumed, \nbut where signals continue to remain inoperative and any of the means of \ncommunications is restored, the Station Master shall immediately send a massage \nto the Station Master at the other end of the affected section in the following \nform:- \n \nFrom Station Master……………………………To Station Master…………………………………., \nNo…… ………..Train(Number & Description) ……………..arrived complete at ……... hours. \nLast train……...…………….(Number and Description) despatched to your station………… at \n…………hours. Cancel the present method of working of trains. Line Clear shall be obtained \nby means of…………………. ………………..Acknowledge. \nPrivate Number……………………. \n \n On receipt of the above message the Station Master at the other end of the affected \nsection shall acknowledge in the following form: \n \nFrom Station Master……………………………..To Station master…………………………………. \nNo……………..Your No………….Understand that Train (Number and Description) \n…………………………………which was the last train to leave my station has arrived complete \nat your station. Train no…………… which left your station has arrived complete at my station \nat ………….hours/not arrived. Present system of train working is being/will be cancelled \nimmediately after the complete arrival of the train no……………Line Clear for the next train \nwill be obtained by means of ……………………………. \nPrivate Number………………………………. \n \n(xiv) Line Clear shall not be obtained or given by any means of communications which \nhas been restored until both the Station Masters are satisfied that all trains \ndespatched from their stations have arrived complete at the other station. When the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 248, + "text": "225 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n trains referred to in sub clause (xiii) above arrive complete at the stations, their no. and \ntheir arrival time will be communicated to the other Station Master concerned under \nexchange of Private Numbers. Thereafter an intimation of this shall be given to the \nSection Controller, if possible. \n9.13. MOVEMENT OF TRAINS AGAINST THE DIRECTION OF TRAFFIC ON THE \nAUTOMATIC BLOCK SYSTEM. - In Automatic signalling territory, trains shall run in \nthe established direction of traffic only. Movement of trains against the established \ndirection of traffic is not permitted. When in an emergency it becomes unavoidably \nnecessary to move a train against the established direction of traffic, this shall be done \nonly under special instructions which shall ensure that the line behind the said train upto \nthe station in rear is clear and free from obstruction. \n \nS.R.9.13 In the event of obstructions of one or more lines in an area consisting of two or more \nstations worked under the Automatic Block System when no communications are available and \nsignals have also failed, trains shall be worked in accordance with the instructions contained in \nthe Block Working Manual. \n \n 9.14. PROCEDURE WHEN SEMI-AUTOMATIC STOP SIGNAL IS ‘ON’.- \n(1) When a Semi-Automatic Stop signal is worked as an Automatic Stop signal, Rule 9.02 \nor 9.07 shall apply, as the case may be. \n(2) When a Semi-Automatic Stop signal is working as a Manual Stop signal and becomes \ndefective, it may only be passed under relevant rules detailed in Chapter III, Section \n‘H’. \n(3) When a Driver is authorised to pass a Semi-Automatic Stop signal at ‘On’ by taking \n‘Off’ the Calling-on signal fixed below it, he shall follow the precautions stipulated in \nRule 9.02 or 9.07, as the case may be. \nS.R.9.14 When a Driver passes a Semi-Automatic Signal under the Authority of Calling-on signal \nfixed below the Stop signal which is at ‘ON’, he shall follow the instructions laid down in G.R. \n3.79. \n9.15. PASSING A GATE STOP SIGNAL AT ‘ON’ IN AUTOMATIC SIGNALLING \nTERRITORY. - If the Driver finds a gate Stop signal at ‘On’ in an Automatic signalling \nterritory. – \n(a) he shall comply with the provisions of Rule 9.02 or 9.07, as the case may be, if the ‘A’ \nmarker is illuminated, or \n(b) (i) if the ‘A’ marker light is extinguished, he shall sound the prescribed code of \nwhistle to warn the Gateman and bring his train to a stop in rear of the signal, \nand \n (ii) If after waiting for one minute by day and two minutes by night, the signal is not \ntaken ‘Off’, he shall draw his train ahead cautiously upto the level crossing, and \n (iii) if the Gateman is available and exhibiting hand signals, proceed further past the \nlevel crossing gate cautiously, or \n (iv) if the Gateman is not available, or, is available but not exhibiting hand signals, \nstop in rear of the level crossing and after ascertaining that the gates are closed \nagainst the road traffic and on getting hand signals from the Gateman, and in \nhis absence from the Assistant Loco Pilot, the Loco Pilot shall sound the \nprescribed code of whistle and cautiously proceed upto the next Stop signal \ncomplying with the provisions of rules 9.02 or 9.07 as the case may be.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 249, + "text": "226 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nS.R.9.15. Passing a semi-automatic gate stop signal, provided with illuminated ‘A’ and \nilluminated ‘AG’ markers, at ‘ON’ in Automatic signalling territory.- If the Driver finds a \ngate stop signal provided with illuminated ‘AG’ marker at ‘ON’ in an Automatic signalling \nterritory- \n \n(a) He shall comply with the provisions of General Rule. 9.02 or 9.07 as the case may be , if \nthe ‘A’ marker is illuminated but the ‘AG’ marker light is extinguished, or \n \n(b) If the ‘A’ marker light is extinguished but the ‘AG’ marker light is lit, he shall comply \nwith the provisions of clause (b) of General Rule 9.15, or \n \n(c) If both the ‘A’ marker and ‘AG’ marker lights are extinguished, he shall sound the \nprescribed code of whistle to warn the Gateman and bring his train to a stop in the rear \nof the signal. Thereafter, he shall proceed further only in accordance with the procedure \nlaid down to pass a defective manual stop signal on issue of T/A 912. \n \n9.16. ILLUSTRATIVE DIAGRAMS. - Automatic change of sequence of aspects behind \nthe train in three - aspect and four - aspect signalling is illustrated in the following \ndiagrams , which are not drawn to scale. \n \nAUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN \nTHREE ASPECT SIGNALLING TERRITORY \n \n \n \nAUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN \nFOUR ASPECT SIGNALLING TERRITORY \n \n \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 250, + "text": "227 THE FOLLOWING TRAINS SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER X \nTHE FOLLOWING TRAINS SYSTEM \n10.01. ESSENTIALS OF THE FOLLOWING TRAINS SYSTEM.- \n(1) Where trains are worked on the Following Trains System, they may be \ndespatched from one station to the next, following each other in succession in the \nsame direction on the same line in such manner and at such intervals of time as \nmay be prescribed by special instructions. \n(2) Trains shall not be worked on the Following Trains System unless the Station \nMaster of the block station in advance has exchanged messages regarding his \nreadiness to receive the trains and has, in addition, given his assurance that no \ntrain will be allowed to leave his station for the station from which the \nfollowing trains are to be despatched, until the latter have all arrived at his \nstation and until he has received permission to despatch trains in the opposite \ndirection. \nS.R.10.01 (1) “The following Trains System” shall be introduced with the express sanction of \nChief Operations Manager in terms of G.R. 7.01, and only when due to certain exceptional \ncircumstances the running time in the Block Section concerned becomes abnormally long, \nresulting in or likely to cause serious difficulties in operation if the trains are run under the \nnormal system of working on the section. \nS.R. 10.01 (2) The system shall not be introduced in thick, foggy or tempestuous weather. \n10.02 REPORT TO THE COMMISSIONER OF RAILWAY SAFETY. - When the \nFollowing Trains System is introduced on any portion of a railway under Rule 7.01, a \nreport shall be sent by telegram to the Commissioner of Railway Safety. \n10.03. CONDITIONS TO BE OBSERVED IN WORKING TRAINS ON THE \nFOLLOWING TRAINS SYSTEM.- When the Following Trains System is adopted, \nthe following conditions shall be observed, namely : - \n(a) no train shall start until the Driver has been given a written authority to proceed \nin the form prescribed for the purpose and a written acknowledgment thereof has \nbeen obtained from him, the train being stopped for the purpose, if not booked to \nstop; \n(b) the authority to proceed shall state the station at which the train is next to stop, \nthe speed at which it is to run and the actual time of departure of the preceding \ntrain; \n \n(c) the Driver and Guard of each preceding train shall have been informed of the \nfact that a train will follow, and of the probable period which will elapse before \nthe following train shall start; \n(d) a train shall not follow another from a station unless there has elapsed since the \ndeparture of the previous train, an interval of not less than 15 minutes, or such \nshorter interval as may be fixed by special instructions;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 251, + "text": "228 THE FOLLOWING TRAINS SYSTEM \n________________________________________________________________________________________________________________ \n \n(e) all the trains following the first train shall be timed to run at the same speed \nand such speed shall not exceed 25 kilometres an hour except under special \ninstructions; \n(f) the actual time of the departure of each train shall at once be intimated to the \nblock station in advance and the actual time of arrival of each train shall at once \nbe intimated to the block station in rear; and \n(g) the number of following trains running at the same time between any two \nblock stations shall not be more than one for each 5 kilometres of station \ninterval; and unless permitted by special instructions, shall never exceed four, \nwhatever may be the length of the station interval. \nS.R. 10.03(1) “The Following Trains System” shall not be adopted in respect of the \nmovement of passenger carrying trains. \nS.R. 10.03(2) Before introducing the \"Following Trains System” the relevant rules and \nprecautions must be carefully explained by supervisory staff to the running staff as well as to \nthe station staff concerned. \nS.R. 10.03(3) The working under this system should be supervised by an officer. \nS.R. 10.03(4) The speed of trains following the first train in terms of G.R.10.03 (e) shall be \nrestricted to 25 KMPH during the day and 15 KMPH at night or in poor visibility conditions \nand will be further subjected to speed restrictions in force. \n10.04 DELIVERY OF AUTHORITY TO PROCEED TO DRIVER OR GUARD ON \nTHE FOLLOWING TRAINS SYSTEM. - \n \n(1) Every authority to proceed shall be delivered to the Guard or Driver by the \nStation Master, or by some railway servant appointed in this behalf under special \ninstructions. \n(2) When such authority to proceed is delivered to the Driver under sub-rule (1), a \nduplicate shall be given to the Guard. \n(3) When an authority to proceed is delivered to the Guard under sub-rule (1), it shall \nbe either - \n(a) handed personally by the Guard to the Driver; or \n(b) countersigned by the Guard and then handed to the Driver either by the \nStation Master or by some railway servant appointed in this behalf by special \ninstructions. \n(4) An authority to proceed shall not be handed to the Driver under sub-rule(2)or(3) - \n(a) until the train is ready to start, and \n(b) if the train is waiting to pass another train, until the whole of the latter train \nhas come in and is clear of the running line for the former train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 252, + "text": "229 THE FOLLOWING TRAINS SYSTEM \n________________________________________________________________________________________________________________ \n \n10.05. AUTHORITY TO PROCEED ON THE FOLLOWING TRAINS SYSTEM.- \nThe written authority to proceed for use on the Following Trains System shall be in \nthe following form:- \n \n \n10.06. RESPONSIBILITY AS TO PROPER PREPARATION OF AUTHORITY TO \nPROCEED ON THE FOLLOWING TRAINS SYSTEM. - \n(1) When an authority to proceed is delivered to the Driver under sub-rule (1) of \nRule 10.04, the Station Master shall see - \n(a) that it is properly filled up in the form prescribed for the purpose, and \n(b) that it is signed in full and in ink. \n \n \n \n \n \n S.NO. __________ ___________ RAILWAY \n \nTHE FOLLOWING TRAINS SYSTEM \n \nAUTHORITY TO PROCEED \nUP ( OR DOWN) \n \n Train No. __________________ Up (or Down) Date______________ \n \n Time _____________________Hours_______________________Minutes. \n \n From________________________Station to ______________________Station. \n \n To Driver and Guard \n \n (1) You are hereby authorised to proceed with your train from __________station \nto_____________ station. \n \n * (2) Train no _____________ahead of your train left this station at __________ hours \n___________minutes. \n \n * (3) Train No. ________________shall follow your train from this station at _______ \nhours________ minutes. \n \n (4) You are required to observe a speed restriction of _______________ kilometres an \nhour. \n Signed _______________ \n Station Master at _________ \n (Station stamp) \n Signature of Guard at ________________________________station. \n \n * Strike out whichever is inapplicable. \n This ticket shall be given up by the Driver immediately on arrival to the Station Master or \nother person authorised to receive it and such person shall immediately cancel it and place it \non record.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 253, + "text": "230 THE FOLLOWING TRAINS SYSTEM \n________________________________________________________________________________________________________________ \n \n(2) When the authority to proceed is delivered to the Driver under sub-rule (1) of \nRule 10.04, he shall satisfy himself that the authority to proceed delivered to him \nhas been correctly and completely prepared in the form prescribed for the \npurpose and he shall not proceed with his train until he has done so and the \nmistake or omission, if any, has been rectified. \n(3) When an authority to proceed is delivered to the Guard of the train under sub-rule \n(3) of Rule 10.04, he shall, before it is handed to the Driver, satisfy himself \nsimilarly. \n10.07. OBSTRUCTION IN FACE OF APPROACHING TRAIN OR TRAINS ON \nTHE FOLLOWING TRAINS SYSTEM.- The line shall not be obstructed outside the \noutermost facing points in face of an approaching train as long as this system of \nworking is in force. \n \n10.08. CESSATION OF WORKING ON THE FOLLOWING TRAINS SYSTEM. - \nWhen it is intended that no more following trains shall be despatched in the same \ndirection, the Station Master shall intimate such intention by a message to the block \nstation in advance, after which no more trains in either direction shall be despatched \nbetween the two stations until the last train has arrived at the block station in \nadvance and the line has been cleared between the two stations. \n \n10.09. PROTECTION OF TRAINS ON THE FOLLOWING TRAINS SYSTEM. - \n(1) When a train is stopped between stations and if the detention exceeds or is \nlikely to exceed five minutes, it shall be protected in accordance with the \nprovisions of Rule 6.03, except that the Guard going back to protect the train \nshall place one detonator, at 250 metres from the train on the way out, and two \ndetonators, 10 metres apart, at 500 metres from the train, irrespective of gauge. \n \n(2) In case the train, stopped between stations, is unable to proceed on account of \naccident, failure, obstruction or any other exceptional cause, the Driver shall also \narrange to protect the train in the front in the manner laid down for the Guard. \n \n************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 254, + "text": "231 THE PILOT GUARD SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER XI \nTHE PILOT GUARD SYSTEM \n11.01. ESSENTIALS OF THE PILOT GUARD SYSTEM. - Where trains are worked \non the Pilot Guard System, - \n(a) a railway servant (hereinafter called a pilot Guard) shall be specially deputed to \npilot trains; and \n(b) no train shall leave a station except under the personal authority of the Pilot \nGuard. \n11.02. CONDITIONS TO BE OBSERVED FOR FOLLOWING TRAINS ON THE \nPILOT GUARD SYSTEM.- Trains shall not follow one another in the same direction \nbetween stations, unless - \n(a) the Driver has been properly warned of the time of departure of the preceding \ntrain and of the place at which it will next stop; \n(b) all the trains are timed to run at the same speed, and such speed shall not exceed \n25 kilometres an hour except under special instructions; and \n(c) an interval of fifteen minutes has elapsed since the departure of the preceding \ntrain. \n11.03. PILOT GUARD'S DRESS OR BADGE.- The pilot Guard shall be distinguished \nby a red dress or badge. \nS.R. 11.03 The Pilot Guard shall wear a red band on his right arm. \n11.04. PILOT GUARD TO ACCOMPANY TRAIN OR GIVE AUTHORITY TO \nPROCEED. - \n(1) No train shall be started from a station unless the Driver sees that it is \naccompanied by, or that the authority to proceed is given personally by the Pilot \nGuard wearing the dress or badge prescribed in Rule 11.03. \n(2) The Pilot Guard shall accompany every train: \n Provided that when it is necessary to start two or more trains from one end of the \nsection before a train has to be started from the other end, the Pilot Guard shall \naccompany only the last of such trains, and shall personally give the authority to \nproceed for the preceding trains. \n(3) When accompanying a train, the Pilot Guard shall ride on the foot-plate of the \nengine. \n11.05. PILOT GUARD'S TICKETS. - \n \n(1) When the Pilot Guard does not accompany a train, he shall deliver to the Guard \n(or, if there be no Guard, to the Driver) a Pilot Guard’s ticket on a printed form \nproperly filled up and signed in ink, as the authority to proceed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 255, + "text": "232 THE PILOT GUARD SYSTEM \n________________________________________________________________________________________________________________ \n \n \n(2) Every such ticket shall apply only to the single journey to the station named on it. \n(3) If the train is in charge of a Guard, he shall, before the train is started, deliver the \nticket to the Driver. \n(4) Immediately on the arrival of the train, the Driver shall deliver the ticket to the \nStation Master who shall at once cancel it. \n \n11.06. PROTECTION OF TRAINS ON THE PILOT GUARD SYSTEM.- In the event \nof a train, which is followed by another train, stopping on the line between stations, \nthe Guard and the Driver shall take action to protect the train in accordance with the \nprovisions of Rule 10.09. \n \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 256, + "text": "233 THE TRAIN- STAFF AND TICKET SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER XII \nTHE TRAIN- STAFF AND TICKET SYSTEM \n12.01. ESSENTIALS OF THE TRAIN-STAFF AND TICKET SYSTEM. - Where \ntrains are worked between two stations on the Train- staff and Ticket System. - \n(a) a single Train-staff shall be kept at one of such stations, and \n(b) no train shall start from either of such stations to the other unless the said \nTrain-staff is at the station from which the train starts and has either been \nhanded to or shown to the Driver by the Station Master when giving such \npermission. \n12.02. SYSTEM WHERE APPLICABLE.- Trains may be worked on the Train- \nstaff and Ticket system only when the line is single and only between such stations \nas have been declared by special instructions to the Train-staff stations. \n12.03. CONDITIONS TO BE OBSERVED FOR FOLLOWING TRAINS ON THE \nTRAIN- STAFF AND TICKET SYSTEM.- Trains shall not follow one another in \nthe same direction between Train- staff stations, unless - \n(a) the Driver has been properly warned of the time of departure of the preceding \ntrain and of the place at which it will next stop; \n(b) all the trains are timed to run at the same speed, and such speed shall not exceed \n25 kilometres an hour except under special instructions; and \n(c) an interval of fifteen minutes has elapsed since the departure of the preceding \ntrain. \n12.04. DRIVER TO HAVE TRAIN-STAFF OR TRAIN-STAFF TICKET. - No train \nshall be started from a station unless the Driver has in his possession to be carried with \nhim on the journey, either the Train-staff or a Train-staff Ticket, for the section of the \nline over which the train is about to travel. \n \n12.05. TRAIN-STAFF OR TRAIN-STAFF TICKET: BY WHOM TO BE \nDELIVERED TO DRIVER. - The Train-staff or Train-Staff Ticket shall be delivered to \nthe Driver by the Station Master or by some railway servant appointed in this behalf by \nspecial instructions. \n \nS.R. 12.05 The Guard of the train shall deliver the Train Staff or Ticket to the Driver of the \ntrain. The Guard and the Driver shall both be responsible for seeing that the Staff and Ticket \nare applicable to the section over which the train is required to run. \n \n12.06. TRAIN-STAFF OR TRAIN-STAFF TICKET: WHEN TO BE DELIVERED TO \nDRIVER. – \n(1) When no other train is intended to follow before the Train-staff will be required \nfor a train running in the opposite direction, then subject to the provisions of \nsub-rule (3), the Train-staff shall be delivered to the Driver.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 257, + "text": "234 THE TRAIN- STAFF AND TICKET SYSTEM \n________________________________________________________________________________________________________________ \n \n(2) When other trains are intended to follow before the Train-staff can be returned, \nthen, subject to the provisions of sub-rule (3), a Train-staff Ticket indicating that \nthe Train-staff is following, shall be delivered to the Driver of each train except \nthe last; and the Train-staff shall be delivered to the Driver of the last train. \n(3) When a train is assisted by a second engine in the rear, a Train- Staff Ticket shall \nbe delivered to the Driver of the front engine and the Train-Staff shall be \ndelivered to the Driver of the rear engine; \nProvided that if both the engines attached to the train are to travel over the \nentire length of line to which the Train-Staff applies, and the train is to be \nfollowed by other trains, a Train-Staff Ticket shall be delivered to the Driver of \neach of the engines attached to the first mentioned train. \n(4) When a train is assisted by a second engine in the front, the Train -Staff or a \nTrain-Staff Ticket, as the case may be, shall be delivered to the Driver of the \nleading engine. \n(5) When a material train has to stop between stations, the Train-Staff shall be \ndelivered to the Driver. \n(6) The Train-Staff or a Train-Staff Ticket shall not be delivered to the Driver of any \ntrain until the train is ready to start. \n(7) The Driver shall not accept a Train-Staff Ticket unless he sees the Train- Staff at \nthe same time in the possession of the person who delivers the Train-Staff Ticket to \nhim. \n \n12.07. TRAIN-STAFF TO BE KEPT ON ENGINE. - When the Train-Staff is delivered \nto the Driver of a train, he shall place it in a conspicuous place provided for the purpose \non the engine. \n \n12.08. TRAINS NOT TO BE STARTED UNTIL TRAIN- STAFF RETURNED. - When \nthe Train-Staff has been taken away from a station by the Driver of a train, no other \ntrain shall be started from that station to follow the first mentioned train until the \nTrain-Staff has been returned to the station. \n \n12.09. TRAIN- STAFF OR TRAIN-STAFF TICKET TO BE GIVEN UP AND \nTICKET TO BE CANCELLED ON ARRIVAL OF TRAIN. - \n \n (1) Upon the arrival of a train at the station to which the Train- Staff or a Train \n-Staff Ticket extends, the Driver shall immediately give the Train- Staff or \nTrain - Staff Ticket to the Station Master, or to some railway servant \nappointed by special instructions to receive it. \n \n (2) The person to whom any such Train-Staff Ticket is so delivered shall \nimmediately cancel the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 258, + "text": "235 THE TRAIN- STAFF AND TICKET SYSTEM \n________________________________________________________________________________________________________________ \n \n12.10. PROCEDURE WHEN ENGINE IS DISABLED ON THE TRAIN-STAFF AND \nTICKET SYSTEM.- \n(1) If an engine which carries the Train- Staff breaks down between two stations, the \nFiremen shall take the Train- Staff to the staff -station in the direction when \nassistance can best be obtained, in order that the Train- Staff may be available at \nthat station for delivery to the Driver of the assisting engine. \n(2) If an engine which carries a Train- Staff ticket breaks down between two stations, \nassistance shall ordinarily be obtained only from the station at which the Train-\nStaff has been left; but if assistance can more readily be obtained from another \nstation in the opposite direction, immediate steps shall be taken to have the Train- \nStaff transferred to the other end of the section. \n(3) Whenever an engine has broken down between two stations, the Fireman shall \naccompany the assisting engine to the spot. \n12.11. TRAIN- STAFF TICKETS: HOW KEPT. – Train- Staff Tickets shall be kept in \na ticket- box provided for the purpose and fastened by an inside spring, the key to open \nthe box being the Train- Staff to which the tickets apply. \n12.12. TRAIN- STAFF: HOW KEPT. - The Train- Staff, when at a station, shall not \nbe left in the box but shall be kept by the Station Master in safe custody. \n12.13. DISTINGUISHING MARKS ON TRAIN- STAFF TICKETS AND BOXES. - \n \n(1) Each Train- Staff shall have shown upon it the name of the Train- Staff station at \neach end of the portion of line to which it applies. \n(2) The Train- Staff and Train -Staff Tickets and boxes for the different portions of \nthe line shall be distinguished by different colours. \n(3) ‘UP’ and ‘DOWN’ Train- Staff Ticket shall also have distinguishing marks. \n12.14. FORM OF TRAIN STAFF TICKET.- Every Train-Staff Ticket shall be in the \nfollowing form- \n \nTicket No_____________ _____________ Railway \n \nTRAIN - STAFF TICKET \nUP(OR DOWN) \n Train No. _____________________ \n Time __________________________ Hours _________________________ Minutes \n From _________________________________ To ___________________________ \n \n To Driver and Guard. \n You are authorised to proceed from __________________________________ \nstation to ________________ station and the Train -Staff will follow. \n \nTrain No. ________ in front left___________hours ________________ minutes. \n \n Signed _________________ \nDate : ___________________ Station Master at _________ \n (Station stamp)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 259, + "text": "236 THE TRAIN- STAFF AND TICKET SYSTEM \n________________________________________________________________________________________________________________ \n \n \n(Back of Ticket ) \nThe Driver shall not accept this ticket unless he sees the Train-Staff for the \nportion of line which he is about to enter. \n \nThis ticket shall be given up by the Driver, immediately on arrival, to the Station \nMaster or other person authorised to receive it, and such person shall immediately \ncancel it. \n \n \n12.15. Record of Train- Staff Tickets issued. - The Station Master shall keep a record in \na book of each Train -Staff Ticket issued, showing the number of each ticket and the \nparticular train for which it was issued. \n \n12.16. Obstruction outside the Home signal. - The line outside the Home signal shall not \nbe obstructed unless the Train- Staff of the portion of the line to be obstructed is at the \nstation. \n \n12.17. Protection of trains on the Train- Staff and Ticket System. - In the event of a \ntrain, which is followed by another train, stopping on the line between stations, the \nGuard and the Driver shall take action to protect the train in accordance with the \nprovisions of Rule 10.09. \n \n************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 260, + "text": "237 THE ONE TRAIN ONLY SYSTEM \n_____________________________________________________________________________________________________ \nCHAPTER XIII \nTHE ONE TRAIN ONLY SYSTEM \n \n13.01. Use of the One Train Only System. - Trains may be worked on the One Train \nOnly System, only on short terminal branches on the single line. \nSR 13.01 (1) The working of trains on “One Train Only System” in use on the sections of this \nRailway are shown in the Working Time Table in force. \n \nSR 13.01 (2) A train, light engine, motor trolly or material lorry will normally run on the \nSection during the hours of day light only, unless otherwise permitted by the Authorised \nOfficer. For working during night, in the event of emergency see S.R. 13.04(3). \n \n13.02. Essentials of the One Train Only System. - Where trains are worked on the One \nTrain Only System, only one train shall be on the section on which this system is in \nforce, at one and the same time. \n \nS.R. 13.02 (1) All the rules referring to the working of trains also apply to One Train Only \nSystem except as otherwise provided for in the Rules in this Chapter. \nS.R. 13.02 (2) Definitions – In so far as this chapter is concerned – \n \n(i) “Authority” means the metal token or paper authority when the metal token is lost \ngiven to the Driver of the train as ‘Authority to Proceed’ to enter the Section: \n(ii) “Base Station” means the station from where trains originate: \n(iii)“Token” means the metal token used as an ‘authority to proceed’ from base station \nto terminal station and vice versa: \n(iv) “Terminal Station” means the last station on the section: \n(v) “Trains” means a train or light engine or coupled light engines. \n \n13.03. Authority to enter the section. - A Driver shall not take his train into the section \nunless he is in possession of the authority to proceed as prescribed by special \ninstructions. \nS.R. 13.03 (1) (a) Authority to Proceed.- \n \nA Rectangular brass token of 100 mm X 75 mm size with the names of the base and \nterminal station of the section on which the system is in force engraved on it shall be \nprovided as the ‘Authority to Proceed’ for the Driver to enter the section and proceed upto \nthe terminal station and return back to the base station. When not in use this token shall be \nkept locked in a separate box with a glass front and the key of the padlock shall remain in the \npersonal custody of the Station Master of the base station. The absence of the token from the \nbox must be regarded by the Station Master as Section “Occupied”. \n \nAt a terminal station where Station Master is not provided, the token shall be handed \nover by the Driver, on arrival at the terminal, to the Guard of the train for safe custody.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 261, + "text": "238 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \n(b)(i) No train is permitted to enter the section unless the Driver is in possession of the \n‘Authority to Proceed’ i.e. the token. \n(ii) A material lorry or motor trolly would normally enter the section only when the \nofficial-in-charge of the section is in possession of “Authority to Proceed” i.e. the \nToken. For certain exceptions in case of Motor trolly or material lorry, see S.R. 13.03 \n(5). \n \n (iii) Token will be delivered to the Driver of the train by the Station Master of the base \nstation through the Guard. In case of light engines, Motor trolleys, material lorries, \nthe same shall be delivered to the Official-in-charge by the Station Master. \n \n At a terminal station where Station Master is not provided, the token shall be \ndelivered to the Driver by the Guard. \n \nThe token shall be retained by the Driver of light engines, official-in-charge of motor \ntrolly / material lorry at a terminal station where Station Master is not provided. \n \n(c) A train register in the following proforma shall be maintained by the Station Master \nof the base and terminal station. The Guard and Drivers shall also sign in the \nrelevant column of this register. \n \nAt a terminal station where Station Master is not provided, entries in the relevant \ncolumns, excluding column Nos.8 and 12, shall be maintained by the Guard. The \nregister shall be kept in the custody of the official-in-charge of terminal station. \n \nDate Train No. Engine \nNo. \nLoad of \nTrain \nTime when token is handed over to the Driver \nin case of outgoing train \nTime Signatures \nHrs - Mts Driver Guard SM \n1 2 3 4 5 6 7 8 \nTime when token is surrendered by the Driver in case of incoming train. \nTime Signatures Remarks \nHrs – Mts Driver Guard SM \n9 10 11 12 13 \n(d) A train register in the following proforma shall also be maintained by the Station \nMaster of the intermediate stations, if any, and shall be filled in immediately after the \ntrain has left.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 262, + "text": "239 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \nDate Train \nNo. \nArrival \nTime \nDeparture \nTime \nParticulars \nof work \ndone \nSignature \nof Station \nMaster \nRemarks \n1 2 3 4 5 6 7 \n \nS.R. 13.03 (2) (a) Loss of Token. - \nIf the token is lost, the station master of the base station shall at once report the \nmatter by the quickest means to the Station Masters of the other stations in the \nsection. Transportation Inspector, Junior Engineer (P.Way), SSE (Loco)/Shed-in-\ncharge and Sr. Divisional Operations Manager/Divisional Operations Manager. This \nshall be followed by a detailed report along with the version of staff responsible for \nthe loss to the Sr. Divisional Operations Manager/Divisional Operations Manager. \nThe Sr. Divisional Operations Manager/Divisional Operations Manager shall \narrange to supply another token. The word “DUPLICATE”, shall be engraved on the \ntop of new token supplied. \n \nTill such a “DUPLICATE” token is received, the Station Master of the ‘base’ station \nwill issue to the Driver serially numbered written authority on the following \nproforma, which may either be on cyclostyled form or a manuscript one. \n \nPAPER AUTHORITY IN LIEU OF LOST METAL TOKEN UNDER THE \nONE TRAIN ONLY SYSTEM. \n \n Note:- This authority is valid for one day only. \n \n TOKEN LOST ON ……………………………………………………………………………. \n SERIAL No. ………………………………………… Date …………………………………. \n BASE STATION ………………………………………………………………………………. \n TERMINAL STATION ………………………………………………………………………… \n ISSUED TO TRAIN No. ……………………………………………………………………… \n \n ……………………………. \n Signature of Station Master \n \n \nThe above authority will cover both the journeys. At the terminal station, this paper \nticket shall be handed over to the Station Master, who shall on the back of this ticket \nrecord the arrival and departure time, date and train number, sign in full and affix his \nstation stamp. After doing so, the ticket shall be made over to the Driver through the \nGuard of the train. \n \nAt a terminal station where Station Master is not provided, the paper ticket shall be \ncollected by the Guard and arrival, departure time, date and train No. shall be \nrecorded on the back of the ticket and signed by him. He will then hand it back to the \nDriver. \n \n \n \nStation Stamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 263, + "text": "240 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \nOn arrival at the base station, the Driver shall hand over this paper ticket to the \nStation Master, who shall file the same. These paper tickets shall be scrutinised by the \nTransportation Inspector and may be destroyed after three months. \n \n(b) If the token is lost en route on the journey, the Driver shall inform the Guard in \nwriting. The Guard will inform the base station and terminal station, if necessary, \nasking the Station Master concerned to issue the message referred to in sub Para (a) \nabove. \n \n(c) If the original token is subsequently found, it should be sent to the Transportation \nInspector alongwith a report, who shall examine the same, and if a new token is not \nsupplied by that time, the original token should be returned to the base station for \nbringing the same into use. \n \nS.R. 13.03 (3) Point shall normally be set and locked for the platform line:- \n \nThe other lines at the station, shall be isolated by means of traps. In absence of traps, \nthe wagons on the non-isolated lines shall be secured by means of scotch blocks, \nwhich shall be set and locked across the lines. Immediately after the movement is \ncompleted, the Station Master shall personally see that all the points scotch blocks \nhave been locked in their normal position and that all the relevant keys, kept in the \nkey box or returned to the incharge pointsman. At a terminal station where Station \nMaster is not provided, the Guard will attend to this duty. \n \nS.R. 13.03 (4) Reception of Trains:- \n \n(i) A board with the legend “Dead Stop – Proceed Cautiously” shall be provided on \neither side of the station at a distance of atleast 180 metres from the outer most facing \npoints. The Driver shall bring his train to stop outside this board and whistle and \nrestart only when a proceed hand signal is exhibited by pointsman from the outermost \nfacing points. \n \nThe pointsman will display a danger signal to the approaching train until, it has come \nto a stop at the “Stop Board” after which a “Proceed” hand signal be displayed by \nhim to the Driver of the train. \n \nBefore permitting the pointsman on duty to display “Proceed” signal for receiving the \ntrain it shall be the responsibility of the Station Master to personally inspect the \npoints for their correct setting and locking and to ascertain that line is clear and free \nfrom obstruction. At a terminal station where Station Master is not provided, this duty \nwill be performed by the Guard. \n \n(ii) However, at stations where correct setting and locking of facing points is ensured by \nexchange of Line labels and badges personal inspection of points by Station Master \nmay by dispensed with.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 264, + "text": "241 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \nS.R. 13.03 (5) Working of Motor Trolly and Material Lorry:- \n(a) When it is not possible to despatch a Motor Trolly in the section on the Authority of the \nToken the same may be permitted to enter the section without carrying the “Authority” \nprovided a Competent Officer of Engineering / Signal / Operating / Mechanical Branch \nis incharge of it. Before putting the Motor Trolly on the line, it is obligatory for the \nofficer-in-charge to refer the time table and also to ascertain from the Station Master, \nthe whereabouts of any train that is likely to be encountered in the section. He shall \nthen advise the Station Master in writing of his intention to enter the section and the \ntime he is expected to be back to the same station, and obtain the Station Master’s \nsignature on the record foil. The Station Master shall then authorise the officer in \nwriting to enter the section without the “Authority”. In the remarks column of the Train \nRegister, an entry shall be made that – \n“Motor Trolly of …………………………….. entered into the section \n……………………… at …………………… hrs. and expected to be back at ………hrs.” \nThe Officer, thus entering the section, shall be responsible for safety of the trolly and \na train that may be in section and on return, shall advise immediately in writing to the \nStation Master that he has cleared the section and arrived at the station at \n……………………. hrs. and also sign in the Remark’s column of the Train Register. \n(b) Material Lorry:- \n(i) When the section is clear:- \nA material lorry shall not be placed on the line without the permission of the \nStation Master of base station. When such Lorry is required to work beyond the \nstation section of the base station, the Official in charge of the Lorry shall inform \nthe Station Master of base station in writing about his intention of working the \nlorry into the section and in this written memo he shall specifically state the time \nthe lorry shall return to the station. If the period during which the lorry is \nrequired to be placed on the line does not interfere with the working of trains, the \nStation Master of base station shall permit the lorry work into the section. The \nofficial-in-charge of the lorry must carry the “Authority” which shall be handed \nover to him by the Station Master of the base station and on returning back he \nshall personally hand over the “Authority” to the Station Master of base station. \nThe official-in-charge of this Material Lorry shall be responsible to return to the \nstation at the time specified in the memo. \n(ii) When the section is occupied by train / light engine:- \nWhere a material lorry is required to work on the section occupied by a train / \nlight engine the Station Master may permit the authorised official to work the \nmaterial lorry after taking the following precautions:- \n(1) On receipt of a written memo from the official as indicated in Clause (b) (i) \nabove, the Station Master will give a message to the Station Master at the \nother end of the section as under :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 265, + "text": "242 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \n“Material Lorry No.……………….. In-charge of ……………………………… is \nbeing permitted to work in the section from …………………………………hrs. \nto ……………………….hrs. Issue caution order to Driver.” \n“Private Number ……………………….” \n \n(2) The Station Master at the other end of the section, shall acknowledge this \n message, supported by a private number. \n \n(3) After the receipt of the acknowledgement, the Station Master of the base \nstation, will issue a memo to the official-in-charge of the lorry in the following \nform:- \n \n “To \n ………………………………………….. \n ………………………………………….. \n \n (Name and Designation of the Authorised Official) \n \n \n Date ………………………… \n Time ………..Hrs………Mts \n \nYou are here by permitted to work Material Lorry from …………Station to \n…………………………. Station. You shall clear the section and bring your \nmaterial lorry back to this station not later than …….hrs. You are authorised to \npass the starter and / last stop signal of this station at danger. Train/Light Engine \nNo. ………………….in the section. The Station Master of \n…………………………….station has been instructed to issue caution order to the \nDriver. \n \nNote:- Ordinarily, a Station Master of the base station issuing the above authority \nwill enter the time at which the Material Lorry is about to enter the section. But if \nat this time the train / light engine has already left the terminal station, or such \nstation where there is no telephonic/ telegraphic communication or the \ncommunications have failed, the Station Master of the base station will amend the \nlast sentence of the authority to read as under:- \n“The Driver working train / light engine No. ……………………… has not been \nadvised of your material lorry working in the section.” \n After obtaining the aforesaid authority, the authorised official-in-charge will not \nleave the Material Lorry till such time he returns to the base station and shall \nremain alert and watchful irrespective of whether the driver of train/light engine \nhas been issued with a Caution Order or not. He shall take measures to protect \nthe lorry in accordance with provisions of G.& S.R. 15.27 till the lorry is removed \nfrom the track. On approaching the base station, the lorry shall be stopped at the \nfirst Stop Signal of the station and thereafter be guided by the instructions of the \nStation Master. He shall inform the Station Master in writing about his arrival. \n \nStation Stamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 266, + "text": "243 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \n(c) The particulars of the working of the material lorry shall be recorded in the Train \n Register and the official in charge of the lorry shall also sign in the “Driver” column \n of the Train Register before leaving the station and also after returning to the station. \n \n13.04. Procedure in case of Accident or Disablement on The One Train Only System. – \n \n(1) (a) If the train becomes disabled and requires assistance or if an accident occurs \nwhich renders it impossible for the train to proceed, the train shall be protected \nin accordance with the provisions of Rule 6.03 in the direction from which \nassistance, if necessary, is being obtained. \n (b) The Guard of the train shall convey advice of the circumstances under \nwhich the train has become disabled and is not able to proceed, to the Station \nMaster of the station from which assistance can best be obtained, and if it is \nnecessary for such Guard to proceed to such station, he shall instruct the \nDriver in writing to keep the train stationary until his return, and obtain his \nwritten acknowledgement. \n(2) (a) Such Station Master, if he is not the Station Master of the base station, shall \ncommunicate this information to the Station Master of the base station. On \nreceipt of such information, the Station Master of the base station may allow \nanother engine to enter the line. \n (b) The engine so sent shall either be accompanied by the Guard of the disabled \ntrain, who shall explain to the Driver where and under what circumstances the \ndisabled train is situated, or the Driver of the engine so sent shall be given a \nwritten authority, containing such instructions as to where and under \nwhat circumstances the disabled train is situated and such other particulars \nas may be necessary to enter the line unaccompanied by the Guard of the \ndisabled train. \n(3) The Guard of the disabled train shall be responsible for the safe and proper \nworking of the line until the disabled train has been moved and any other engine \nsent to the assistance of the disabled train has been returned to the base station. \n(4) If there is no Guard of a disabled train, the Fireman or the Assistant Driver or if \nnecessary, the Driver shall perform the duties imposed by this rule on the \nGuard, provided that the engine is not left unmanned in terms of Rule 4.20. \nS.R. 13.04 (1) Engine Failures:- \n(i) If a train engine fails or is unable to proceed, the Driver shall inform the Guard in \nwriting as to why he is not able to proceed, and also to hand over the “Authority” to \nthe Guard. The Guard shall instruct the Driver in writing to be in-charge of the train, \nand keep the engine stationary and will obtain his acknowledgement for this. The \nGuard shall then proceed to the nearest station provided with Telephone / Telegraph \nby the quickest means available to call for necessary assistance. If a push trolly is \navailable or if the Guard meets one on the way, the Official-in-charge of the trolly \nshall pick up the Guard for carrying information to the nearest station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 267, + "text": "244 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \nAfter the Guard has left, the Driver shall arrange to protect the train, in the direction \nfrom which the assistance is expected, as per GR. 6.03. \n(ii) On receipt of the information from the Guard, the Station Master shall convey the \ninformation, supported by a Private Number, where in use, to the Station Master of \nthe base station, who shall arrange for necessary assistance and inform the Chief \nTraffic Controller by means of electrical communication instrument. At a terminal \nstation where there is no Station Master this duty shall be performed by the Guard of \nthe train. \n The Guard may thereafter, either proceed to the station or return to his train \nand guide further movement on arrival of the assisting engine. \n The Station Master of the base station shall advise the Driver of the assisting \nengine of the circumstances in writing and kilometres at which the train engine has \nfailed. \n S.R. 13.04 (2) Accident:- \nIn case of an accident involving rolling stock and / or injuries to passengers etc., \nthe Guard shall take measures to depute a responsible railway employee or the Assistant \nDriver of the train and convey in writing necessary information to the Station Master of \nthe nearest station provided with telephone/telegraph by the quickest means possible. The \nengine of the train that has met with the accident, should be utilised if possible, or if a \npush trolly or a State Transport Bus or such other vehicle, where available, should be \nutilised for conveying information. If a public telephone is available in the vicinity, the \nsame may also be utilised. \nThe Guard shall render first aid to the injured and obtain medical assistance as laid \ndown in the Accident Manual. After doing this, he shall depute a responsible railway \nemployee to protect the train. \nOn receipt of the information at the base station, the Station Master shall take all \naction as laid down in the Accident Manual and sent the Relief Train into the section in \naccordance with the procedure laid down in Clause (ii) of S.R. 13.04(1). In such cases, if \na Guard is not available, an Inspector of Engineering/ Mechanical/ Operating/ Signal \nBranch should be asked to accompany the train to perform the duties of Guard. In the \nevent when the aforesaid Inspector is not available, the Station Master should himself \naccompany the Relief Train. \n \nS.R. 13.04 (3) Working in Emergency:- \n \n(i) In case of an Emergency, when a train or a material train has to work on the section \nduring the hours of night, the speed of the train must not exceed 15 KMPH on the \nstraight and 8 KMPH while passing over curves or cuttings. While approaching \nintermediate or the terminal station, if the facing point is not manned by a railway \nservant as laid down in S.R. 13.03 (4) the Driver shall stop outside the facing points \nand shall examine the setting and locking of this point (for the platform line), and after \nsatisfying the every thing is all right, shall proceed at a speed not exceeding 8 KMPH. \nWhile working on the section, Driver shall whistle frequently.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 268, + "text": "245 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \n \n(ii) Motor Trolly and Material Lorry :- \n \nIn case of any emergency a Motor Trolly and / or Material Lorry may work on the \nsection during the hours of night. In such cases, these may work into the section \nwithout carrying the prescribed authority but in such cases, it shall work under the \ndirect control and supervision of the Officer/Inspector-in-charge of Motor Trolly/ \nMaterial Lorry, who shall take all precautions for the safe working. However, before \nputting the Motor Trolly/ Material Lorry on the Line, Officer/ Inspector shall inform \nthe Station Master in writing about the necessity of working during the night. The \nStation Master may then authorise the Trolly / Lorry-in-charge to enter the section in \naccordance with S.R. 13.03 (5). \n \n(iii) The cases of emergency referred to in S.R. 13.04 (3) (i) above, shall be decided by an \nOfficer / Inspector of the Operating / Engineering Branch present at the base station. \nIn the event of an accident, when an Officer / Inspector may not be available, the \nStation Master of the base station, will take such a decision as warranted by \ncircumstances and before despatching the train, report it to the traffic control on \nelectrical communication instrument. \n \n*************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 269, + "text": "246 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nCHAPTER XIV \nBLOCK WORKING \n \nA. GENERAL PROVISIONS \n \n14.01. MEANS OF GRANTING OR OBTAINING LINE CLEAR.- The running of \nevery train shall, in its progress from one block station to another, be regulated by \nmeans of any one of or a combination of the following :- \n(a) electrical block instruments of token or tokenless type, \n(b) track circuits, \n(c) axle counters, or \n(d) electrical communication instruments. \n \nS.R.14.01 In addition to these rules, all rules contained in the Block Working Manual shall \nalso be applicable for working the trains by any of the above means. Block Working Manual \nshall be supplied to each station and block cabins. \n \n14.02 PROVISION OF INSTRUMENTS.- \n(1) Electrical communication instruments shall be provided at every station, except at \nclass ‘D’ stations where they may be provided under special instructions. \n(2) (a)The electrical block instruments, where provided, and electrical communication \ninstruments at any station shall be of a type approved by the Commissioner of \nRailway Safety and shall not be brought into use in the first instance unless \nthey have been passed by him. \n (b)The person in charge of the maintenance of electrical block instruments or \nelectrical communication instruments shall not without the approval of the \nCommissioner of Railway Safety, permit the substitution, for the instruments \nand installation brought into use in the first instance, of any instruments or \ninstallation which do or does not satisfy the conditions prescribed in clause (a). \n \n14.03. CONSENT REQUIRED BEFORE INTERFERING WITH BLOCK \nWORKING EQUIPMENT.- No railway servant shall interfere with the block working \nequipment, or their fittings for the purpose of effecting repairs, or for any other \npurpose, except with the previous consent of the Station Master. \n \nS.R. 14.03(1) Disconnection of S&T Apparatus - Whenever any work is to be executed \nwhere it becomes necessary to interfere with any point, signals or their fittings, signal wires, \nany interlocking gear, switches, locking or any other gear, any block working equipment or \ntheir fittings, for the purpose of affecting, repairs or for any other purpose or for making \nalteration in the circuit, the Station Master on duty must be advised in writing on prescribed \nform(Disconnection Memo)and his signature obtained before the work is started and after it \nis completed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 270, + "text": "BLOCK WORKING 247 \n________________________________________________________________________________________________________________ \n \n The disconnection memo should be prepared and offered by the Maintainer / \nInspector, who is authorised to maintain the equipment under his control. In case of \nemergency to prevent a possible accident, a disconnection memo may be issued by any staff \nauthorised to issue disconnection memos but the reconnection portion of the memo will be \nissued only by the proper staff authorised to maintain the equipment. \n The situations, where issue of disconnection memo is called for, can be judged by the \nMaintainer/ SSE(Signal) keeping in view the nature of work involved. A few examples where \ndisconnection memos should be issued and got accepted by the Operating Department before \nexecuting repairs/renewals, or interference of any signalling gear are given below:- \n1. Repairs and replacement of facing point locks and SLM Mechanism along with rod \ntransmission and fittings including lock bar and connecting rods for points and locks. \n2. Repairs and replacement of detectors and their fittings both Mechanical and Electrical. \n3. Changing of Signal point motor, reversers including their controls, cables etc. \n4. Alterations in the SMs slide control frames. SM key locking boxes. \n5. Alterations in locking of lever frames of all types. \n6. Changing of signalling cable. \n7. Repairs to lever locks, circuit controllers, HKTs and other electromechanical \napparatus. \n8. Addition and alterations to wiring of signalling circuits. \n9. Change of signal arms in Semaphore Signalling territories. \n10. Removal of any relay or control of any signal point or any other signalling circuit. \n11. Alterations to axle counters. \n12. In case of route relay panel interlocked installations conducting of various safety \nchecks by simulating condition should only be done under advice of disconnection \nmemo to the operating staff. \n13. Replacement of any parts in the Block Instruments. \n14. Annual testing of signalling cables. \n15. Conducting of broken wire tests should be carried out under disconnection memo. \n The above list is not exhaustive but only a few of the examples have been tabulated. \n For carrying out normal maintenance check and testing signal and interlocking \nequipment which does not involve any disconnection/interference/repair of signalling gear, \nwhich does not involve any unsafe working for train operation, issue of disconnection memo \nis not considered necessary. \n Pre-planned programme for taking disconnections should be normally organized to \navoid repercussions on train services. However, where the issue of disconnection memo \nbecomes essential to ensure safety these can be issued without waiting for prior programme. \nThe Station Master on duty should receive and acknowledge the disconnection memo and \naccept the same normally except when the traffic condition does not permit. In case the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 271, + "text": "248 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nproposed opening of the gear is not permitted the disconnection memo should be returned \nwith clear cut remarks assigning reasons for refusal and an entry to this effect should be \nmade by the SM in his register with the remarks that “could not be accepted due to......... \nreason”. \nS.R. 14.03(2) Disconnection of apparatus - Before taking in hand any block working \nequipment or their fittings for effecting repairs or for any other purpose, the Electric Signal \nMaintainer authorised to do so or the SE (Signal) incharge of the section shall advise the \nStation Master in writing and obtain his signatures before the work is started and after it is \ncompleted. \nS.R. 14.03(3) Precaution to be observed by staff during such working:- \nSMs/ASMs \n(i) Ensure that traffic staff are properly drilled in the work when S&T gears have been \ndisconnected. \n(ii) Permission of Section Controller to be always obtained before accepting disconnection \nmemo. \n(iii) Be sure that a telephone at the site is installed as far as possible by S&T staff and \nconnected with SM/ASMs except at roadside stations. \n(iv) Date and time of permitting disconnection is clearly indicated on the disconnection \nmemo. \n(v) Cabin ASM/Switchman/Cabinman on either side are advised under exchange of Private \nNumber. Station concerned is also advised for issue of Caution Order. \n(vi) Necessary entries are made in the Disconnection register. \n (vii) During the period of time between disconnection and reconnection in case it becomes \nnecessary to pass a train or perform any shunting, a written memo should be given to \nthe SE (Signal) or S&T staff incharge of work about the line and the position of the \npoint in which is required to be set giving details of the shunting to be done/reception \nor despatch of train required. \n(viii) Ensure that the points are set and clamped for the correct route, before any movement \nis permitted. \n(ix) Put your padlock on the clamp to prevent any interference and remove the padlock \nafter completion of movement. \n(x) Train should be received/despatched on “Authority to pass signal in ‘On’ or defective \nposition”. \n(xi) Resume normal working only after reconnection memo is received. \n(xii) Necessary entries should be made in the register and concerned cabins/section \ncontroller be advised under exchange of Private Number and the restriction of speed \nimposed is cancelled. \n(xiii) Entries in the register must be made for all disconnection memo offered by S&T staff, \nincluding those which are rejected, giving reasons for the rejection of the disconnection \na memo in each case.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 272, + "text": "BLOCK WORKING 249 \n________________________________________________________________________________________________________________ \n \nS.R. 14.03(4) Opening of Cabin basement/Relay rooms by S&T staff. \n Whenever any cabin basement/relay room is required to be opened for \nmaintenance/attending failures etc., the following procedure shall be observed:- \n(i) Double lock should be provided on all the cabin basement/relay room including \nstation where S&T maintenance staff are available round the clock. \nOne key of the lock shall be kept with the Station Master in his custody and the \nother with the S&T maintenance staff. Whenever required, the key in the custody \nof the Station Master shall be given to the S&T Maintenance staff and the \ntransaction properly recorded in the Cabin Basement/Relay Room Register \nmaintained at the Station and duly signed by the Station Master and the S&T \nMaintenance staff concerned. Key of each location should be kept single with \nproper label for identification. All keys should not be kept in a bunch. \nThe opening of relay room door shall be progressively linked to data logger. \n (ii) Before parting with the keys of cabin basement, the SM on duty will inform the \nconcerned cabin under exchange of Private Numbers. The entries in this regard \nshould be made in the Train Signal Register/Cabin basement register and cabin \nlog books. \n(iii) On return of the SM’s padlock key by S&T staff, SM on duty should ensure \npersonally or through the concerned cabin that the cabin basements/ relay rooms \nare properly locked. For the cabin basement the SM shall get it ensured through \nthe respective Cabin ASM /Cabinman / Switchman under exchange of Private \nNumbers. \n(iv) During the period when the key of the cabin basement/relay room is with the \nS&T staff, the cabin staff concerned should pre-warn the S&T officials in writing \nregarding the movement of trains. \n(v) S&T staff while carrying out maintenance work / inspection etc. in the cabin \nbasement/ relay room will be personally responsible to ensure that no unsafe \npractices are adopted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 273, + "text": "BLOCK WORKING 249 A \n________________________________________________________________________________________________________________ \n \n(vi) When the key of cabin basement/ relay room is handed over to S&T staff at the \ntime of any failure of Signal/S&T gear the SM should remain extra vigilant and \nin case of the failure of any S&T gear, the first train should invariably be \ndespatched/received on “Authority to pass signal in ‘On’ or defective position” \nand rules prescribed for reception/despatch of trains at the time of failure of \nsignal points should be strictly followed. If a train movement is covered by \n“Authority to pass signal in ‘On’ or defective position”, it should be completed \nas per procedure even if the work of S&T staff is completed and keys are handed \nover back, during the train reception/despatch. Normal working should be \nresumed for subsequent train movements only. \n(vii) At the time of inspection the inspecting official should check that the field staff \nrigidly follows these instructions. \nSR 14.03(5) Action in case of fire in Relay Room if fire Alarm System is installed in \nRelay Room:- \n(A) Custody of Relay Room Key and Procedure for its handing over and taking over \nbetween Station Master and S&T Maintenance Staff:- \nOne extra key of S&T lock of relay room has been provided in a sealed box in ASM’s \nroom. Whenever, there is exigency to take out key of S&T lock of relay room (which \nshall be taken out in emergency such as fire during non availability of S&T Staff at \nstation), seal of the box shall be broken and entries shall be made in Relay Room Key \nregister. S&T Staff shall be advised to again seal the box after the purpose is met for \nwhich key was taken out. \n(B) Action to be taken in case of fire in Relay Room:- \nWhenever hooter of audio alarm system provided in ASM’s room sounds, on duty \nASM should immediately inform section controller on control phone and nearest fire \nstation on phone/mobile. In addition, below mentioned procedure shall be followed:- \n(i) When S&T Staff with S&T Key of relay room is available at station (Panel room \n/Equipment room/Battery room/Duty room):-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 274, + "text": "250 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nWhenever hooter of audio alarm system provided in ASM’s room sounds or fire is detected/ \nsuspected in the relay room, S&T Staff shall take both ASM key & S&T key, open the locks of \nrelay room immediately and extinguish the fire by using fire extinguisher provided in relay room. \nIf need be, extra fire extinguisher available at the station shall be utilized. S&T Staff shall take \nhelp of operating and other Railway staff available at station to assist in controlling relay room \nfire. There is acknowledgement button on fire alarm panel provided in ASM’s room. It shall be \nacknowledged only when fire has been brought under control. Continuous ringing of fire alarm \nhooter till such time fire has been brought under control will ensure that more and more Railway \nstaff and general public will get attracted to alarm sound and maximum assistance can be \nobtained. \n(ii) When S&T Staff with S&T Key of relay room is not available at station:- \nWhenever hooter of audio alarm system provided in ASM’s room sounds or fire is detected/ \nsuspected in the relay room, on duty ASM shall immediately take out S&T key of relay room by \nbreaking the seal of box. He should also take out ASM key of relay room and use both these keys \nto open the relay room and check for fire in relay room and extinguish it by using fire \nextinguisher provided in relay room. If need be, extra fire extinguisher available at the station \nshall be utilized. ASM shall take help of another Railway staff available at station to assist in \ncontrolling relay room fire. There is acknowledgement button on fire alarm panel provided in \nASM’s room. It shall be acknowledged only when fire has been brought under control. \nContinuous ringing of fire alarm hooter till such time fire has been brought under control will \nensure that more and more Railway staff and general public will get attracted to alarm sound \nand maximum assistance can be obtained. \n \nB. BLOCK STATIONS AT WHICH ELECTRICAL BLOCK INSTRUMENTS TRACK \nCIRCUITS OR AXLE COUNTERS ARE PROVIDED. \n14.04. CERTIFICATE OF COMPETENCY.- \n (1) No person shall operate the electrical block instruments until he has passed a test in \nthe operation of block instruments and unless he holds a certificate of competency \ngranted by a railway servant appointed in this behalf by the Railway \nAdministration. \n(2) The certificate of competency referred to in sub-rule (1) shall only be valid for a \nperiod of three years or such longer period as may be laid down by special \ninstructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 275, + "text": "250 A BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nS.R. 14.04 The Principal, Zonal Railway Training Institute, Udaipur is authorised to examine and \nto issue and renew, certificate of competency valid for a period of three years from the date of the \nprevious test as shown in the certificate. \n However, in exceptional circumstances, the validity of a competency certificate issued by the \nPrincipal, Zonal Railway Training Institute, Udaipur, to Class III Transportation staff may be \nextended locally by an officer not below the rank of an AOM/ATM. Such extension will be valid \nfor a period of two years only and in no case shall the validity of a Competency Certificate be so \nextended more than once. \n14.05. BELL CODE.- For the signalling of trains, the prescribed code of bell signals as \ndetailed below, shall be used, and a copy thereof shall be exhibited in each block station \nnear the place of operation of the block working equipment:– \n \nRef \nNo. Indication Code How \nsignalled \nHow \nacknowledged \n1. CALL ATTENTION, OR ATTEND \nTELEPHONE. O One stroke \nor beat. \nOne stroke \nor \nBeat. \n2. IS LINE CLEAR, OR LINE CLEAR \nENQUIRY. OO Two Two \n3. TRAIN ENTERING BLOCK SECTION OOO Three Three \n4. (A) TRAIN OUT OF BLOCK SECTION \n(B) OBSTRUCTION REMOVED OOOO Four Four \n5. (A) CANCEL LAST SIGNAL \n(B) SIGNAL GIVEN IN ERROR OOOOO Five \n \nFive \n \n6. (A) OBSTRUCTION DANGER SIGNAL \n(GENERAL). OOOOOO Six Six \n(B) STOP AND EXAMINE TRAIN OOOOOO–O Six pause \nOne \nSix pause \nOne \n(C) TRAIN PASSED WITHOUT TAIL \nLAMP OR TAIL BOARD OOOOOO–OO Six pause \nTwo \nSix pause \nTwo \n(D) TRAIN DIVIDED OOOOOO–OOO Six pause Three Six pause \nThree \n(E) VEHICLES RUNNING AWAY IN \nWRONG DIRECTION ON DOUBLE \nLINE OR INTO THE BLOCK \nSECTION ON SINGLE LINE. \nOOOOOO–\nOOOO \nSix pause \nFour \nSix pause \nFour \n(F) VEHICLES RUNNING AWAY IN \nRIGHT DIRECTION ON DOUBLE \nLINE. \nOOOOOO–\nOOOOO \nSix pause \nFive \nSix pause \nFive \n7. TESTING. OOOOOOOO \nOOOOOOOO Sixteen Sixteen", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 276, + "text": "251 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nNote.- (1) ‘O’ INDICATES A STROKE OR A BEAT AND ‘—’ INDICATES A PAUSE. \n (2) EACH SIGNAL SHALL BE GIVEN SLOWLY AND DISTINCTLY. \n(3) EXCHANGE OF BELL CODES UNDER REFERENCE NUMBER 3 AND 4 ARE \nNOT REQUIRED IN A SECTION WITH BLOCK PROVING AXLE COUNTER \nOR TRACK CIRCUIT HAVING COMPLETE TRACK CIRCUITING OF \nSTATION YARD EXCLUDING NON RUNNING LINES ON EITHER END. \n \n14.06. ACKNOWLEDGEMENT OF SIGNALS.- \n \n(1) Each signal received shall be acknowledged by sending its authorised \nacknowledgement. \n(2) No signal shall be acknowledged until it is clearly understood. \n(3) A signal shall not be deemed to be complete until it is acknowledged. \n(4) If the station to which a signal is sent does not reply, the signal shall be repeated at \nintervals of not less than 20 seconds until reply is received. \n \n 14.07. TRAIN SIGNAL REGISTER.– \n \n(1) A Train Signal Register shall be kept by the Station Master or under his orders. \n(2) All signals received or sent on the electrical block instrument and the timings of \nreceipt and despatch shall be entered therein, immediately after \nacknowledgement, by the person operating the block instrument. \n(3) The timings entered in the register shall be the actual timings, except that any \nfraction of a minute shall be counted as one. \n(4) All entries in the register shall be made in ink. \n(5) No erasure shall be made in the register, but if any entry is found to be incorrect, a \nline shall be drawn through it, so that it may be read at any time and the correct \nentry shall be made above it. \n(6) The person who keeps the register for the time being shall be responsible for all \nentries made therein and for correctly filling in each column thereof. \n \nS.R. 14.07(1) Train Signal Register - The Specimens of Train Signal Registers for single line \nand double line are given in the Block Working Manual. \nS.R. 14.07(2) When an entry is found to be incorrect, corrections made vide G.R. 14.07(5) \nshould be initialled by S.M. on duty. \nS.R.14.07 (3) The Station Master, who makes any entry for a train shall continue on duty till \nall entries affecting that train are completed. By this is meant that the person who gives \npermission for a train to enter the Block Section shall remain on duty till the train has \narrived and “Train Out of Block Section” signal has been given and acknowledged. The \nperson who received permission for a train to enter the Block Section shall also remain on \nduty till the “Train Out of Block Section” signal is received and acknowledged.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 277, + "text": "252 BLOCK WORKING \n________________________________________________________________________________________________________________ \nS.R. 14.07(4) In the case of a Material Train working in the Block Section or a train that has \nbeen disabled in the Block section or a train which cannot proceed due to impassable \nobstruction. S.R.14.07 (3) need not be observed but the entry in the Train Signal Register \nshall be initialled by both. An entry shall also be made in the diary and initialled by both. \nS.R.14.07 (5) Keeping of Train Signal Register - The date at the top of the page will be at the \ndate of the first entry on the page. When going off duty, the Station Master must enter into the \nTrain Signal Register “Relieved……hrs. date………..”, sign his name and draw a line across \nthe book below his signature. \n The relieving Station Master will first inspect the block instrument and Train Signal \nRegister and see that the indications on the block instruments correspond with the entries in \nthe Train Signal Register and that all is in order. When he is satisfied, he will enter below the \nline “Taken over ………….hrs. date………….” and sign the full name. \nS.R.14.07(6) Receipt and disposal of Train Signal Register - On receipt, Station Master will \ncheck the pages of the Train Signal Register and, if correct, sign a certificate on the first \npage to this effect. Books not in use must be kept locked. Used books will be kept for a period \nof 12 months. \n \n14.08. AUTHORITY TO PROCEED. - The Driver shall not take his train from a block \nstation unless he has been given an authority to proceed - \n \n(a) on the double line, by the taking ‘Off’ of the last Stop signal, and \n(b) on the single line, either - \n(i) by a token for the block section, taken from an electrical block instrument, \nor \n(ii) by a Line Clear Ticket duly signed by the Station Master, or \n(iii) by any document prescribed in this behalf by special instructions, or \n(iv) by the taking ‘Off’ of the last Stop signal in lieu of tangible authority as \nmentioned in sub-clauses (i) to (iii) on sections provided with electrical block \ninstruments of tokenless type or track circuits or axle counters. \n \nS.R. 14.08 On a double line section, when the failure of the last stop signal does not render \nBlock instrument out of commission, Line Clear working shall continue to be done on the \nBlock instrument itself, but while despatching a train into the Block section, an endorsement \nshall be made on the form T 369-(3b) “Authority to pass signal in ‘On’ or defective position” \nby the Station Master to the effect that “Line clear has been obtained on block instrument”. \nThe Private Number received from the Block station in advance shall also be recorded \nthereon. The driver shall not take his train into the Block section unless this remark has been \nmade on form T 369-(3b) “Authority to pass signal in ‘On’ or defective position”. Also see \nSR 3.70. \n \n14.09. DRIVER TO EXAMINE AUTHORITY TO PROCEED. – \n \n(1) The Driver shall ensure that the authority to proceed given to him is the proper \nauthority under the system of working and refers to the block section he is about \nto enter, and if the said authority is in writing that it is complete and duly signed \nin full and in ink.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 278, + "text": "253 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n(2) If the conditions mentioned in sub - rule (1) are not complied with, the Driver shall \nnot take his train past or start from the station until the mistake or the omission is \nrectified. \n \n14.10. CONDITIONS FOR CLOSING THE BLOCK SECTION.- \n \n(1) When the block section has been cleared by the arrival of the train or by the \nremoval of the cause of blocking, the block section shall be closed by the block \nstation in advance by giving the prescribed bell code signal. \n(2) Before such signal is given, the Station Master shall satisfy himself - \n(a) that the train has arrived complete, or the cause of blocking the section has \nbeen removed, and \n(b) that the conditions under which Line Clear can be given, are complied \nwith. \n(3) The provision of clause (b) of sub-rule (2) may be relaxed at class ‘A’ single line \ncrossing stations. In such cases, the Station Master shall satisfy himself that the \ntrain is standing at its Starter clear of the line on which the second train is to run. \n(4) In a section with block proving axle counter or track circuit and complete track \ncircuiting of station yard, excluding non-running lines on either end, block section \nclear indication provided with such equipment shall also ensure compliance of the \nprovision of sub rules (1),(2) and (3) above. \n \n14.11. RESPONSIBILITY OF STATION MASTER AS TO AUTHORITY TO \nPROCEED.- \n \n(1) An authority to proceed shall not be given to the Driver until the procedure \nprescribed for the purpose, so far as it is applicable in the particular case, has been \nfollowed. \n(2) An authority to proceed shall not be given to the Driver except by the Station \nMaster or by some railway servant appointed in this behalf by special instructions. \n(3) The Station Master shall see that the authority to proceed given to a Driver is \naccurate and that, when it is in writing, it is complete and is signed in full and in \nink. \n(4) If the train stops at the station and is waiting to cross another train, the authority \nto proceed shall not be given to the Driver until the whole of the latter train has \narrived and is clear of the running line for the former train. \n(5) If two engines are coupled together or if one engine is in front and another in rear \nof the train, the authority to proceed shall be given to the Driver of the leading \nengine.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 279, + "text": "254 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nS.R. 14.11 The authority to proceed may be given to the Driver by any railway servant on \nduty under instructions of the Station Master. \n(Detailed instructions are given in the Block Working Manual) \n \n14.12. SPECIAL RESPONSIBILITY AS TO ELECTRICAL TOKEN INSTRUMENTS \nAND TO THE TOKEN.- \n(1) The Station Master shall be responsible to ensure that - \n(a) no one but himself operates the electrical block instruments; \n(b) the procedure regarding bell signals and in addition any Communication made \nby electrical communication instruments including the use of a Private \nNumber, as laid down under special instructions, is correctly carried out; \n(c) in the case of stopping trains, the incoming token is surrendered by the \nDriver before an outgoing token is delivered to him; \n(d) when he receives the token of an incoming train, it is put in the electrical \nblock instrument immediately; and \n(e) no one except the person authorised by special instructions opens the \nelectrical block instruments. \n(2) (a) A token shall not be taken out of an electrical block instrument earlier than \nnecessary and when taken out, its number shall be recorded in the Train \nSignal Register, and it shall be kept in the personal custody of the Station \nMaster till issued to a Driver or returned to the instrument. \n(b) On arrival of the train at the block station in advance, the Driver shall \ngive up the token in accordance with special instructions and this token \nshall then be placed in the electrical block instrument at that station. \n(c) If the train has to return to the block station from which it started, the token \nshall, on such return, be replaced in the electrical block instrument from \nwhich it was extracted. \n \nS.R. 14.12 (1) Details of use of private number as laid down in Block Working Manual shall \nbe followed. \n \nS.R. 14.12 (2) Electric Signal Maintainer authorised to do so and the SSE(Signal) incharge of \nthe section are authorised to open the Electrical Block Instruments.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 280, + "text": "255 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n14.13. FAILURE OF ELECTRICAL BLOCK INSTRUMENTS OR TRACK \nCIRCUITS OR AXLE COUNTERS.- \n(1) If the electrical block instruments, track circuits or axle counters or their electric \nconnections fail, Line Clear shall be obtained through the electrical \ncommunication instruments. \n(2) When Line Clear has been so obtained, an entry to that effect shall be made in the \nTrain Signal Register, and the train may be allowed to proceed on the issue of a \nwritten authority to proceed, which shall also bear a remark to that effect. \n \nS.R. 14.13 Detailed instructions for taking Line Clear in case of failure of Block instruments \nshall be incorporated in the Block Working Manual. \n \n14.14. CLOSING OF INTERMEDIATE BLOCK POST.- If the electrical block \ninstruments provided at the stations on either side of an Intermediate Block Post or \nthe track circuiting provided beyond the Last Stop signal, or the axle counters \nprovided at either end of block section fail, the Intermediate Block Stop signal shall \nbe treated as defective and the Intermediate Block Post shall be deemed to be closed \nand the section between the stations on either side of the Intermediate Block Post shall \nbe treated as one block section. \n \n \nC. BLOCK STATIONS AT WHICH ELECTRICAL BLOCK INSTRUMENTS ARE \nNOT PROVIDED. \n \n14.15. TRANSMISSION OF SIGNALS .- For the working of trains at such stations \nwhere electrical block instruments are not provided, signals as prescribed under \nspecial instructions shall be transmitted, as occasion may require, on the electrical \ncommunication instruments. \nS.R. 14.15 Detailed instructions regarding work of trains at such stations where Electrical \nBlock Instruments are not provided, are included in the Block Working Manual. \n \n14.16. TRAIN SIGNAL REGISTER. - The Train Signal Register referred to in Rule \n14.07 shall also be maintained at block stations where block instruments are not \nprovided. \n \n14.17. FORMS FOR MESSAGES AND WRITTEN AUTHORITY TO PROCEED.- \n(1) All messages despatched in connection with the working of trains, and all written \nauthorities to proceed, shall be written on forms specially provided for the \npurpose by the Railway Administration. \n(2) Such forms shall be bound up in books and kept at each block station by the \nStation Master, or by some railway servant appointed in this behalf by special \ninstructions. \n \nS.R. 14.17 Details of various forms for the purpose of GR 14.17, as laid down in the Block \nWorking Manual shall be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 281, + "text": "256 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n14.18. DISTINCTION OF MESSAGES.- \n(1) Every messages despatched in connection with the working of a train shall \ndistinctly describe the train to which it relates. \n(2) For every train, a separate inquiry and reply shall be sent. \n \n14.19. WRITING AND SIGNING OF MESSAGES AND WRITTEN AUTHORITIES \nTO PROCEED.- \n \n(1) All messages despatched in connection with the working of trains, and all written \nauthorities to proceed, shall be written up in ink and signed by the person \nauthorised to despatch or issue the same. \n(2) No messages or written authority to proceed shall be written out, either in full or \nin part, or signed, until necessary. \n \n14.20. COMPLETION OF MESSAGES .- No part of any message shall be despatched \nor acted upon until the whole message has been written out except with a view to the \nprevention of an accident or in some other case of emergency. \n \n14.21. PRESERVATION OF MESSAGES AND WRITTEN AUTHORITIES TO \nPROCEED.- Messages and written authorities to proceed shall be destroyed at such \ntime after issue as may be prescribed by special instructions : \n Provided that no message or written authority to proceed shall be destroyed before \none month after issue. \n \n14.22. CANCELLATION OF LINE CLEAR.- On a single line when a Line Clear has \nbeen cancelled, no train shall be allowed to leave in the opposite direction until a \nmessage has been received acknowledging such cancellation and stating that the train \nfor which the Line Clear has been given is and shall be detained. \n \n14.23. DRIVER TO HAVE AUTHORITY TO PROCEED .- The Driver shall not take \nhis train from a station unless he has in his possession, as his authority to proceed \n,a Line Clear Ticket duly signed by the Station Master. \n \n14.24. AUTHORITY TO PROCEED : WHEN TO BE GIVEN TO DRIVER .-An \nauthority to proceed shall not be given to the Driver until the procedure prescribed for \nthe purpose, so far as it is applicable in the particular case, has been followed. \n \nD. PAPER LINE CLEAR TICKETS. \n \n14.25. PAPER LINE CLEAR TICKET.– \n \n(1) When owing to failure or non-provision of electrical block instruments the \nauthority to proceed is a Line Clear Ticket, it shall be in prescribed format.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 282, + "text": "257 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n \nForm No. T/D 1425 \n ………………. Railway Sr.No…………… \nPAPER LINE CLEAR TICKET \nDown (Driver/Record) \n \nNumber of Train ……………… Down Description……………………………. \nDate ………………. Time …………..hours…………….Minutes………………… \n \nFrom : Station Master …………………………………. \nTo : The Driver of Train No. ……………… Down \n \nThe line is clear and you are authorised to proceed to ……………… station. \nLast Train No………… cleared section at …………………………... station. \nPrivate No. (in words)…………………………(in figures) …………………. \n \nAUTHORITY TO PASS SIGNAL AT \"ON\" POSITION \n \n* You are authorised to pass the Last Stop Signal in danger, when the signal is interlocked with Block \nInstrument. \n……………………………. \nSignature of Station Master \n Station Master's Stamp \n* Strike out which ever is not applicable. \nForm No. T/C 1425 \n ………………. Railway Sr.No…………… \nPAPER LINE CLEAR TICKET \nUp (Driver/Record) \n \nNumber of Train …………………… Up Description……………………………………… \nDate ………………. Time …………..hours…………Minutes…………………….. \n \nFrom : Station Master …………………………………. \nTo : The Driver of Train No. ……………… Up \n \nThe line is clear and you are authorised to proceed to ………………………… station. \n Last Train No……………… cleared section at ……………………………….. station. \n Private No. (in words)………………………… (in figures) ……… \n \nAUTHORITY TO PASS SIGNAL AT \"ON\" POSITION \n \n* You are authorised to pass the Last Stop Signal in danger, when the signal is interlocked with Block \nInstrument. \n……………………………. \nSignature of Station Master \n. Station Master's Stamp \n* Strike out which ever is not applicable", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 283, + "text": "258 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n(2) Each such ticket shall bear a serial number which shall be recorded in the Train \nSignal Register, the numbers for the Down direction being clearly distinguished \nfrom those for the UP direction. \n(3) The ticket referred to in Sub-rule (1) and (2) shall be printed on white paper with \nblue font. To distinguish Paper Line Clear Ticket for Up and Down direction, \nwatermark arrow pointing Up and Down will be printed on the ticket. \n \n \nE. USE AND OPERATION OF BLOCK WORKING EQUIPMENT. \n14.26. USE AND OPERATION OF BLOCK WORKING EQUIPMENT. - The use \nand operation of electrical block instruments shall be governed by special instructions \nto be issued with the prior approval of the Railway Board. \n \nS.R. 14.26 Instructions for use and operation of block working equipment are embodied in \nthe Block Working Manual. \n \n*************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 284, + "text": "259 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nCHAPTER XV \nPERMANENT WAY AND WORKS \n \nA. RAILWAY SERVSANTS EMPLOYED ON THE PERMANENT WAY OR WORKS. \n \n15.01. CONDITION OF PERMANENT WAY AND WORKS. - Each Inspector of Way \nor Works shall be responsible for the condition of the permanent way and works under \nhis charge. \n \n15.02 MAINTENANCE OF LINE. - Each Inspector of Way or Works shall - \n(a) see that his length of line or works in his charge are efficiently maintained, and \n(b) promptly report to the Engineer-in-charge all accidents to, or defects in the \nway or works, which he considers likely to interfere with the safe running of \ntrains, at the same time taking such actions as may be necessary to prevent \naccidents. \n \nSR.15.02 SE/JE (P.WAY), who receives a report about a defect in permanent way, shall \nimmediately inspect way and take all possible measures to ensure the removal of defects \nfound and shall take action as indicated in GR. 15.02. \n \n15.03. KEEPING OF MATERIAL. - Each Inspector of Way or Works shall see to the \nsecurity of all rails, chairs, sleepers and other material in his charge, and ensure that \nsuch of the said articles as are not actually in use are properly stacked clear of the line \nso as not to interfere with the safe running of trains. \n \nS.R. 15.03 The stock of permanent way materials, tools, etc., not in use, shall not be left \nunguarded. \n \n15.04. INSPECTION OF PERMANENT WAY AND WORKS. - \n \n(1) Every portion of the permanent way shall be inspected daily on foot by some \nrailway servant appointed in this behalf by special instructions: \nProvided that the interval between such inspections may, under approved special \ninstructions, be increased to once in two days in the case of lines with light and \ninfrequent traffic. \n(2) All bridges and works including signals, signal wires, interlocking gear, points and \ncrossings, overhead equipment and any other equipment affecting the safety and \nworking of trains shall be inspected regularly in accordance with special \ninstructions. \n \nS.R. 15.04(1) The special instructions referred to in the General Rule 15.04(2) are laid down \nin the respective manuals and codes. \nSR 15.04 (2) SE/JE (P.Way) must trolly over the running lines on their length at least twice a \nweek. During these inspections the condition of bridges, cuttings, level crossings, fastenings \nbesides that of the permanent way must be attended to.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 285, + "text": "260 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nSR 15.04 (3) Inspection of signals and interlocking – SE/JE (Signal) must inspect all the \nmechanical and electrical signals and interlocking apparatus and must make a night \ninspection of signal lights once a month. \nSR 15.04 (4) Joint Inspection of Points & Crossings – SE/JE (P.Way) and SE/JE (Signal) will \ncarry out inspection of Points & Crossings as per the laid down schedule. \n \n15.05. PATROLLING OF LINES. - \n \n(1) In addition to the inspection referred to in Rule 15.04, whenever any portion \nof a railway is likely to be endangered by abnormal conditions such as heavy \nrains, breaches, floods, storms and civil disturbances, the line shall be patrolled \nin accordance with special instructions. \n(2) When a railway servant deputed to patrol the line, notices any condition likely to \naffect the safety of trains or otherwise apprehends danger, he shall take action in \naccordance with special instructions prescribed for the purpose to protect the \nobstruction on line and thereafter inform the nearest Station Master by the most \nexpeditious means. \nSee also GR 3.62. \n \nSR 15.05 (1) Weather Warning and patrolling of line:- \n(A) Weather Warning- Arrangements exist with the Meteorological Department of \nGovernment of India for issuing telegrams of warning whenever storms, gales or heavy \nrainfall are expected. \n \n The Station Master on duty on receiving a telegram or message regarding the weather \nwarning will immediately pass on the information to the A.E.N., SSE/ JE(P.Way), or the \nMate, as the case may be, and obtain his acknowledgement. The mate at the station on \nreceiving the warning message will depute two reliable gangmen for alerting gangs \nbetween stations on either side. \n \n(B) Patrolling of the line:- \n (i) Detailed instructions for patrolling the line including bridges etc., as also the duties of the \npatrolmen and others concerned are issued by the Engineering Department to all concerned. \n \n(ii) Patrol Charts- Patrol charts for each section where patrolling is required \nto be carried out, will be prepared by the Divisional Engineer after the \npublication of the Time Table to come into force according to the \ninstructions in force. Copies of these patrol charts together with a statement \nshowing places where drivers, when running to time, may expect to pass patrolmen, shall, in \naddition to others concerned, be supplied to the SSE(Loco) concerned for information \nof the drivers. This would enable the drivers to know where to expect patrolmen, as they can", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 286, + "text": "261 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nthen proceed with confidence when the men are present and be cautious when men are found \nabsent. \n \n(iii) Patrol Books- \n \n (1) Patrol Books containing a sufficient number of pages should be supplied to each \npatrolman with a tin case. \n(2) The books shall be serially numbered to correspond with the number of the \npatrolman on each section. The first page of the book shall contain the name of the \npatrolman, kilometrage of the patrol section and its number. The remaining pages \nwill contain columns for date, station, time of arrival and departure and signature \nof Station Master on duty. \n(3) The Patrolman whose beat terminates at station shall present the patrol book in his \npossession to the Station Master on duty who will enter therein the time of arrival \nand departure and sign the book. \n Patrolmen at the meeting place of their beats will exchange their patrol books and \nreturn in accordance with their charts. In this way each patrol book will be \nconveyed from one station to the other and back again. \n(4) If a patrolman on arrival at the end of his beat does not find the next patrolman to \ntake over the book, he must proceed ahead until he meets him. The patrolman \nshould report the absence of any man from his beat to the Mate on the same day if \nhe passes the gang quarter otherwise the next day as early as possible. \n(5) The Station Master on duty will see that men come on duty fully equipped with their \nlamps which are trimmed and filled with oil and that they leave for their beats \naccording to time. \n(6) If a patrolman, who is due to arrive at a station does not turn up at the appointed \ntime or does not turn up at all, the Station Master on duty will take the following \naction:- \n(a) Stop run through train proceeding into the Block section; \n(b) advise the Station Master at the other end of the section to take similar action \nand also advise the controller; \n(c) issue caution order on Form T-409 to all trains proceeding into the block \nsection advising the driver to be on the alert and specify a speed restriction of \n40 KMPH during the day when the visibility is clear and 15 KMPH during the \nnight or when visibility is impaired. \n The caution order referred to under item (c) above will be issued until the \npatrol man from the other end of the patrol section arrives at the station and \nreports that all is well. In cases where the patrolman does not turn up at all, \nthe Station Master concerned should initiate action to ascertain the reasons \nthereof.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 287, + "text": "262 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(7) Whenever a patrolman detects any damage to the line, he will immediately arrange \nto protect the line with detonators and red signal lamps, and will arrange to send \ninformation to the nearest station or if cut off by an impassable obstruction, to the \nstation in opposite direction reporting the occurrence to the Station Master. He will \nalso send information to the Mate and SE (P.Way). \nThe Station Master receiving this advice will:- \n(a) stop trains entering block section; \n(b) advise the Station Master at the other end of the block section of the position; \nand \n(c) advise the control and the other concerned. When subsequently he receives \nadvice, that the line is clear of obstruction and fit for train running, he will \nadvise control and all other concerned immediately. \n(C) Vulnerable points:- All the vulnerable points will be required to be watched by static \npatrols, all such points being carefully selected by the D.E.N. All vulnerable points \n(including vulnerable bridges) will be provided with sign-boards fixed at a distance of \n800 metres on either side of the vulnerable points. These sign boards will consists of \n600 mm square board painted yellow and bearing 300 mm high letter ‘P’ in black. Its \nheight will be 2150 mm from rail level to the under side, and the post on which it is \nfixed should be painted with 300 mm high bands painted in white and black. It should \nbe so located that it falls within the beam of engine head light so that it can be easily \nspotted by the driver at night. When the driver of the train comes across such a sign \nboard, whether by day or by night, he will remain specially vigilant and be prepared at \nany moment to reduce the speed of his train or stop, should he receive the signal form \nthe static watchmen or patrolmen at site or should he himself observe any danger to the \ntrack. The rear of the sign-board beyond the vulnerable point will indicate to the driver \nthat the vulnerable point has been completely passed by his train and the letter ‘E’ 300 \nmm high (Black on yellow) will appear. The locomotive drivers will be made aware of \nthese instructions by the SSE(Loco) of the Shed, which the D.M.E. of the division will \nensure. These instructions will apply only during the period these sign-boards exist. The \nDEN’s have orders to fix these boards immediately before the monsoon and remove \nimmediately after the monsoon. \n(D) Officers and Supervisors of Engineering and Transportation Departments during \ninspection of station should check station diaries to ensure the Station Master record \ncorrectly the time of arrival and departure of patrolman as required vide item (B) (iii) \n(3) above. \nSR 15.05 (2) Patrolling of the line by Gangmate and Gangman during storm and heavy rain:- \nWhen there are sudden storms or heavy rain at any period during the year, the Mate and as \nmany of his men as are necessary must patrol the line by day and night, especially parts \nknown to be weak, high banks which dam up water, bridges through which there is an \nabnormal flow of water and the ends of the cuttings. The SE (P.Way) shall ensure that such \npatrolling is carried out. Special direction for the patrolling of the sections with steep \ngradients or tunnels are contained in the Ghat Rules.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 288, + "text": "263 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nSR 15.05 (3) The special instructions also include instructions as laid down in ‘Monsoon \nInstructions’ issued by the Chief Track Engineer, North Western Railway. \n \n15.06. WORK INVOLVING DANGER TO TRAINS OR TRAFFIC.- A gang shall not \ncommence or carry on any work which will involve danger to trains or to traffic \nwithout the previous permission of the Inspector of Way or Works, or of some \ncompetent railway servant appointed in this behalf by special instructions; and the \nrailway servant who gives such permission shall himself be present to superintend \nsuch work, and shall see that the provisions of Rules 15.08 and 15.09 are observed . \n \n Provided that, in case of emergency, when the requirements of safety warrant the \ncommencement of any such work before the said railway servant can arrive, the \nGangmate may commence the work at once and shall himself ensure that provisions of \nRule 15.09 are observed. \nS.R. 15.06 Officials authorised to give permission to commence works:- These persons shall \nbe- \n (a) A Signal Maintainer whether Electrical or Mechanical who has been granted a \ncertificate of competency by artisan school or as a temporary measure by the SE (Signal) \ndeclaring that he understands all the relevant rules and instructions pertaining to his duties \nand is competent to undertake the work which may necessitate interference with points, lock \nbars, detectors, signals, etc., independently may also undertake such works except \ninterference with the locking arrangement in an interlocked lever frame. This certificate of \ncompetency shall be valid for a period of five years when issued by artisan school and for a \nperiod not exceeding three years if issued by a SE (Signal). \n(b) A Permanent Way Mistry, holding written certificate issued by the Divisional Executive \nEngineer concerned that he knows and understands the General and Subsidiary Rules and \ninstructions in the Way and Works Manual, relevant to the duties and procedure involved and \nspecially authorised for the purpose, may also undertake removal/renewal of a rail or sleeper \nonly. The certificate will be valid for three years from the date of issue and will only be \napplicable to the particular section or sections mentioned therein. \n \n15.07. WORK IN THICK, FOGGY OR TEMPESTUOUS WEATHER IMPAIRING \nVISIBILITY. - In thick, foggy or tempestuous weather impairing visibility, no rail \nshall be displaced and no other work which is likely to cause obstruction to the \npassage of trains shall be performed, except in cases of emergency. \n \n15.08. PRECAUTIONS BEFORE COMMENCING OPERATIONS WHICH WOULD \nOBSTRUCT THE LINE. – \n \n(1) No person employed on the way or works shall change or turn a rail, disconnect \npoints or signals, or commence any other operation which would obstruct the line \nuntil Stop signals have been exhibited and where prescribed detonators used; \nand if within station limits, he has also obtained the written permission of the \nStation Master and all necessary signals have been placed at ‘‘On’’. \n(2) No work involving removal of any rail from the track shall be under taken without \ntraffic block, except as provided in sub - rule (3).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 289, + "text": "264 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(3) In emergent cases, the engineering official not below the rank of Permanent Way \nInspector grade – III, under taking such operations shall first bring the train to \nstop and advice the driver of the train about the need to stop the train through a \nwritten memorandum. The engineering official shall simultaneously arrange to \nsend a message to the Station Master for the need to block the track and obtain a \nwritten confirmation of the same. In such emergent cases, work shall be \ncommenced only after advising the driver and bringing the train to a stop. \n Provided that the exhibition of Stop signals may be dispensed with, if such \noperations are performed or carried out after the necessary signals, other than \nAutomatic Stop Signals, have, in addition to being placed in the ‘On’ position, \nbeen disconnected, so that such signals cannot be taken ‘Off’ again until it is safe \nto do so and the corresponding adequate distance beyond such signals is kept \nclear. \n Provided further that when the area of work is controlled by Automatic signals, \nthe railway servant in charge of the work shall post a competent railway servant at \nan adequate distance in rear of the site of the work to stop and warn any train \napproaching the affected area. \nS.R. 15.08(1)(a) The SE (Signal) or the person incharge of the work shall, before taking in \nhand any disconnection of points, signal lock bars, or detector etc. will advise the Station \nMaster in writing on form S&T (T/351). After the work has been completed and the \ndisconnected gear reconnected he will again give written notice on the prescribed form to the \nStation Master and obtain his written acknowledgement. \n(b) In the interval between disconnection and reconnection, if it is necessary to pass train or \nperform any shunting movement the Station Master on duty must advise the SE (Signal) or \nthe person incharge of the work, by a memo stating in which position the points are to be set. \nThe Station Master or other authorised staff on this behalf, shall with the permission of the \nSE (Signal) or the person incharge of the work, then arrange to set and clamp the points in \nthe desired position making it safe for the passage of trains. It shall be the duty of the Station \nMaster or any authorised person on this behalf to see that the points are set and clamped for \nthe correct route and then put his padlock on the clamp so as to prevent any interference \ntherewith subsequently until the completion of the train or shunting movement, as the case \nmay be. The padlock or clamp should be removed by the Station Master, or the authorised \nperson, after completion of the train or shunting movement, and then the SE (Signal) or the \nperson incharge the work can resume work on the gear. \nS.R.15.08 (2) Acquaintance with the Movement of Trains- The Officials referred to in SR \n15.06 must study the Working Time Table and special train notices so that they may be \nthoroughly acquainted with the timings of trains on sections concerned where works are to be \nundertaken. \n \nS.R. 15.08 (3) Works Requiring Total Block of line in a Station Yard:- \n(a) Work involving the removal of rails, renewal of switches, crossing or sleepers or any \nwork which will affect the safe working of trains in station limits, must not be commenced by \nthe E ngineer in g offic ial s in charge of the w ork witho ut previous advice", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 290, + "text": "265 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nin writing to the Station Master on duty and except in an emergency in the case of interlocked \npoints, to the SE (Signal) as well. Acknowledgement of the Station Master must be received \nbefore commencement of work. Such acknowledgement shall not be given until the relevant \nsignals have been placed at ‘ON’. \n \n(b) Before commencing work on a line which can be isolated from other running lines, the \nEngineering official should ensure that the line has been isolated and retain the keys of the \nlocking devices in his possession. Where isolation is effected by the setting of points, they \nmust be locked by means of clamps or bolts and cotters. \n \n(c) Before commencing work on a line which can not be isolated from other running lines, the \nEngineering official should provide the prescribed hand signals, detonators and banner \nflags, at point not less than 30 metres on both sides of the work. \n \n(d) On completion of the work, The SE (P.Way) shall issue a notice of cancellation in writing \nto the Station Master and, where necessary, to the SE (Signal) as well. \n \n(e) If it becomes necessary to pass a train during the time the works is in progress or when \npoints are disconnected, the Engineering official in charge of the work will be responsible for \nrestoring the track to a condition to ensure the safe passage of the train and will give a \nwritten assurance to the Station Master that he has done so. The Station Master will then be \nresponsible to ensure that the points are correctly set and locked as required by the rules for \nthe passage of the train. The engineering official shall not again interfere with the track until \nhe has received a written intimation from the Station Master that work may be resumed. \n \nS.R. 15.08 (4) Works requiring total block of the line between stations:- \n \n(a) Works requiring total block- \n \n (1) where breaking the permanent way for period exceeding half an hour is involved, work \nshould be done under block protection. \n \n(2) On sections where the traffic position permits, even casual renewals of rails may \npreferably be carried out under protection of block. If for any reasons, it is not possible to \ncarry out the work under ‘ Block Protection’ the work should be done under the supervision \nof an official not lower in rank than P.W. Mistry who should be equipped with a field \ntelephone to keep in touch with control and to ascertain the position of trains. \n \n(3) In all cases on relaying/renewal of track on the approach to a bridge or on a high \nembankment exceeding 2 meters in height, engineering block must be imposed. \n \n(b) Preliminary arrangements for imposing the Block:- \n \n(1) Except in very urgent cases, arrangements for blocking the line between stations must be \ndiscussed by the Sr.DEN/DEN with the Sr. Divisional Operations Manager/DOM some time", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 291, + "text": "266 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nbefore the block is imposed. The designation of the Engineering official who will impose and \nremove the block must also be decided at the same time. \n \n(2) The Sr. Divisional Operations Manager/DOM will then issue instructions to the Station \nMaster on each side of the section which may be blocked and Station Master of the train \nordering stations concerned, stating the dates and the time during which the section is to be \nblocked, the number of the last train, which is to pass over the section, before the block is \nimposed on each occasion, the trains which must be cancelled because of the block and any \nother particulars, and will conclude by stating which engineering official will impose and \nremove the block on each occasion . The instructions are to be issued by letter, if there is \ntime. The instructions must be acknowledged by the those to whom these are issued. \n \n(3) A block must always be imposed in relation to the passing of a particular train. \n \n(4) In an emergency, when there is no time to refer to the Sr. Divisional Operations \nManager/DOM, or when the block will not interfere appreciably with traffic, the Station \nMaster (after consulting control, if on a controlled section) will arrange direct with the \nofficial requiring the block. \n \n(c)Procedure for actual imposition of the Block- \n \n(1) The Engineering Official who is to block the line will issue a joint message to the Station \nMaster on both sides of the block section to be blocked copy to ‘Control’ or, on a non-\ncontrolled section, to the Sr. Divisional Operations Manager/DOM, the Sr.DEN/DEN and \nSSE (Loco) or Shedman incharge of the sheds concerned, advising them of the time from \nwhich the block is to be imposed and asking for an acknowledgement from each, as in the \nfollowing example (official abbreviations to be used): \n \nFrom SE (P.Way) \n………………………… \nTo \nStation Masters…………and …………..copy to Control and Sr.DEN……………………. SSE \n(Loco)……………………..and Shedman incharge…………… \nNo.4 Up line between………and …………………………..will be blocked after arrival of 9708 \nUp of date at …………………Reasons changing damaged rail. Acknowledge. \n \n(2) On receipt of the Engineering official’s advice, the Station Masters at either end of the \nblock section which is required to be blocked will check with each other the particulars of the \nmessage received to ensure that the information received by both of them is the same. Each of \nthem will then acknowledge receipt of message to the Engineering official giving copy to the \nStation Master at the other end of the block section as per following example and arrange the \nblock:- \n \nFrom To \nStation Master, SE (P.Way)……………………………………. \n Copy to Station Master……………………… \n Control…………………………………………", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 292, + "text": "267 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nNo. 24 Your No. 4 received at …………….Up line between ……………and……………….. will \nbe blocked after arrival of 9708 Up of date at……………. \n \n(3) On receipt of his this message, the Station Master of the Station from which the blocking \nmessage was transmitted, will block the line, i.e., block back or block forward the line, as the \ncase may be, in accordance with the procedure laid down in the Block Working Manual. \nStation Master will record “Block Back/Block forward” in the Train Signal Register \nendorsing time and reasons for blocking the line. The advice from the Engineering official or \nany other advice in connection with the block must be attached to the Train Signal Register \nor line clear enquiry book. \n \n(d) Procedure for removal of the block- \n \n(1) Block back/Back forward must not be removed until the advice of removal of the block by \nthe Engineering official is received by the Station Master. \n \n(2) When removing a block, the Engineering official responsible will send a joint message to \nthe Station Masters on both sides of the Block Section that has been blocked copy to \n‘Control’ or, if a non-controlled section, to the Sr. Divl. Operations Manager/Divl. \nOperations Manager, the Sr.DEN/DEN and SSE (Loco) or Shedman incharge of the sheds \nconcerned, advising them of the time from which the block is to be imposed and asking for an \nacknowledgement. The message must be worded as follows, but official abbreviations will be \nused. \nFrom To \nSE (P. Way) Station Master................ \nCopy to Control and Sr.DEN/DEN................... \nSSE (Loco) ............... and Shedman Incharge............... \nNo. 6 Block between .......................... .and .............................removed at ........ ........... \nAcknowledgement. \n \n(3) The Station Master at either end of the Block section concerned will acknowledge receipt \nof the message, each giving copy to other Station Master as per example below:- \n \nFrom To \nStation Master, SE(P. Way).................................. \n Copy to the Station Master ......... \n Control......................................... \nNo. 26. Your No. 6, received at ........................... notifying removal of block between \n................... and ......................... at....................................Noted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 293, + "text": "268 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(4) On receipt of this acknowledgement message, the Station Master, who originally imposed \nthe block will remove it in accordance with the procedure laid down in the Block Working \nManual. Station Masters will record \"Block Back/Block Forward removed \nat...................................\" in the Train Signal Register. Control or the Sr. Divl. Operations \nManager./Divl. Operations Manager must advise the Station Master of train originating \nstations when block is finally removed. \n(5) If the official, who should remove the block is, for any reasons unable to do so personally, \nthis may be done by the official of the Engineering Branch, who is incharge of the work for \nthe time being. \n \n15.09 SHOWING OF SIGNALS. – \n \n(1) Whenever due to lines being under repair or due to any other obstruction it is \nnecessary to indicate to the Driver that he has to stop or proceed at a restricted \nspeed, the following signals shall be shown and, where prescribed, detonators used, \nif on a double line in the direction from which trains approach, and if on a single \nline in each direction :- \n(a) When the train is required to stop and the restriction is likely to last only for a \nday or less. - A banner flag shall be exhibited at a distance of 600 metres on \nthe Broad Gauge and 400 metres on the Metre Gauge and the Narrow \nGauge and three detonators shall be placed, 10 metres apart, at a distance \nof 1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and \nNarrow Gauge from the place of obstruction. In addition, Stop hand signal \nshall be shown at a distance of 30 metres from the place of obstruction, at the \nbanner flag and at a distance of 45 metres from the three detonators. The \nrailway servant at the place of obstruction shall give proceed hand signal to \nindicate to the Driver when he may resume normal speed after the train has \nbeen hand-signalled past the place of obstruction. \n(b) When the train is required to stop and the restriction is likely to last for more \nthan a day. – \nA stop indicator shall be exhibited at a distance of 30 metres from the place of \nobstruction and a caution indicator at 1200 metres on the Board Gauge and \n800 metres on the Metre Gauge and the Narrow Gauge from the place of the \nobstruction. In addition, termination indicators shall be provided at the place \nwhere a Driver may resume normal speed. \n(c) When the train is not required to stop and the restriction is likely to last only \nfor a day or less. – \nProceed with caution hand signals shall be exhibited at a distance of 30 metres \nand again at a distance of at least 800 metres from the place of obstruction. \nThe distance of 800 metres shall be suitably increased by special instructions, \nwhere required. The railway servant at the place of obstruction shall give \nProceed hand signal to indicate to the Driver when he may resume normal \nspeed after the train has been hand-signalled past the place of \nobstruction. \n(d) When the train is not required to stop and the restriction is likely to last for \nmore than a day. –", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 294, + "text": "269 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nA speed indicator shall be exhibited at a distance of 30 metres from the \nplace of obstruction and again a caution indicator at a distance of at least \n800 metres from the place of obstruction. The distance of 800 metres shall be \nsuitably increased by special instructions, where required. In addition, \ntermination indicators shall be provided at the place where a Driver may \nresume normal speed. \n(2) In case the place of obstruction is within station limits – \n(a) the provision of sub-rule (1) may be dispensed with if the affected line has \nbeen isolated by setting and securing of points or by securing at ‘On’ the \nnecessary manually controlled Stop Signal or signals, and \n(b) approach signals shall not be taken ‘Off’ for a train unless the train has been \nbrought to a stop at the first Stop signal, except in cases where the Driver \nhas been issued with a Caution Order at a station in rear, informing him of \nthe obstruction and the details thereof. \n(3) If the place of work is situated in Automatic Signalling territory, and if the \ndistance between the place of obstruction and the Automatic signal controlling \nthe entry of train in the signalling section concerned is less than 1200 metres on \nthe Broad Gauge and 800 metres on the Metre Gauge and provided the \nAutomatic Signal has been secured at ‘On’ :- \n(a) the banner flag and three detonators referred to in clause(a) of sub-rule (1) \nmay be provided at 90 and 180 metres respectively; and \n(b) the caution indicator referred to in clause(b) of sub-rule (1) may be dispensed \nwith. \n(4) The shapes and sizes of the indicators referred to in clauses (b) and (d) of sub-rule \n(1) may be prescribed by special instructions. \n S.R. 15.09(1) (a) Works requiring speed restrictions within Station limits - When undertaking any work within station limits which may involve, danger to trains and traffic, without the need for imposition of a total block of the line, the Engineering officials responsible under S.R. 15.06 shall take action as per para V of Appendix 'A'. In addition, he shall also advise except in the case of an emergency, the Signal and Interlocking Inspector where interlocked points are concerned. \n(b) Caution orders shall be issued as per Appendix 'A'. \n(c) Except in an emergency, the advice should be issued by the Engineering official in \ncharge of the work at least one day before the work is to be undertaken so that all \ndrivers leaving the sheds concerned may be informed in time. \n(d) During the execution of any work within Station Limits which obstructs or may \nobstruct any running line/lines and create unsafe conditions dangerous to running of \nthe trains all necessary signals must be kept at 'ON' in terms of G.R. 15.08. When the \nwork is over but the need for cautious driving continues to exist within station limits \nand the driver of an approaching train could not be informed of such restriction \nthrough a caution order at the previous station the approach signals should be kept at \n'ON' and the train received only after it has been brought to a stand at the first stop \nsignal. When the necessary caution order has been served on a driver at previous \nstation, the Warner/distant signal may be taken off at an interlocked", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 295, + "text": "270 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nstation for a run through train provided the Block Section ahead is clear and Line \nClear has been obtained from the block station in advance. \n \nS.R. 15.09 (2) Works requiring speed restriction outside station limits – \n \n(a) When undertaking any work which may involve danger to train and traffic outside station \nlimits without the imposition of engineering block, the engineering official under S.R. \n15.08(2) shall take action as per para V of Appendix 'A' and advise also, except in the case of \nan emergency, the SSE (Signal) where interlocked points in mid-section are concerned. \n(b) Caution orders shall be issued as laid down in Appendix ‘A’. \n(c) Except in an emergency, the advice should be issued by the Engineering official at least \none day before the commencement of the work so that drivers leaving the sheds may be \nadvised in time. \n(d) In the case of work which can be completed by sunset of the day on which it is \ncommenced, the engineering official in charge of the work must arrange to take the following \nsteps :- \n \n (i) Post a Flagman with hand signals at a point not less than 30 metres in rear of the \n work. \n \n (ii) Post a Flagman with hand signals and place a banner flag across the line at a point \n not less than 600 metres on Broad Gauge or 400 metres on Metre Gauge and Narrow \n Gauge in rear of the site of work. \n \n (iii) Post a Flagman with hand signals and detonators at a point not less than 1200 metres \n on the Broad Gauge or 800 metres on Metre Gauge and Narrow Gauge in rear of the \n site of work. The Flagman must fix 3 detonators on the line about 10 metres apart and \n take his stand at a place from which he can obtain a clear view of an approaching \n train. \n \n(iv) At places where there are curves or falling gradient and at times of poor visibility, \n the distances laid down in sub-para (i), (ii) and (iii) may be suitably increased \n wherever necessary and intermediate Flagman posted to relay hand signals. \n \n (v) On single line the steps described in (i) to (iv) above shall be taken on both sides of \n the site of the work. \n \n (vi) For intermediate tracks on triple or multiple lines, Engineering Indicators should be \n fixed between tracks within 300 mm. from rail level to avoid infringement of Standard \n dimensions. \n \n(vii) If it is necessary to stop an approaching train, the Flagman farthest from the site of \nthe work must show a danger hand signal to the train. The driver of an approaching \ntrain must come to a stop on seeing the danger hand signal shown by the Flagman at \nthe point farthest from the site of work. After the train has come to a stand, the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 296, + "text": "271 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n Flagman must remove the detonators and allow the train to proceed by showing \n \"Proceed with Caution\" hand signal. When the train has passed, the Flagman shall at \n once replace the detonators and continue to show danger hand signal towards the \n direction from which the train will approach. \n \nIf train can be permitted to pass over the site of work at reduced speed, the Flagman \n at the point farthest from the work must exhibit a caution hand signal to the \n approaching train. \n \n On single line section when a train is approaching from the other direction after \n passing the site of work, this Flagman shall remove the detonator and allow the train \n to pass after which he shall again place the detonators. \n \n (viii) The driver who receives the, \"Proceed with Caution” hand signal from the Flagman \n farthest from the site of work shall then proceed with caution and be prepared to stop \n his train short of the banner flag fixed across the line 600 metres, or 400 metres, as \n the case may be, from the site of work. If it is necessary to stop the approaching train \n short of the banner flag, the Flagman who is near the banner flag must show a danger \n hand signal to the train and stop it. If the train can be permitted to pass the site of \n work at reduced speed, this Flagman must make sure that the speed of the train has \n been reduced and then remove the banner flag, give a 'Proceed with Caution' hand \n signals to the driver to move. After the train has passed, he must replace the banner \n flag across the line(on single line section this Flagman, in the case of train \n approaching from the opposite direction viz. from the site of work, shall remove the \n banner flag and allow the train to pass after which he shall replace the banner flag). \n \n (ix) The Flagman who is 30 metres in rear of the site of work must if it is necessary to \n stop the approaching trains show a danger hand signal to the approaching train if the \n train is to be allowed to pass over the site at reduced speed, he must show a 'Proceed \n with Caution ' hand signal and hand signal the train to move forward. \n \n (x) If, in an emergency, it becomes necessary to carry out such work, after sunset the \n provision for protection of the site as detailed above must be complied with except \n that red lights must be exhibited in the direction of the approaching trains in place of \n red hand signalling flags and banner flags. \nS.R. 15.09(3) Temporary Engineering Indicators – \n(a) In the case of such works which cannot be completed on the day on which they are taken in hand and which necessitate cautious driving during both day and night, the Engineering official responsible under S.R. 15.06 shall arrange to display the following indicators :- \n(1) The first indicator shall be fixed 800 metres from the point where restriction of speed has actually commenced. Provided that on the Broad Gauge when the trains are required to stop dead, this distance should be increased to 1200 metres instead of 800 metres. This Indicator shall be in accordance with the diagram shown and shall consist of a horizontal board 1400mm. long and 400mm. wide, fish tailed at one end pointed at the other, and painted yellow and black. This board shall be fixed on a 2.0 mtr. high post (from the rail level to the bottom of the Board) painted with 300 mm. high bands of white and black.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 297, + "text": "272 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n \n \n This indicator shall be provided both for the permanent and temporary restrictions and \nthe indicator, when used for temporary restrictions, shall display at night two horizontal \nyellow lights to approaching trains or shall be provided with luminous paint/ fluorescent \ntape. \n \n(2) The second indicator shall be either a speed indicator or a stop indicator and shall be \nfixed 30 metres from the point of commencement of restriction. \n \n \n \n \n (i) In the case of restrictions without 'Stop Dead' speed indicator shall be provided. This speed indicator shall be in accordance with the diagram shown above and shall consist of a yellow equilateral triangular board with 1mtr sides and 300 mm. high and 40 mm thick black figures indicating the speed at which the train may proceed. The Board shall be fixed on a 2.0 mtr. high post (from the rail level to the bottom of the board) painted with 300mm. high bands of white and black. This indicator shall be illuminated at night by fixing a hand signal lamp in front of it as shown in the diagram or provided with luminous paint/fluorescent tape.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 298, + "text": "273 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(ii) In the case of restriction with 'stop dead' a stop indicator in accordance with the diagram shown below should be provided. This indicator shall consist of a horizontal board 1400 mm. long and 400 mm. wide and painted with red and white vertical strips. \n The board shall be fixed on a post 2.0 mtr. high (from the rail level to the bottom of the board) painted with 300 mm. high bands of white and black. This indicator shall display two red lights at night or provided with fluorescent paint/luminous tape. \n \n \n \nA signalman shall be provided for signalling. As soon as the train stops the signalman shall \nobtain signature of the driver on the 'restriction book' (specimen given below) and allow the \ntrain to proceed by showing green hand signal light at night and green hand signal flag \nduring day. \nThe restriction book shall be in the following form:- \nEngineering stop indicator at Km.___ Restricted speed____ Kilometers per hour. \n \nDATE TRAIN NO. TIME SIGNATURE OF DRIVER \nNote:- The above will be filled up by the Driver of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 299, + "text": "274 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n \n (3) The third indicator shall be termination indicator [T/P] for passenger trains and fourth indicator shall be a termination indicator [T/G] for goods trains. These indicators shall be fixed at a distance equal to the length of the longest passenger/goods train running on the section concerned beyond the end of the portion of line under restriction. [T/G] shall be fixed normally 610 meter beyond the point up to which restriction is so be observed which is considered adequate to cover all the goods trains of average length. The indicators shall be in accordance with the diagram shown above and shall consist of one meter diameter disc painted yellow bearing 250 mm high and 40mm thick letter ‘T’ and 'G' in black. The board shall be painted with 25 mm thick black band at the circumference. It should be fixed on a post 1650 mm (from the rail level to the bottom of the disc) and shall be painted with 300 mm high bands of white and black. The termination indicators should be illuminated at night by a fixed hand signal lamp as in case of speed indicator or should be provided with luminous paint/fluorescent tape. The guard of a passenger/goods train shorter than the longest passenger/goods train, will signal to the driver as the brakevan has passed over the restricted length and then the driver may resume normal speed after receiving this signal. In the case of light engines or single unit cars, the drivers will resume normal speed after clearing the restricted length. \n(4) The details of fixtures of Engineering indicators for reduced speed shall be as under: -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 300, + "text": "275 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(5) The details of fixtures of Engineering indicators for stop dead restriction shall be as \nunder: - \n \n (6) All indicators shall be placed on left hand side as seen by the driver. \n(7) For intermediate track, triple or multiple lines, engineering indicators should be fixed \nbetween tracks within 300 mm from rail level to avoid infringement of the standard \ndimensions. \n \nS.R.15.09(4) In an emergency, when it is necessary on consideration of safety, the authorised Engineering official under SR 15.06 may commence such work after protecting the lines before issuing notice to the Station Masters concerned, if the work is likely to be prolonged, he shall notify to the Station Master/s concerned as soon as possible. The location of banner flags, detonators and hand signals must be selected so as to avoid stopping of trains as far as possible on continuous steep rising gradient. \nS.R.15.09 (5) Permanent speed restriction indicators - (a) For permanent speed restriction in \nforce as notified in the working time table, indicators are to be erected, in the same manner \nand at sites as temporary engineering indicators to indicate to drivers where such \nrestrictions are to be observed. These indicators should not be lit at night. \n(b) Where the speed over the facing points at a station is less than the speed sanctioned at other stations on the same section, a permanent speed indicator should be fixed on the post of the first approach signal of the station. \nS.R.15.09 (6) Periodical notice of Engineering restriction- For works involving restrictions of \nspeed of trains the Sr.DEN/D.E N. will arrange publication in the periodical gazette of the \nRailway, furnishing the following details :- \n \n(i) Names of block stations on either side of the site of work for the purpose of the issue of \ncaution orders; \n(ii) Kilometrage of the site or work; \n(iii) The restricted speed limit and/or stops to be observed by the drivers;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 301, + "text": "276 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(iv) Nature of the work being under taken or reasons for the restriction; \n(v) Probable duration of the restriction. \n15.10 ASSISTANCE IN PROTECTION OF TRAINS.- Every railway servant employed \non way or works shall, on the requisition of the Guard of a train or the Driver thereof, \nrender assistance for the protection of the train. \n15.11 GANGMATE IN EACH GANG. - Each Inspector of Way or Works shall see that \nin every gang employed in his length of line there is a competent Gangmate. \nS.R. 15.11 Gangmate's responsibility for the safety of his men- Every Gangmate shall take \nevery reasonable precaution to ensure safety of the men working in his gang. \n15.12 KNOWLEDGE OF SIGNALS AND EQUIPMENT OF GANG. - Each Inspector \nof Way or Works shall see – \n \n(a) that every Gangman and Gangmate employed under him has a correct \nknowledge of hand signals and detonating signals; and \n(b) that every gang employed in his length of line is supplied with a permanent \nway gauge, two sets of flag signals, two hand signals lamps and twelve detonators, \nin addition to such other tools or implements as may be prescribed by special \ninstructions. \n \n15.13 INSPECTION OF GAUGES, SIGNALS, TOOLS AND IMPLEMENTS. – \n \n(1) Each Inspector of Way or Works shall at least once in every month inspect the \npermanent way gauges, flags, signal lamps, detonators, tools and implements \nsupplied to the gangs under clause (b) of Rule 15.12 and ascertain whether the \nabove equipment is complete and in good order. \n(2) He shall also see that any defective or missing articles are replaced. \n \n15.14 RESPONSIBILITY OF GANGMATE AS TO SAFETY OF LINE. - Each \nGangmate shall – \n \n(a) see that his length of line is kept safe for the passage of trains; \n(b) that the signals supplied to him under clause (b) of Rule 15.12, are kept in \nproper order and ready for use; \n(c) that the men in his gang each have a correct knowledge of hand signals and \ndetonating signals; \n(d) endeavour to prevent any trespassing by persons or cattle on his length of line or \nwithin the fences thereof, and \n(e) when repairing, lifting or lowering the line or when performing any other \noperation which shall make it necessary for a train to proceed cautiously, himself \nbe present at the spot and be responsible that the caution signals prescribed in \nRule 15.09 are shown.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 302, + "text": "277 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ S.R. 15.14 Cattle straying on line- Cattle found straying on the line are, if possible to be made over to the Railway police or sent to the nearest pound. \n \n15.15 BLASTING. - No railway servant employed on the way or on any works shall \ncarry on any blasting operations on or near the railway except as permitted by special \ninstructions. \n \nS.R. 15.15 In normal circumstances, blasting operations, the effect of which may cause \ndanger to the line or trains thereon, shall only be carried out with the prior sanction of the \nSr. DEN/DEN, who will be responsible for ensuring that instructions for protective measures \nare issued before the work is commenced. In emergent circumstances, where such works \nhave to be carried out immediately for the urgent restoration of traffic, or to prevent an \naccident, SSE (P.Way/Works) may commence operations without prior sanction, and shall \nhimself be responsible for taking such measures as may be necessary for the protection of \ntrains. \n \n15.16 PUTTING IN OR REMOVING POINTS OR CROSSINGS.- Except in cases of \nemergency, no railway servant shall put in or remove any points or crossings \notherwise than as permitted by special instructions. S.R. 15.16(1) Procedure in regard to putting in points- Each set of points on or leading directly on to the main line must be provided with a locking apparatus of approval type, the key of which will be kept by the SSE (P. Way) until the points are made over to the transportation staff. S.R. 15.16(2) When points are put into the main line outside station limits, they must be locked and spiked, and protected by temporary engineering indicators as described in SR 15.09(3). The speed of train over them is limited to 15 KMPH until the points are made over to the transportation staff. \nS.R. 15.16(3) When a set of points is laid inside station limits- The points must be kept \ndisconnected from the working lever. They should be locked and spiked, until they are \nformally made over to transportation staff. \n \nS.R. 15.16(4) Alteration to running line- No alteration shall be made to a running line as \ndefined in General Rule 1.02 (47) or to any trap or other points protecting a running line \nwithout the previous permission of the Commissioner of Railway Safety except in case of \nemergency. \n \nS.R. 15.16(5) (a) When in an emergency, and interlocked station has been altered so as to \naffect the interlocking, the transportation staff must be informed at once that the station is no \nlonger to be treated as interlocked. If the alteration refers to passenger running line the \nCommissioner of Railway Safety must always be informed. \n(b) When extensive alterations are to be made in a station yard, special rules must be drawn \nup for working the yard during the progress of the work.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 303, + "text": "278 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n15.17 DUTIES OF GANGMATE AND GANGMAN WHEN APPREHENDING \nDANGER.- \n \nIf a Gangmate or Gangman considers that the line is likely to be rendered unsafe, or \nthat any train is likely to be endangered in consequence of any defect in the way or \nworks or of abnormal rain or floods or any other occurrence, he shall take immediate \nsteps for securing the stability of the line and the safety of trains, by using the \nprescribed signals for trains to proceed with caution or to stop, as necessity may \nrequire; and shall as soon as possible report the circumstances to the nearest Station \nMaster and the Inspector of Way or Works. \n \nS.R. 15.17 Precaution in case of fractures of rails- If a rail is fractured, danger signals must be exhibited until it can be renewed or if the rail is broken and suspended, the nearest sleeper may be shifted under the fracture so that the sleeper or chair will take both ends. Trains may then by allowed to run slowly until the SE/JE (P.Way) replaces the affected rail. The SE/JE (P.Way) must, however, ensure that the affected rail is replaced, as soon as possible. \n \nB. THE WORKING OF LORRIES, TROLLIES AND MOTOR TROLLIES. \n15.18 DISTINCTION BETWEEN TROLLY, LORRY AND MOTOR TROLLY. - \n \n(1) A vehicle which can be lifted bodily off the line by four men shall be deemed to be \na trolley and any similar but heavier vehicle shall be deemed to be a lorry. \n(2) Any trolley which is self-propelled, by means of a motor is a Motor Trolley. \n(3) A trolley shall not, except in cases of emergency, be used for the carriage of \npermanent way or other heavy material; and when a trolley is so loaded, it shall be \ndeemed, for the purposes of these rules, to be a lorry. \n \nS.R. 15.18(1) (a) Definition of a diplorry - A lorry consisting of 2 or more separate bored \nwheels which form a single vehicle when joined together is termed as 'diplorry’. The diplorry \nshall not be used for carrying men on it. \n \n(b) Rail Dolley - Rail Dolley is a device with two or more wheels, which in balanced \ncondition can be moved manually on one rail of track and can carry one rail/sleeper in \nsuspended condition. When necessary the suspended material can be dropped and the rail \ndolley cleared off the track. \nNote :- Instructions for working of Rail Dolley have been given in S.R. 15.27(7). \n \nS.R. 15.18(2) (a) Every trolly shall be accompanied by not less than four men for working it. \nSee S.R. 15.27(1) and S.R. 15.25(1) regarding manning of lorries and motor trollies. \n \n(b) Trollies/Lorries/Motor trollies should always be pushed and not pulled, except on up \ngradient steeper than 1 in 200, where lorries may be pulled in addition to pushing. Use of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 304, + "text": "279 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nsails or any other unauthorised aid for their propulsion is strictly prohibited. On falling \ngradient, the speed of a lorry must not exceed 8 KMPH. \n(c) Each lorry/trolly/motor trolly shall be marked on its body as well as on its axle, its \nnumber and the designation and code initials of the headquarter station of the person \nauthorised to use it. \n \nForm No. T/1518. \nSr. No.________ \n \nNORTH WESTERN RAILWAY \n \nTROLLEY/LORRY/OHE \nLADDER TROLLEY NOTICE \n \nA \n \nNotice No._______ \nDate_______ \nTime______hours. \nDepatment___________ \nStation______________ \n \nTo \nStation Master_________ \n \nTrolley/Lorry/OHE Ladder \nTrolley No.________is required \nto work between ___________ \nstation and ________station on \nUp/Down line at ________KM \nform _____hrs.______minutes \nto _____hrs.______minutes. \n \nIt will leave _________station \nat _____hrs.______minutes of \nthis day for station/KM No___. \n \n I am aware that I should clear \nthe Block Section by _____hrs. \n______minutes. \n \n__________________ \nSignature of official In Charge \n \n_________________ \nSignature of Station Master \nStation Master Stamp \n \nForm No. T/1518. \nSr. No.________ \n \nNORTH WESTERN RAILWAY \n \nTROLLEY/LORRY/OHE \nLADDER TROLLEY NOTICE \n \nB \n \nTo \nThe Official in Charge of \n_________Lorry/ Trolley/OHE \nLadder Trolley. I have \nexchanged advice with station \nand shall issue caution order to \nall trains until I receive advice \nof the removal of lorry/trolley. \n \nThe line has been blocked for \nyour Lorry/ Trolley/OHE \nLadder Trolley between \n_____station and ______station \non UP/Down line and block will \nbe removed only on receipt of \nthe removal report of Lorry/ \nTrolley/OHE Ladder Trolley. \n \nPrivate Number(in words) \n__________(in figures)_______ \n \nYou are advised to ensure \nclearance of Block Section \nwithin Block permitted. \n \n____________ \nSignature of Station Master \nStation Master Stamp \nDate__________ \nTime__________ \n \n \nForm No. T/1518. \nSr. No.________ \n \nNORTH WESTERN RAILWAY \n \nTROLLEY/LORRY/OHE \nLADDER TROLLEY NOTICE \n \nC \n \nREMOVAL REPORT \nReference:- Lorry/ Trolley/OHE \nLadder Trolley Notice \nNo._______ Dated_______. \n \n______ Lorry/ Trolley/OHE \nLadder Trolley No.______ \narrived at was removed from \nthe track at \n_____hours________minutes at \nkm_______. Block Section is \nfree from obstruction to resume \nnormal Train Working. \n \n__________________ \nSignature of official In Charge \n \nRemoval report received at \n______hours ________minutes \non date_____20____. \n \n____________ \nSignature of Station Master \nStation Master Stamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 305, + "text": "280 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n15.19 RED FLAG OR LIGHT TO BE SHOWN. - Every lorry or trolley when on the \nline shall show a red flag by day and a red light by night, during thick, foggy or \ntempestuous weather impairing visibility or in a tunnel in the directions from which a \ntrain may come. \n \n15.20 EQUIPMENT OF TROLLY, LORRY OR MOTOR TROLLY. - Each trolley, \nlorry or motor trolley shall have the following equipment: – \n \n(a) two hand signal lamps, \n(b) two red and two green hand signal flags, \n(c) sufficient supply of detonators, \n(d) a chain and a padlock, \n(e) a copy of the Working Time Table and all correction slips and appendices, if any, \nin force on that section of the railway over which the trolley, lorry or Motor \nTrolley is to run, \n(f) a motor horn and a search light (for Motor Trolley only), \n(g) two banner flags (for lorry only), and \n(h) such other articles as may be prescribed by the Railway Administration in this \nbehalf. \n \nNote : The Official in charge of the trolley, lorry or Motor Trolley shall also be \nin possession of a watch in addition to the prescribed equipment. \n \n15.21 EFFICIENT BREAKS. - No lorry or trolley shall be placed on the line unless it is \nfitted with efficient breaks. \n \nS.R.15.21 Trolleys in use on grades steeper than 1 in 50 must have two efficient and \nindependent brakes which must brake all four wheels. On other sections, the trolly need have \nonly one brake capable of braking all four wheels efficiently. These brakes must be tested \nbefore each journey is commenced. \n15.22 QUALIFIED PERSON TO BE INCHARGE OF LORRY OR TROLLY WHEN \nON THE LINE - \n(1) No lorry or trolley shall be placed on the line except by a qualified person \nappointed in this behalf by special instructions. \n(2) Such qualified person shall accompany the lorry or trolley, and shall be \nresponsible for its proper protection and for its being used in accordance with \nspecial instructions. \n \nS.R. 15.22(1) (a) The following officials are permitted to drive the trollies, lorries and motor \ntrollies provided they hold a current certificate of competency referred to in SR 15.22(1) (b) .", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 306, + "text": "281 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(i) TROLLIES :- All officers and Inspectors of the Engineering, S&T, Optg., Commercial \nand Electrical (OHE) department, P. Way Mistries, Gangmates, Head Trolly men and \nSr. Trolly men. \n \n(ii) LORRIES: - All Inspectors of Engg. and S&T department, P. Way Mistries & \nGangmates. \n \n(iii) MOTOR TROLLIES:- All officers of the Engineering, S&T, Operating, Commercial, \nElectrical (OHE) departments, Motor trolly drivers and such Inspectors as may be \nauthorised. \n \n(b) (i)Certificate of Competency :- No Railway servant is permitted to work a trolly/motor \ntrolly or lorry unless he is certified to do so by the authorised officer. Each certificate \nof competency issued shall be valid upto 31st December from the date of issue. \nCertificate issued from June to December may be made valid for the next calendar \nyear also. \n \n(ii) The Authorised Officer for issue of a competency certificate for push trolly/lorry as \nalso to hold necessary examination in the relevant rules shall be not lower than an \nAssistant Officer of the Engineering, Electrical, Signal or Operating department for \nall staff of his department. The Authorised Officer for issuing competency certificate \nto officers shall not be lower than a senior scale officer of that department. \n \n The Authorised Off icer shall then grant a Competency Certificate in the \nfollowing form:- \nShri...............................S/o...............................(Designation)...................................at \nstation ........................... is found fully conversant with the sections on which he has to \nuse a push trolly/lorry and also with all the relevant rules in respect of use of push \ntrolly/lorry as well as the latest changes made in them and is authorised to work a \npush trolly/lorry on ............................section (each section to be separately \nmentioned). \n This certificate is valid upto 31st December. \nStation............................ Signature......................... \n (Authorised Officer) \nDated............................ Designation.......................... \n \nThe Competency Certificate referred to above should be renewed for each calendar \nyear. \n(iii) The authority to drive motor trolly shall be granted according to the rules quoted \nbelow:- \nOfficers or staff requiring the permission to drive a motor trolly will apply in writing \nto the D.R.M. in the case of Divisional Officer or to the C.O.M./Chief \nEngineer/C.S.T.E. in case of Hd. Qtrs. office with the following certificates :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 307, + "text": "282 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n\"I(name)...................................working in the capacity of \n(Designation)............................ at station ....................................hereby certify that I \nam fully conversant with all the sections on which I have to use the motor trolly and \nalso with all the rules in respect of driving motor trollies as well as the latest changes \nmade in them and undertake to conform strictly to these rules. In case of my failure to \ncomply with these rules, I shall alone be held responsible. \n \nSignature ................................ \n Date ....................................... \n \nThe applicant will then be given an oral test by the Sr. D.O.M./D.O.M./D.R.M. in the \nDivision and by Dy. COM (Safety) or COM in the Hd. Qtrs. Office and if he passes \nthe oral test, competency certificate shall be issued to him by Dy.COM (Safety) or by \nCOM in the Head Quarters Office and by the Sr.D.O.M./D.O.M. in the Division. The \ncompetency certificate shall be made valid upto 31st December from the date of issue. \nCertificate issued from June to December may be made valid for the next calendar \nyear also. \n \n(iv) The Competency Certificates referred to in sub paras (ii) and (iii) for trolly/motor \nlorry or lorry may be further renewed for one calendar year, at each time, on receipt \nof the following certificate. \n\"I,(name).........................................working in the capacity of (Designation) \n........................... ...at Station ..........................hereby certify that I am fully conversant \nwith all the sections on which I have to use my trolly/motor trolly/lorry and also with \nall the rules in respect of driving trollies/motor trollies/lorries as well as the latest \nchanges made in them and undertake to conform to these rules. In the event of my \nfailure to comply with these rules, I shall alone be held responsible. \n Signature……………………… \n Date ................................... \n(v) Supervising officers and officials should test the permit holders in their knowledge \nrelating to driving of trollies/motor trollies/lorries as often as possible. \n \n(vi) In the event of an officer or staff getting transferred from one station to another it is \nnecessary for him to acquaint himself with all the rules in regard to any special \nconditions obtaining on any of the sections within his jurisdiction and to furnish the \nrequired certificate to the DRM. \n \nS.R. 15.22(2) Where licence has been granted to the Manager of a Mill, coal or other \ncompany to run a trolly on the railway within the prescribed limits, the Head Trollyman, \nincharge of the trolly shall be a Railway servant appointed by the DRM and he is to hold a \ncurrent competency certificate. \n \nS.R. 15.22(3) The Head Trollyman appointed to have charge of a private trolly shall equip himself with a copy of the General & Subsidiary Rules and with any special orders relating to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 308, + "text": "283 PERMANENT WAY AND WORKS ________________________________________________________________________________________________________________ \n the working of trollies on the Section of line to which the private trolly license applies and shall give an assurance for the same to the DRM concerned. \nS.R. 15.22(4) A pass shall be issued for every private trolly to be kept by the Head Trollyman \nand shown on demand by the Station Master or other official of the railway. \n \nS.R. 15.22(5) (a) Responsibility for safe working - When there are two or more competent officials on the trolly/motor trolly/lorry, officials working the vehicle shall be responsible for its safe working. \n(b) While approaching level crossings, the official-in-charge of the lorry/trolly/motor trolly \nshould look out for road traffic and ensure safe passage of his vehicle. \n \nS.R. 15.22(6) Conveyance of non-railway officials- \n \n(a) Trolly/motor trolly shall not be used for conveyance of persons other than railway \nofficials. In special cases, Magistrates, Police, Civil, Telegraph, Military and Medical \nOfficials or a person requiring medical aid may be conveyed by trolly by order of the \ncompetent authority not lower than an Assistant Officer after a bond on Form as given in \nAnnexure11/1 of para 1112 of the IRPWM is signed indemnifying the Railway from all \nliabilities and risks. \n \n(b) Officials belonging to P & T and Police Departments, contractors and their agents may \nbe conveyed on trollies in connection with works, provided they have executed a general \nindemnity bond similar to the Form referred to in the preceding sub para. \n \n15.23 ATTACHMENT TO TRAIN PROHIBITED. - No lorry or trolley shall be \nattached to a train. \n \nS.R. 15.23(1) No trollies are to be carried by Mail trains except in case of an accident of \ngreat emergency. \n \nS.R. 15.23(2) Trollies shall only be carried in the brake-vans of passenger, mixed and goods \ntrains provided there is room, and that when being so carried they will not cause damage to \nthe other contents of the van, or inconvenience or delay to the Guard in checking and \ndelivering Luggage etc. When conveyed by goods train trollies shall be loaded in an empty \ntruck or wagon if there is one available on the train. In case there is no empty truck or \nwagon, the trolly shall be loaded in the brake-van of the goods train. \nS.R. 15.23(3) Trollies shall not be loaded in road vans on a van goods train. \n \nS R 15.23(4) No trolly shall be loaded into any vehicle of a train without the consent of the \nGuard incharge of the train who shall direct where it is to be placed and Inspectors and \nother requiring their trollies to be loaded in train shall give notice of the same to the Station \nMaster sufficiently before the arrival of the train. The Station Master shall advise the Control \nif it is necessary to stop a Goods train out of course and act upon instructions given. \n \nS.R. 15.23(5) When there is room in train the Guard shall not refuse to receive a trolly.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 309, + "text": "284 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nS.R. 15.23(6) When loading a motor trolly with petrol in the tank the relevant rules of Red \nTariff, as applicable to motor vehicles are to be adhered to, namely ........................................ \nquantity of petrol not exceeding 10 litres may be left in the tank provided that:- \n(i) the flow of petrol to the carburettor has been cut off; \n(ii) any pressure has been released from the tank; \n(iii) the tank is in sound condition and closed by a well fitting cap; and \n(iv) the engine has been run by a person incharge until the carburettor has become \n exhausted and the engine stops automatically. \n \n15.24 TIME OF RUNNING. - A lorry shall ordinarily be run only by day and when the \nweather is sufficiently clear for a signal to be distinctly seen from an adequate distance, \nwhich shall never be less than 800 metres. \n S.R. 15.24(1) Removal of a lorry from the line when visibility is reduced - If the visibility becomes reduced to less than 800 metres due to storm, rain, fog or any other cause while a lorry is on the line, the lorry must be immediately removed from the line unless running under block protection. \nS.R. 15.24(2) Working on track circuited section - On track circuited sections the official \nincharge shall observe the rules as prescribed. Trollies and motor trollies (unless worked \nunder block protection) working on track circuited sections are to be insulated. \n \n15.25 MOTOR TROLLY. - A Motor Trolley shall only be run in accordance with \nspecial instructions. \n \nS.R. 15.25(1) Motor trollies shall, in all cases, be manned by not less than 4 trolly men and \nmay carry upto 9 persons including the trollymen. \n \nS.R. 15.25(2) While a motor trolly is running it should be ensured that there are at least two \npersons seated in front and the load is evenly distributed between two axles. \n \nS.R. 15.25(3) The speed of the motor trolly is limited to 15 KMPH when passing through a \nstation yard or over a point, crossing or turn out subject to other restrictions in force. \n \nS.R. 15.25(4) Running of Motor Trollies - A motor trolly is normally permitted to run on line clear only. It may, however, be permitted to follow a fully vacuum Air braked train or another motor trolly in the same block section during day light hours and even then in clear weather only. For this purpose, the official incharge of the motor trolly shall obtain a 'Motor Trolly Permit' from the Station Master concerned before entering the block section. The Trolly permit shall be prepared in duplicate by carbon process. One copy must be retained by the Station Master issuing the permit and other will remain in the custody of the official incharge of the Motor Trolly till the block station in advance is reached where this permit shall be handed over to the Station Master. Regular message, supported by private number should be exchanged between the two Station Master concerned and suitable entries made in the Train Signal Registers of the stations. The 'IN' & 'OUT' report for the preceding train/motor trolly and the following motor trolly shall be sent separately and recorded in the Train Signal Register. The line must not be closed until the following motor trolly also has cleared the block section. A specimen form of the Trolly Permit is reproduced below :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 310, + "text": "285 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nForm No. T/1525 \n Sr. No.................. \n \nNORTH WESTERN RAILWAY MOTOR TROLLEY PERMIT (Original/Duplicate) \n \nStation………………… Date…….20…… \n \nFrom Station Master…………………. \nTo \n…………………………………………(Officer In charge) Motor Trolley No……………… \n \n You are permitted to follow Train No…………………/Motor Trolley No………….. in \nBlock Section between Station…………….. and Station…………………………which left this \nstation at …………….hours…………minutes for station……………………………. \n \n You are also authorized to pass Up/Down…………….. signals at ‘ON’ position. \nOn arrival at………………………..station you are required to hand over this permit to Station \nMaster……………………… \n \nPrivate No. received (in words)………………………..(in figures)…………………………… \n \n \n \n………………………………. \nSignature of Station Master \nStation Master Stamp \n___________________________________________________________________________ \n \nReceived……………………………………… \nSignature of * {Official Incharge & designation} \n{Motor Trolley Driver} \n \n*Strike out which ever is not applicable. \nA Station Master who has signed a trolly permit is personally responsible that he neither \nasks nor gives line clear for a train over the section on which the trolly is running until it \nclears the section and the 'IN' report has been received. The Station Master who has signed \nfor ‘Trolly Permit' shall not change over his duty until the receipt of 'IN' report. \n \nA Motor Trolly, however, shall not be allowed to run on a Motor Trolly Permit even \nduring day light hours and clear weather on section where sharp curves, cuttings, tunnels, \nbridges etc. exist. These sections are shown in the working time table.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 311, + "text": "286 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nS.R. 15.25(5) Reception of a motor trolly at a station when following a train – \n(a) When a motor trolly is following train, a light engine or another motor trolly on the \nauthority of motor trolly permit, the signals taken off for the preceding train, light engine or \nmotor trolly shall not be restored to 'ON' position until the following motor trolly has been \nalso passed such signals. In such cases, the motor trolly shall be admitted on the same line as \nthe preceding train/light engine/motor trolly. \n \n(b) If, in any case, motor trolly which is following a train fails to arrive at the next station \nwithin a reasonable time after the arrival of the preceding train/light engine/motor trolly, and \nis also not in sight, the Station Master may put back the reception signals to 'ON' to perform \nany shunting, conduct other movement or to open a level crossing previously closed for the \ntrain/motor trolly movement but shall not, in any case, obstruct the block section in the face \nof the approaching motor trolly. In such cases the motor trolly will be received as mentioned \nin para (c) below: \n \n(c) At stations where electric reversers are provided, or where the reception signals \nautomatically go back to 'ON' position with the passage of the train, the person incharge of \nthe motor trolly shall proceed cautiously upto the Home Signal on the double line and upto \nthe opposite shunting limit board or the advanced starter signal in the opposite direction on a \nsingle line section, and thereafter he shall be guided by the hand signals of the \nCabinman/Pointsman at the facing points. In such cases all levers including signal levers, \nwhich were pulled for the reception of the preceding train, must not normally be put back till \nthe following motor trolly has arrived. If, however, for any reason, the levers have to be put \nback to perform any shunting, conduct any other movement or open a level crossing \npreviously closed for the train/motor trolley movement, the Station Master will not allow \nobstruction of the block section in the face of the approaching motor trolly. \n \n(d) In case of (b) and (c) above, it will be the personal responsibility of the person incharge \nof the Motor trolly to ensure that, before he goes across any level crossing, the level crossing \ngates are closed against the road traffic. \n \nS.R. 15.25(6) Motor Trolly breakdown. \n \n(a) In the event of the complete breakdown of a motor trolly (i.e. it cannot be propelled even \nby hand) the official incharge shall have it removed from the line at once. If the \nbreakdown occurs between stations and the motor trolly is running on an \"Authority to \nproceed\" or Motor Trolly permit, the official-in-charge shall at once employ the quickest \nmeans at his disposal to advise the nearest Station Master in writing that the trolly has \nbeen removed from the line, and will return the \"Authority to proceed\" or the Motor Trolly \npermit at the same time. The Station Master receiving this advice shall immediately inform \nto the Station Master at the other end of the section, \"Motor Trolly which left yours (or \nmine) at ............... hrs. has failed in the Block Section, and has been removed from the \ntrack; private number............. \n \n(b) A copy of this message shall be recorded in the train signal registers or line clear enquiry \nand reply books. Following this, the station towards which the trolly was proceeding or, \nin the case of Neal's Token working, the Station Master who received the token, shall give \nthe \"Train Out of Section\" signal for the trolly in the usual manner.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 312, + "text": "287 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(c) When the motor trolly has been made fit to run, whether by hand propulsion or under its \nown power, the official-in-charge shall notify the nearer Station Master in writing that \nthe Motor Trolly is fit to run to the station to which he wishes to proceed, and shall give \nthe estimated time will be taken for the journey and will ask for the \"Authority to \nproceed\" or Motor Trolly Permit. The Station Master receiving the message will inform \nthe Station Master at the other end of the Block Section concerned accordingly and will \nthen give or obtain the permission to proceed to the destination and send it to the official-\nin-charge. \n \nS.R. 15.25(7) Motor Trollies running together - When two motor trollies are running \ntogether in the same direction, they must be kept at a sufficient distance apart so that the rear \nmotor trolly may be stopped within a safe distance if a trollyman should slip from the front \nMotor Trolly or if the front motor trolly should be stopped suddenly etc. On the level or on an \nuphill gradient the distance between two motor trollies should not be less than between 3 \nconsecutive telegraph posts or about 180 metres and on a down grade or with a strong wind \nbehind, it should not be less than 6 consecutive telegraph posts or 360 metres. \n \n15.26 PROTECTION OF TROLLY ON THE LINE.- The qualified person in charge of \na trolley shall, before leaving a station, ascertain the whereabouts of all approaching \ntrains, and shall , when a clear view is not obtainable for an adequate distance.- \n \n(a) on a single line, in both directions, or \n(b) on a double line, in the direction from which trains may approach, \ntake such precautions for the protection of his trolley as may be prescribed by \nspecial instructions. \nS.R. 15.26(1) Responsibility of a person incharge of a trolly and the Station Master - Before a \ntrolly is allowed to enter a block section, the person incharge must enquire from the Station \nMaster the whereabouts of the trains which he is likely to encounter. While the person \nincharge has a right to accept such information to be reliable, it does not relieve him of his \npersonal responsibility, to ensure the safety of the trolly or for exercising necessary \nprecautions when the view is restricted. \nS.R. 15.26(2) When it is necessary to place a trolly on the line at night or during fog, storm, \nsand-storm etc. or whenever the weather is not sufficiently clear for a signal to be distinctly \nseen from a distance of 1200 metres on BG and 800 metres on MG or NG, the trolly must be \nworked under block protection. \nS.R. 15.26(3) When after placing the trolly on line without block protection, the visibility \nbecomes reduced to less than 1200 metres on BG and 800 metres on MG or NG on account \nof fog, storm, sand-storm, rain or any other cause, the trolly must be immediately removed \nfrom line. \nS.R. 15.26(4) Trolly Signals – \n(a) On certain portions of the line where, owing to curves and cuttings, or other causes the \nview of the line from a running trolly is limited to less than 800 metres, trolly signal \nstations are established at sites commanding the best views in both directions. These \nsignals are of two types and are intended for day working only. The signals on some", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 313, + "text": "288 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nsections consist of a ball or revolving disc on a staff or suitable height. The normal \nposition of the ball is \"lowered\" and of the disc is parallel to the track. The raising of the \nball or the turning of the disc at right angles to the track to an approaching trolly \nindicates that no train is in sight on the line the ball or disc refers to. The rapid raising \nand lowering of a ball signal or the turning, on and off the disc signal indicates that a \ntrain is approaching and trolly should be cut off the line immediately. On other sections \nthese signals consist of two white and black discs (1200 mm dia) intersecting each other \nin a vertical plane suspended from a post. The \"ON\" position is indicated by discs being \nat the bottom of the post and implies \"train on section\" and that the trolly must be \nremoved from the line. That \"OFF\" position is indicated by the discs being at top of the \npost and means \"section clear\" and that the trolly may proceed. \n \n(b) No trolly shall pass a trolly signal till signalled past except when it can follow a train \nand keep it in sight. In the absence of signal stations on the single line, one man shall \nproceed and one man follow the trolly at an interval of 366 metres carrying and \ndisplaying danger signal in both directions. Intermediate man or men to repeat signal \nshall be provided if the man 366 metres away from trolly is not in sight of the trolly. On \nthe double line, signals shall be similarly displayed in the direction from which a train \nmay be expected. \n \nS.R. 15.26(5) Running of a trolly on a section where the view is frequently, restricted, and \nwhere special trolly signals have not been provided:- \n \n(a) The trolly permit holder must advise the Station Master in writing to issue caution order \nto drivers of all trains entering the block section concerned ordering them to keep a \nsharp look out for trolly and to whistle frequently when the view is obstructed. The \npermit holder shall specify the period or periods during which the caution orders are to \nbe issued and shall obtain a written acknowledgement from the Station Master. On \ndouble line sections or where there are one or more adjoining lines, Caution Order shall \nalso be issued to Drivers of trains running on the other line or adjoining lines, indicating \nthe line on which trolly is running. \n(b) The Station Master concerned shall, before giving the acknowledgement, pass on the \ninformation to the Station Master of the other end of the block section concerned under \nexchange of private numbers. From that time onwards both Station Masters shall be \nresponsible for issuing the prescribed Caution Orders to the driver of all trains \nconcerned until the trolly has cleared the section. \n \nThe precautions laid down in G.R. 15.27 (2) for lorries shall also be followed. The \nflagman shall be in addition to the number of trollymen required vide S.R. 15.18(2). The \nflagmen so posted shall only be withdrawn when a clear view of at least 1200 metres on \nBG and 800 metres on the MG and NG can be obtained in the direction from which \ntrains may approach. \n \nS.R. 15.26(6) When a trolly is removed from track it should be ensured that it does not foul \nany running line. \n \nS.R. 15.26(7) Trollies running together -When two trollies are running together in the same \ndirection, they must be kept at a sufficient distance apart so that the rear trolly may be stoped", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 314, + "text": "289 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nwithin a safe distance if a Trollyman should slip from the front trolly or if the front trolly \nshould be stopped suddenly. On the level, or on an uphill gradient the distance between light \ntrollies should not be less than that between two consecutive telegraphs posts or about 100 \nmetres, and on a down grade or with a strong wind behind, it should not be less than 180 \nmetres. \n15.27 PROTECTION OF LORRY ON THE LINE.- \n(1) Whenever it is proposed to place a lorry, whether loaded or empty on the line, the \nline shall, if it is possible to do so, without interference with the working of trains, \nbe blocked under the rules for working of trains. \n(2) Except under approved special instructions, when the line has not been so blocked \nand a lorry whether loaded or empty is placed on the line, the lorry shall be \nprotected- \n(a) on double line, by one or two men as required, at a distance of 600 metres on \nthe Broad Gauge and 400 metres on the Metre Gauge and the Narrow Gauge, \ncarrying a banner flag across the track and another man plainly showing a \nStop hand signal at a distance of not less than 1200 metres on the Broad \nGauge and 800 metres on the Metre Gauge and the Narrow Gauge from \nthe lorry in the direction from which trains may approach, or \n(b) on single line, by one or two men as required ,following and preceding the \nlorry at a distance of 600 metres on the Broad Gauge and 400 metres on \nthe Metre Gauge and the Narrow Gauge, carrying a banner flag across \nthe track and another man plainly showing a Stop hand signal at a distance \nof not less than 1200 metres on the Broad Gauge and 800 metres on the \nMetre Gauge and the Narrow Gauge from the lorry on either side. \n(3) Each man so following or preceding the lorry at a distance of 1200 metres on the \nBroad Gauge and 800 metres on the Metre Gauge and the Narrow Gauge shall be \nprovided with detonators and place three on the line, 10 metres apart, \nimmediately the lorry comes to a stand for the purpose of either unloading or \nloading or should any train be seen approaching ,and continue to display the Stop \nhand signals. \n(4) The man or men carrying the banner flag shall immediately fix the banner flag \nacross the track immediately the lorry comes to a stand or a train is seen \napproaching, and continue to display the Stop hand signal. \n(5) In all cases where the Flagmen in advance or in rear cannot be kept in view from \nthe lorry, additional intermediate Flagmen shall be posted to relay the signals. \n(6) The Stop Signals and detonators shall not be removed until the Flagmen have \nreceived the Order to withdraw them from the official-in-charge of the lorry. \nS.R. 15.27(1) (a) The lorry must be manned by enough able bodies men to lift it, when not \nloaded, readily off the line but in no case a lorry shall be manned by less than six \nmen. The Head Lorry-man must be fully acquainted with the rules for working \nlorries. \n(b) In addition to the above mentioned number, the lorry must always have sufficient \nnumber of Flagmen required for protection of the lorry in terms of G.R. 15.27 (2).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 315, + "text": "290 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nThe number must be at least one on the double line and two on single line. When conditions \nare such that a Flagman either preceding or following the lorry at the prescribed distance \ncannot be seen by the official incharge of the lorry, the latter must before entering the \nsection, take with him additional men with hand signals, who can be in suitable position \nbetween the lorry and the Flagmen so that signals from the Flagmen can be repeated to the \nperson in charge of the lorry and vice versa. \nS.R. 15.27(2) Responsibility of official-in-charge of a lorry and the Station Master:- \n(a) No lorry loaded with material shall be placed on the line without permission of Station \nMaster concerned in writing or by wire and unless it is in charge of an Engineer, \nInspector or such other person of the Engineering & S&T Branches as may be \nauthorised by the Divisional Railway Manager. \n(b) Where it is impracticable to comply with G.R. 15.27 (1) the following procedure shall be \nfollowed:- \n(i) The person incharge of the lorry shall inform the Station Master on portion (A) of \nthe Lorry Notice form no. T/1518, confirming the advice to one block section at a \ntime so that the block may be kept to the minimum and the punctuality of trains is \nnot affected. This form shall be written out in triplicate and shall show the \nkilometres over which and the time during which the lorry is required to be worked. \n(ii) The Station Master shall on receipt of this advice, pass on the information under \nexchange of private numbers to the Station Master at the other end of the block \nsection concerned and ascertain what trains are expected from that direction \nspecially during the period specified on portion 'A'. He shall then fill up portion 'B' \nof all the three foils of the form and return two foils to the official incharge of the \nlorry, retaining one for his own record. \n(iii) Caution orders will be issued, according to Appendix 'A' of the General and \nSubsidiary Rules, to the Drivers of all trains entering the block section ordering \nthem to keep a sharp look out for the lorry and to whistle frequently whenever the \nview is restricted to less than 1200 metres on the Broad Gauge and 800 metres on \nthe Metre Gauge and Narrow Gauge, due to any reason, e.g. fog, storm, poor \nvisibility, curve, etc. On double line section, or where there are one or more \nadjoining lines \"Caution Order\" shall also be issued to drivers of trains running on \nthe other lines or adjoining lines; indicating the line on which the lorry is running. \nThese 'Caution Orders' will continue to be issued till the lorry clear the section. \n(iv) If telephonic communication is interrupted and the Station Master is unable to \ncommunicate with the Station Master at the other end of the block section, portion \n'B' of the form referred must be endorsed accordingly. As soon as communication \nbetween the two stations is restored the message referred to in clause (ii) above will \nbe exchanged if the lorry has not already cleared the section. As a reminder that the \nlorry is working in the block section and 'Caution Order' must be issued, a small \nplacard bearing the words 'Lorry on Line' shall be hung in front of the Block \nInstrument until advice of the removal of the lorry is received.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 316, + "text": "291 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(v) On arrival of the lorry at the other end of the block section the official incharge \nshall fill in portion 'C' of both foils of the form referred and send these foils to the \nStation Master, who will sign and return one foil, retaining the other for his own \nrecord. This Station Master will then advise the Station Master at other end of the \nblock section of the fact that the lorry has cleared the section. Action will be taken as \nin Appendix 'A' of the General and Subsidiary Rules to discontinue issue of Caution \nOrders. \n(vi) If the lorry is removed from the track in the Block section and if it is not intended to \nplace it on the track again, the Official incharge of the lorry shall fill in portion 'C' \nof the form referred to and send it to the Station Master of the nearest station. If this \nstation happens to be a non-block station, the Station Master will forward the advice \nby first available train to the next block station. The Station Master of the block \nstation receiving the advice shall then advise the Station Master at the other end of \nthe block section by telephone or telegraph of the removal of the lorry exchanging \nprivate numbers for the message. Action will be taken as in Appendix 'A' of the \nGeneral and Subsidiary Rule to discontinue the issue of caution order. \n(vii)Station Masters at both ends of the block section enter remarks in the Train Signal \nRegister showing the time at which the lorry entered and cleared the block section. \n(c) The person incharge of the lorry shall advise the Station Master of the removal of the \nlorry from the line as soon as it is possible. \n(d) On sections where control working is in force, the Station Master shall advise controllers \nof the running of lorries to enable them to make necessary arrangements with regard to \ntrain services and to enable them to act as per Appendix 'A' of the General and \nSubsidiary Rules. \n(e) A lorry shall be worked by blocking the section, when \n(i) it is necessary during an emergency to run it at night, or \n(ii) the visibility is restricted as on certain sections, or \n(iii) it is to be run during storm, rain, fog, or tempestuous weather or when the \nconditions of G.R. 15.24 cannot be fulfilled. \n(iv) it is loaded with rails, girders or specially heavy material which will cause delay \nin unloading, and \n(v) when it is to run on a section where sharp curved, cuttings, tunnels, bridges etc. \nexist. These sections are shown in the working time table. \n(f) Working under block protection:- \n(i) Before obtaining line clear, the Official Incharge of a lorry should advise the \nStation Master/Cabin Signalman whether it is his intention to return to that \nstation or to run to the other end of the block section, or to remove the lorry in \nmidsection. \n(ii) On the double line, the Official-in-charge should run the lorry on the proper line, \ni.e. along the line in the direction which trains run, except when returning to the \noriginal starting station/block post.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 317, + "text": "292 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(iii) In case the official incharge of the lorry advises the Station Master/Cabin \nSignalman his intention to go to the end of the block section then: \n(a) On the single line, the official incharge should have in his possession the \ncorrect authority to proceed viz. the token/tablet/line clear ticket etc., as the \ncase may be. \n(b) On the double line, the Official Incharge should have the proper authority to \nproceed or the authority to pass the last stop signal in the 'ON' position, as \nrequired by the rules for block working. \n (iv) If the lorry is required to enter the block section and return to the station from \nwhich it started, the rules given in the Block Working Manual for blocking \nforward or blocking back must be complied with. \n(v) Under no circumstances, the adjacent line or lines shall be allowed to foul either \non double line or where there is one or more adjacent lines. \nS.R. 15.27(3) (a) Flagman should be handpicked men, duly trained and experienced in the \nworking of lorry. They should have passed in medical category A-3. \n(b) Flagmen should know fully the rules to protect and work the lorry. They should be tested \nboth orally and practically, in respect of these rules either by an AEN or by a \nSE (P.Way). On being found fit to protect and work a lorry, a certificate of competency \nshall be given to a Flagman in the following form.- \nShri................................. s/o............................ (designation)......................................at \n(station) ............................. has been tested and is found fully conversant with the \nsections on which the lorry is to be used, all relevant rules in respect of protection of \nlorries and for working them, as well as the latest changes made in them. He is \nauthorised to work as a Flagman on .....................section. This certificate is valid upto \n31st December.................... \n Station ............................ Signature ................ \n (Authorised Official) \n Date................................ Designation ............. \n The certificate of competency must be renewed for each calendar year after a fresh test \nas prescribed to clause (b) above. \n(c) Flagmen should be chosen from permanent or temporary staff and not from casual \nlabour. However, in case of emergency or where sufficient permanent and/or temporary \nmen are not available, a panel of Flagmen may be formed out of casual labourers who, \nbefore being put on the panel, must be tested in accordance with the rules and also \nshould be qualified in Medical Category A-3. But such use of casual labourers shall be \nrestricted to minimum extent necessary and their use shall be authorised personally by \nan officer, not below the rank of Assistant Engineer. Every time such casual labourers \nare put on to work as flagmen, the official incharge of the lorry should ensure that those \nFlagmen are aware of their duties and responsibilities. \nS.R. 15.27(4). (a) The SE (P.Way) should ensure that Flagmen have a correct knowledge of \nthe rules in regard to the use of detonators and hand signalling, by examining them once \nin three months. \n(b) Each Flagman should be equipped with a banner flag, six detonators and a red hand \nflag.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 318, + "text": "293 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(c) On sighting an approaching train or the Flagmen's Signal, the lorry must be removed \nclear of the line and kept in such a manner that it cannot roll towards the line or obstruct \nit in any manner. \n(d) Orders to remove signals and advice as mentioned in para 6 of GR. 15.27 will be in the \nform of hand signal from the official incharge by waving green flag or a lamp to indicate \nwhether lorry has been removed and placed clear of the track. \nS.R. 15.27(5) When two lorries are running together in the same direction the official incharge of the lorry in rear shall be responsible to see that the distance between them is adequate to stop the rear lorry within a safe distance in case a lorryman slips from the front lorry or the front lorry is stopped suddenly etc. S.R. 15.27(6) The \"Trolly Signals\" referred to in S.R. 15.26(5) (a) shall also be used in a manner similar to that indicated in S.R. 15.26(5) (a) for official incharge of lorries working without block protection to get information whether any train is in sight or if any train is approaching. When signals are not forthcoming from the observation post, the indication given by the flagman preceding/following the lorry in terms of G.R. 15.27 and Subsidiary Rules thereto shall be acted upon. \nS.R. 15.27(7) Use of Rail dolleys - (1) Manning of Rail Dolley - Every Rail Dolley shall be \nmanned by not less than two able-bodied men. The person incharge of the Rail Dolley shall \nbe a railway servant not lower in rank than a Gangmate/Keyman. He should have passed in \nmedical category A-3 and must hold a certificate of competency for working a rail dolley. \nCertificate of competency shall be issued either by an AEN by a SE (P.Way) of the section \nwho must satisfy himself that the person to whom the competency certificate is being issued, \nis fully aware of the rules of working of Rail Dolley and is also well acquainted with the \nconcerned section. \n \n Certificate of Competency shall be issued in the following form:- \nShri.....................................s/o.........................................Designation................at (Station).. \n......... has been tested and is found fully conversant with the section on which the Rail Dolley \nis to be used, all the relevant rules in respect of protection of Rail Dolley and for working \nthem, as well as the latest changes made in them. He is authorised to work a rail dolley on \n......... section (each section to be mentioned separately). \n This certificate is valid upto 31st December........................... \n \nStation ............................... Signature ....................... \n (Authorised Official) \nDate..................................... Designation ....................... \nThe Certificate of Competency must be renewed for each Calendar year after a fresh test. \n(2) Working of rail dolley :- \n \n(i) The Railway servant incharge of rail dolley(s) must inspect the section, particularly, in \nreference to heaping of ballast, girder, bridges, and any other special features which", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 319, + "text": "294 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nmake it difficult to drop the materials and remove the rail dolley. He shall get the \nballast and heaps cleared and work the dolley(s) in such locations only when visibility \nis clear for at least 1200 metres and the rails can be dropped safely without affecting \ntrain safety. \n(ii) Rail dolley shall not be worked on sections having gradients steeper than 1 in 200. \n(iii) Not more than 6 rail dolleys may be worked in a group in any one block section. \n(iv) Normally not more than 3 rail welded panels should be carried by rail dolleys. \n(v) The rail dolley must not be worked after sunset and before sun-rise and in bad weather \nwhen the visibility is poor. Rail dolley should not be worked in deep cuttings, sharp \ncurves, heavily built up areas etc. where the visibility is not clear for 1200 metres. In \nsuch locations the rail dolley may be worked under block protection. \nNote :- For working under block protection provisions under S.R. 15.27(2) (f) should be \nfollowed. \n(3) Protection of rail dolley:- \n(i) No traffic block or caution order is normally necessary for working of rail dolley \nexcept as indicated in S.R.15.27(7)(2)(v) above. Every rail dolley, when on line, shall \nbe protected by a Flagman at a distance of 1200 metres on BG and 800 metres on \nMG/NG from the rail dolley, on double line in the direction from which the train may \napproach, and by 2 flagmen, one on either direction on single line. The flagman shall \nalso carry 3 detonators for the use in any emergency. \n(ii) The Official Incharge of the rail dolley shall keep a sharp look out for approaching \ntrains and will get the rail dolley and material/s cleared off the track as soon as an \napproaching train is sighted. \n(iii) The Official Incharge shall be fully responsible for the safe working of rail dolley/s. \n(iv) While approaching level crossings the Official Incharge shall look out for road traffic \nand ensure safe passage of rail dolley. \n15.28 LORRIES AND TROLLIES OUT OF USE. - A lorry or trolly, when not in use, \nshall be placed clear of the line, and the wheels thereof be secured with a chain and \npadlock. \n \nS.R. 15.28(1). When a trolly/lorry/motor trolly is placed on a platform to be loaded in a train, it should be invariably placed parallel to the track and put in charge of a trollyman who is specially to be nominated by the person authorised to use the trolly/lorry/motor trolly and placed where it will not come in the way of passengers, working staff or trains. \n \nS.R. 15.28(2). As soon as a trolly/lorry is removed from the track and placed clear of it, the \nred flag/light referred to in G.R. 15.19 shall be removed, but care should be taken to ensure \nthat this signal is not removed before the line has been cleared of all obstructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 320, + "text": "295 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nAPPENDIX ( I ) \nRULES FOR WORKING OF ‘ON TRACK’ TIE-TAMPERS:- \n \n(1) (i) \"On Track” Tie-Tampers are self propelled vehicles. These shall be worked as a train under the system \nof working in force and shall be treated and signalled as a train except as provided below. However, \nthere need not be any Guard or Brake van attached to these vehicles. \n (ii) During Day when the vision is clear up to five \"On Track\" Tie-tampers may be allowed under one \n\"authority to proceed\" for working within the Block Section and proceed to next station or come back. \nAll \"On Track\" Tie-tampers must leave and enter the station at a time one after another and during \nthe course of the run the official-in-charge of leading Tie-tamper will be responsible for all the Tie-\ntampers. \n In case of thick, foggy and tempestuous weather as well as during the total failure of \ncommunication, these “On Track” Tie-tampers are not permitted to work on line. \n(iii) for the purpose of through movement from one block station to another block station a maximum upto 3 \ntrack maintenance machines can be permitted to run in a convoy, the following rules will be followed- \n(a) Whenever movement of more than one track maintenance machines required to be done the Station \nMaster of the dispatching station shall be offered a requisition for the same in writing by the \nSSE/SE/JE (track machine) incharge of the movement, who shall be overall responsible for the \nsafe running of the convoy, indicating the individual machines that are required to move. \n(b) The first machine will move on proper signals and the other 2 machines will follow on the \nauthority of the Machine Following Permit, which shall be issued by the Station Master of the \ndispatching station to each of the operators of the machines following the first machine. \n(c) The machine operators of the machines will endorsee on the Permit as token of acknowledgement \nthat they are aware that more than one machine is in convoy and one/two machine is in front and \nrear as the case may be. \n(d) These Permits shall be deposited with the Station Master at the receiving Station who will consider \nthe line as closed only after the receipt of the permit. \n(e) The operator of the all the machines shall be given caution order in which shall also be indicated \nthe number of machines following. This will be noted by the operators of the following machines. \n(f) On sections where motor trolleys are not allowed to work on Motor Trolley Permit running of \ntrack maintenance machines on Machine Following Permit will also be prohibited. These sections \nare already indicated in the Station Working Rules of the station and the Working Time Table of \nthe division. \n(g) Gatemen at Level Crossing Gates enroute will be specifically advised about the number of \nmachines entering the block section to ensure that the gates remain closed till the convoy has \ncleared the level crossing gates. \n(h) Operators of the machines working on Machine Following Permit will exercise extra vigilance at \nlevel crossing gates. \n(i) The machine operators will ensure that the distance between two machines is not less than 180 \nmts. \n(j) When moving in convoy the speed of machine shall not exceed 40 kmph \n(k) While moving in a convoy, if any machine is required to slow down or stop due to any reason. The \nmachine operator shall ensure that red hand signal is displayed by waving vigorously. \n(l) Attachment of another machine or camp coach/wagon is not permitted when machines are moving \nin a convoy, such attachment can only be done if a machine breaks down/fails in the block section, \nand such movement is done to clear the block section only. When a machine or a camp \ncoach/wagon is required for movement from one block station to another, such, movement shall be \ndone on line clear only. The requisition for such movement from the SSE/SE/JE (Track Machine) \nshall clearly specify that another machine/vehicle is attached with the track machine. This \ninformation will be conveyed to the Station Master in advance while taking line clear, and also the \ncontrol. The last machine/camp coach shall display LV board/tail lamp.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 321, + "text": "296 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(m) While moving from one block station to another block station on a double line section, the \nmovement of track laying and track maintenance machines shall be on the proper line only. \n(2) Each \"On Track\" Tie-Tamper shall be in direct charge of Junior Engineer Gr.II(TM/TT) herein-after called \nthe Operator. The number of Railway, staff on each Tie-Tamper should not exceed 8. The Operator shall be \na qualified person, competent to hold the charge of the Tie-tamper on the Main Line and also certified to be \nqualified in the rules and actual driving and working of the unit efficiently. \n(i) COMPETENCY CERTIFICATE :- \nThe Operator shall not use/operate the \"On Track\" Tie- tamper unless:- \n(a) He is in possession of a competency certificate issued by the concerned DRM(W) . This \ncertificate shall be valid for a period of one year from the date of issue. \n(b) He is fully conversant with the system of working, signalling of the section and has undergone \nroad learning as prescribed for Drivers and has recorded this fact in a competency book kept \non the Tie-tamper. This will be countersigned by Sr. Sectional Engineer(TM/TT) In-charge. \n(ii) The Operators of the \"On Track\" Tie-Tamper is responsible for operating, running of the Tie-tamper \nand shall follow the schedule of initial training/refresher courses in train working rules as \nprescribed for train Drivers. \n(iii) He must possess certificate of Medical fitness in A-3 Medical Category issued by a Railway Medical \nDoctor. \n(iv) The \"On Track\" Tie-tamper shall work on the line in the Block section or in the station yard under \nthe direct supervision of an Engineering Official, not below the rank of Junior Engneer Gr.II(P.Way) \nwho will be responsible for taking the traffic block and for protection of the lines while the work is in \nprogress. Hereinafter, he will be called Official-in-charge of the \"On Track\" Tie-Tamper. Whenever, \nit works in the yard, arrangements should be made to protect it as necessary in accordance with \nG&SR 15.27. \n(3) EQUIPMENTS:- \nThe Operator of the \"On-Track\" Tie-tamper shall be responsible to ensure that the following equipments \ncomplete in all respects and in working condition, are available on each \"On Track\" Tie-Tamper before the \nTie-Tamper is put on a running line : \n(a) 10 detonators ; \n(b) two red and two green hand signal flags; \n(c) two hand signal lamps; \n(d) clamp with locking device and key for clamping the token on single line sections; \n(e) a watch; \n(f) a torch; \n(g) an up-to-date copy of the working time table; \n(h) an oil feeder with oil; \n(i) an up-to-date copy of the General and Subsidiary Rules; \n(j) two chains with pad locks; \n(k) two clamps with pad locks; \n(l) one portable field telephone; \n(m) two banner flags; \n(n) wooden wedges two nos; \n(o) one petromax lamp; \n(p) one first aid box; and \n(q) any other equipment prescribed by special instructions. \nEach \"On Track\" Tie-tamper must be equipped with prescribed head and tail light, marker lights, and \nflasher lights as per G&SR 4.14 to 4.16. While moving in convoy the Tail Board/Tail lamp, should be fixed \nonly on the last Tie-Tamper in the direction of movement. \nThe \"On Track\" Tie-Tamper must have marked on it the number, designation and code initials of the head \nquarters stations of the official to whom it is allotted. These particulars to be painted in white letters on a \nred back-ground on both sides conspicuously.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 322, + "text": "297 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(4) RULES FOR OPERATION :- \n(i) Normally night working of \"On Track\" Tie-Tamper is not permitted except under \nspecial circumstances, when the permission of the DRM should be obtained. While \nworking in automatic signalling territory, precautions as prescribed for Tower wagons \nshall be taken. \n(ii) No \"On Track \" Tie-Tamper shall be brought on a running line from the siding , \nstabling line without the written permission of the station master on duty issued in the \nform of a shunting order (T/806). \n(iii) When the \"On Track\" Tie-Tamper is required to move from one Block Station to \nanother block station, the Operator should run the \"On Track\" Tie-Tamper only with \nthe proper authority to proceed as defined in GR 1.02(6). \n(iv) The official in-charge, of the Tie-Tamper will advise in writing to the Station Master \non duty of his intention to take the number of Tie-Tamper(s) on the line. The Station \nMaster, when putting up line clear enquiry, should clearly state the number of Tie-\nTamper (s) entering the section and whether they will be coupled or not. \n(v) The following procedure shall be observed for working of \"On Track\" Tie-Tamper. \nThe section should be blocked for Engineering purpose for imposing a block between \ntwo Block Stations. The Jr. Engineer Gr.II (P.Way) In-charge of \"On Track\" Tie-\nTamper , shall give the written notice indicating whether the \"On Track\" Tie-Tamper \nwill proceed to the next station or return to the starting station after completion of the \nwork; to SM concerned as under : \n \nNOTICE \n \nFrom: Sectional/Junior Engineer(P.Way) HQ ……….at………………….. station. \n To : SM……………………………station. \n \n Notice No……………………..date………………….. \n \n The line (UP/DOWN line as the case may be on double line) between \n…………………..station and………………….station at Kms……….to………is \nrequired to be blocked from…………hours to …………hours for working the \"On \nTrack\" No. (s)…………. for immediate testing/repairing of track, etc. \n \n \nSignature of Station Master Signature and Designation \n of Issuing Authority \n \nThe SM shall consult Control on controlled sections and the SM of the other \nend of the block section on non-controlled sections and ascertain the movement of \ntrains before granting Line Block, if he agrees to the blocking of the line and the \nduration of Block that may be granted, the SM shall issue a written authority as \nunder :", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 323, + "text": "298 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n \n \nFrom : SM………………….Station \nTo : SE/JE(P.Way)………………………H.Q. at ………………………………Station \n \nNo…………………….Date……………………….. \n \nRefer your notice no……………….Date………………. \n \nThe line (Up/Down line as the case may be on double line) \nbetween………………….station and ………………..station at \nKms……………..to……………is blocked from …………….hrs. to \n…………………hrs. for working \"On Track\" Tie- Tamper(s). \n \nNo train will be allowed to enter the block section till the Tie-Tamper(s) is \nremoved and the line is certified safe by you. \n \n………………………………. \n ………………………………. \nSignature of SE/JE(P.Way) Signature of Station Master\n with Station Stamp \n \n \nBefore issuing the said authority , the SMs concerned will see that their block \ninstruments are Operated to \"Train on line\", \"Train going to\" or \"Train Coming \nfrom\", etc., position as the case may be, according to the type of block instruments. \nRelevant instructions for working the different instruments should be observed. \nStop collars must also be placed on the Levers/Buttons /Slides of departure signal \nand other precautions like removal of SH/SM's Key, etc., must also taken and entry \nmade in red ink in the Train Signal Register. \nThe Official incharge, SE/JE (P.Way) will accompany the \"On Track\" Tie-\nTamper to its work site. \nOn removal of the block, the official who imposed such block, shall issue a \nsafety certificate as under:- \n \nNo…………. Date :…………………….\n \nFrom:SE/JE(P.Way)………………H.Q. at…………………………………station. \n \nTo : SM……………………………… \n Refer my notice no……………..dated…………….and your no…………… \ndate………….. The block imposed between…………station and …………station at \nKms………. to……….from……………..hrs. to ……………hrs. is removed and the \nline is certified safe for normal working. \n \nSignature of SM Signature and Designation of \n Issuing Authority", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 324, + "text": "299 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n \nThe SM on receipt of the said certificate will inform control and/or the SM at \nthe other end of the block section and cancel the block imposed, restore the Block \nInstrument to Normal position and make the necessary entries in the Train Signal \nRegister. Thereafter, normal working may be resumed. \nThe Official-in-charge of the Tie-Tamper shall be solely responsible for seeing \nthat the section is clear of all obstructions and that the track is fit for traffic at \nnormal speed before the Token or Tablet and/or T/806 is surrendered, Safety \ncertificate issued and the engineering block cleared. \n(A) SINGLE LINE SECTION : WORK AND PROCEED :- \nStation Master to do and ensure: - \n(i) Obtain line clear from Station in advance. \n(ii) Take 'OFF' last stop signal, if any. \n(iii) Issue special caution order indicating the number of \"On Track\" Tie Tampers \npermitted to work in block section. This shall be got noted and signed by all \nthe Operators and handed over to Official incharge of \"On Track\" Tie-\nTampers along with Token or Paper Line Clear Ticket as the case may be. \n(iv) The Official incharge shall travel on the last 'On Track' Tie - tamper. \n(v) On completion of work \"On Track\" Tie-tampers shall be received at station in \nadvance by taking 'OFF' reception signal. \n(vi) A competent railway servant shall display a green flag at the foot of first stop \nsignal till the last \"On Track\" Tie- tamper enters the station section. \n(vii) On arrival at station in advance, official incharge shall hand over the \nToken/Line Clear Ticket, Special caution order to Station Master only, when \nlast \"On Track\" Tie-tamper clears the block section. \n(viii) Official incharge shall certify in writing to Station Master that the track is safe \nand fit for train movement. \n(ix) Then only Station Master should close the block section. \n(B) SINGLE LINE SECTION - WORK AND RETURN \n(a) In Token Block Instruments territory :- \nStation Master to do and ensure : \n(i) Obtain line clear from Station in advance. \n(ii) Take 'OFF' last stop signal, if any. \n(iii) Issue special Caution Order indicating the number of 'ON Track' Tie-\ntampers permitted to work in block section and thereafter return to station \nin rear. This shall be got noted and signed by all the operators and handed \nover to official incharge of 'On Tack' Tie-tampers along with Token or \nPaper Line Clear Ticket as the case may be. \n(iv) The Official incharge shall travel on the first 'On Track' Tie- tamper.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 325, + "text": "300 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(v) On completion of work 'On Track ' Tie-tampers, shall be received at \nstation in rear by taking 'OFF' reception signals. \n(vi) A competent railway servant shall display a green flag at the foot of first \nstop signal till the last \"On Track\" Tie- tamper enters the station section. \n(vii) On return at station in rear, Official incharge shall hand over the \nToken/line clear ticket, special Caution Order to Station Master only when \nthe last \"On Track\" Tie- tamper clears the block section. \n(viii) Official incharge shall certify in writing to Station Master that the track is \nsafe and fit for train movement. \n(ix) Then only Station Master should cancel the line clear and normalise the \nBlock Instruments. \n(b) Token less Block Instruments territory: - \nStation Master to do and ensure: \n(i) Block back the section. \n(ii) Take out shunting occupation (SH) Key & keep in safe custody. \n(iii) Prepare and issue shunting order (T/806) and special caution order \nindicating the number of \"On Track\" Tie-tampers permitted to work in \nblock section and return to station in rear. This shall be got noted and \nsigned by all the Operators and handed over to Official incharge of \"On \nTrack\" Tie- tampers alongwith T/806. Last stop signal is passed at danger \non written authority i.e. T/806. \n(iv) The Official incharge shall travel on the first \"On Track\" Tie- tamper. \n(v) On completion of work \"On Track' Tie-tampers shall be received by taking \n\"OFF\" reception signals. \n(vi) A competent railway servant shall display a green flag at the foot of first \nstop signal till the last 'On Track' Tie- tamper enters the station section. \n(vii) On return at station in rear, Official in-charge shall hand over T/806, \nSpecial Caution Order to Station Master only when last \"On Track\" Tie- \ntamper clears the block section. \n(viii) Official incharge shall certify in writing to Station Master that the track is \nsafe and fit for train movement. \n(ix) Put back shunting occupation (SH) key in the block instrument and then \nonly Station Master should cancel the block back. \n(C) DOUBLE LINE SECTION: WORK AND PROCEED \n (a) Via Right Line:- \n Station Master to do and ensure: \n(i) Obtain line clear from Station in advance. \n(ii) Take 'OFF' last stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 326, + "text": "301 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(iii) Issue Special Caution Order indicating the number of 'ON track' Tie- tampers \npermitted to work in block section. This shall be got noted and signed by all \nOperators and handed over to Official incharge of 'ON Track' Tie- tamper. \n(iv) The Official inchage shall travel on the last 'ON Track' Tie- tamper. \n(v) On completion of work \"ON Track\" Tie- tampers shall be received at station in \nadvance by taking \"OFF\" receptions signals. \n(vi) A competent railway servant shall display a green flag at the foot of first stop \nsignal till the last \"ON Track\" Tie- tamper enters the Station Section. \n(vii) On arrival at station in advance, Official incharge shall handover the Special \nCaution Order to Station Masters only when the last \"ON Track\" Tie- tamper \nclears the block section. \n(viii) Official incharge shall certify in writing to the Station Master that the track is \nsafe and fit for train movement. \n(ix) Then only Station Master should close the block section. \n(b) Via Wrong Line:- \nStation Master to do and ensure: - \n(i) Obtain line clear on block telephone from Station in rear advising the total \nnumber of \"ON Track\" Tie- tampers. \n(ii) Issue Special Caution Order indicating the number of \"ON Track\" Tie-tampers \npermitted to work in block section and the Station at which 'ON Track' Tie- \ntampers will go on completion of work. This shall be got noted and signed by all \nthe Operators and handed over to Official in-charges of 'ON Track' Tie- tamper \nalong with Paper Line Clear Ticket. \n(iii) All the points over which 'ON Track' Tie- tampers will pass shall be correctly set \nand facing points clamped and pad locked. Thereafter Station Master shall issue \nwritten authority (T/511) and the 'ON Track' Tie- tampers shall be piloted out of \nthe station by a competent railway servant. \n(iv) The Official incharge shall travel on the last ‘ON Track' Tie- tamper. \n(v) On approaching the next station after completion of work, Operator shall bring \n'ON Track' Tie- tampers to stop opposite the first stop signal pertaining to right \nline or at the last stop signal of line (on which they are running) whichever \ncomes first. \n(vi) The Station Master of Station referred to in above para shall ensure that all \npoints in the facing direction over which 'ON Track' Tie-tampers will pass are \ncorrectly set, facing points clamped and pad locked. He shall depute a \ncompetent railway servant at the foot of signal which 'ON Track' Tie- tamper \nwould encounter first. He shall stop the “ON Track” Tie- tempers by exhibiting \na red flag and thereafter pilot them into station on a written authority issued by \nStation Master. If the Operators find that no competent railway servant has been \ndeputed at the foot of signal to pilot the 'ON Track' Tie- tamper into the station, \nG&SR 4.44 shall be observed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 327, + "text": "302 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(vii) On reaching the station at the other end of block section, Official incharge shall \nhand over the Special Caution Order , Paper Line Clear Ticket to Station \nMaster only when the last 'ON Track' Tie- tamper clear the block section and \nstand clear of fouling marks. \n(viii) The Official incharge shall certify in writing to the Station Master that track is \nsafe and fit for train movement. \n(ix) Then only Station Master should close the block section. \n (D) DOUBLE LINE SECTION: WORK AND RETURN \n(a) Via Right Line: \nStation Master shall do and ensure: \n(i) Block forward the line. Station Master at Station in advance will turn the \ncommutator directly to \"Train on Line\" position. \n(ii) Issue Special Caution Order indicating the number of 'ON Track' Tie- \ntampers permitted to work in block section return to station in rear. This \nshall be got noted and signed by all the Operators and handed over \nalongwith T/806 to pass the last stop signal; in 'ON' position to the official \nincharge. \n(iii) The official incharge shall travel on the first ‘ON Track' Tie- tamper. \n(iv) On completion of work, Operators shall bring their \"ON track\" Tie- tamper \nto stop opposite to first stop signal pertaining to right line or at last stop \nsignal pertaining to line on which they are running whichever comes first. \n(v) The Station Master of stations referred to in above para shall ensure that all \npoints in the direction over which \"ON Track\" Tie- tamper will pass, are \ncorrectly set, facing points clamped and pad locked. He shall depute a \ncompetent railway servant at the foot of signal which \"ON Track \" Tie- \ntamper would encounter first. He shall stop the \"ON Track\" Tie- tampers by \nexhibiting a red flag and thereafter pilot them into station on a written \nauthority issued by Station Master. If the operators find that no competent \nrailway servant has been deputed at the foot of signal to pilot the \"ON \nTrack\" Tie -tampers into station G&SR 4.44 shall be observed. \n(vi) On return at station in rear, Official in-charge shall hand over special \nCaution Order, T/806 to the Station Master only when the last 'ON Track' \nTie- tamper clears the block section and stand clear of fouling marks. \n(vii) Official in-charge shall certify in writing to the Station Master that track is \nsafe and fit for train movement. \n(viii) Then only Station Master should cancel the Block forward. \n (b) Via Wrong Line: - \nStation Master shall do and ensure: \n(i) Block back the line. Turn the commutator directly to \"Train on line\" \nposition.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 328, + "text": "303 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(ii) Issue Special Caution Order indicating the number of \"ON Track\" Tie-\ntampers permitted to work in block section and return to the stations. This \nshall be got noted and signed by all the operators and handed over to the \nOfficial in-charge alongwith T /806. \n(iii) All the points over which \"ON Track\" Tie- tampers will pass shall be \ncorrectly set and facing points clamped/pad locked. Thereafter Station \nMaster shall issue written authority (T/511) and the \"ON track\" Tie- tampers \nshall be piloted out of station by a competent railway servant. \n(iv) The Official in-charge shall travel on first \"ON Track\" Tie- tamper. \n(v) On completion of work \"ON Track\" Tie- tampers shall be received at station \nby taking \"OFF\" reception signals. \n(vi) A competent railway servant shall display a green flag at the foot of first \nstop signal till the last \"ON Track\" Tie- tamper enters the station section. \n(vii) On return at station, Official in-charge shall hand over, Special Caution \nOrder, T/ 806 to the Station Master only when the last \"ON Track\" Tie- \ntamper clears the block section. \n(viii) The Official in-charge shall certify in writing to the Station Master that \ntrack is safe and fit for train movement. \n(ix) Then only Station Master should cancel the Block back. \n(5) PRECAUTIONS: \n(i) The Official in-charge of the \"On Track\" Tie- Tamper is responsible for the \nprotection of the site of work and also for protection of adjoining track in case \nof infringement, if any. He shall also be responsible for safety of track after the \nworking of the Tie-Tampers. \n(ii) The Station Master on either side shall inform to Gateman of all the level \ncrossings equipped with telephones located in this block section about the total \nnumber of \"On Track\" Tie-tampers permitted to work in the block section under \nexchange of Private Numbers. \n(iii) While the \"On Track\" Tie-tamper are moving in the block section in convoy, it \nwill be the responsibility of the Operators of Tie-tampers to remain at a distance \nof at least 120 meters from each other. \n(iv) During the course of working, when required to pass a manned or un-manned \nL.C.Gate, each \"On Track\" Tie-tamper shall stop short of the level crossing and \npass only after ensuring the safety of the \"On Track\" Tie-tampers and the road \ntraffic. \n(v) The official in-charge of the \"On Track\" Tie-tamper shall always take four \nefficient flagmen equipped with banner flags, detonators, and red hand flags \neach, to protect the Tie-tampers. One flagman shall exhibit banner flag at a \ndistance of 600 meters on either side of the site of work and one flagman \nshowing a stop hand signal at a distance of 1200 metres on either side of the site \nof work.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 329, + "text": "304 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(vi) Some \"On Track\" Tie-tampers tend to foul the adjacent lines, while working on \ndouble line sections or in the yard. BRM (Ballast Regulating Machine) may foul \nthe adjacent line when stretching out its blades. If any part of a Tie-tamper is \nlikely to foul the adjacent line while working the Official in-charge of the \"On \nTrack\" Tie-tamper shall request SM in writing to block both the lines and such \nwork should only be undertaken, if blocking both the lines has been permitted by \nthe control and the SM and both the lines have been protected as per Para \n(5)(v) above. \n(vii) In case of CSM/DUO or any other such Tie-tamper where the operator is not in \na position to get a view of front directly, he shall ensure by deployment of his \nassistants in the front/rear cab that any obstruction/infringement i.e. Tie-tamper \nmoving ahead of banner flag etc. is communicated to him verbally or by display \nof HS/Flag etc. so that movement of the Tie-tamper may be controlled \naccordingly. \n(6) PROTECTION OF \"ON TRACK\" TIE-TAMPER WHEN STABLED AT STATION: \n(i) The running and stabling of the \"On Track\" Tie-tamper shall be arranged by the \nStation Master in consultation with the Section Controller. In case, the control \nis not working, the Station Master shall, consult the Station Master of the \nadjoining station. \n(ii) The \"On Track\" Tie-tampers shall normally be stabled on a non-running line. \n(iii) When the \"On Track\" Tie-tamper is stabled on a running line due to un-\navoidable circumstances, the mechanical hand-brakes shall be applied and Tie-\ntamper shall be securely chained to the rails in accordance with GR 5.23 and \nSRs thereunder. Lever Collars shall be placed on the concerned signal \nlevers/Buttons and slide of line on which \"On Track\" Tie-tamper machine is \nstabled. \n(iv) When the Tie-tamper is stabled, the Operators shall ensure that it is berthed \nclear of fouling marks and traps and without obstructing the adjacent lines. He \nshall apply the hand brakes and secure by wooden wedges to prevent movement. \nThe concerned points shall be set against the line on which the \"On Track\" Tie-\ntamper is stabled and such points shall be secured with clamps or bolts and \ncotters and pad locks. The keys of such pad locks shall be kept in the personal \ncustody of SM until the Tie -tamper is ready to leave from siding or running \nline. The \"On Track\" Tie-tamper Operator shall not relinquish charge until he \nhas satisfied himself that the \"On Track\" Tie-tamper has been properly secured \nand protected as prescribed. \n(v) The \"On Track\" Tie-tamper shall not move into or inside the traffic yard without \nshunting order and the permission of the Station Master. No shunting of \ngoods/passenger stock shall be permitted on the line where \"On Track\" Tie-\ntampers are stabled. No shunting should be performed with the \"On Track\" Tie-\ntamper attached. \n(7) FAILURES & ACCIDENTS: \n(i) Failure in Block sections of the \"On Track\" Tie-tamper will be treated as \naccident under class 'J-2'. Accidents involving \"On Track\" Tie-tamper shall be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 330, + "text": "305 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \ntreated as train accidents under the appropriate class and action should be \ntaken as per the rules in force. \n(ii) In the event of complete breakdown of the \"On Track\" Tie-tamper in the section \nand if the time required to carry out repairs is likely to exceed 30 Minutes, the \nOfficial in-charge of \"On Track\" Tie-tamper shall send one of his staff to the \nnearest Station Master with a report in writing of the circumstances, stating the \nsite of breakdown and the nature of relief required, if any. However after 15 \nminutes he should then arrange for the line to be protected in accordance with \nG&SR 6.03. \n(iii) If, after sending for assistance, the vehicle is repaired and can go forward to the \nnext station, it shall do so at walking pace and the Official in-charge shall \narrange to protect the vehicle by deputing two person with hand signals and \ndetonators one each in front and rear of the vehicle, to walk at a distance of \n1200 metres and 800 metres on BG and MG/NG respectively. These persons \nshall clearly show hand danger signals and in addition, when a train or engine \nis observed approaching the vehicle, immediately place detonators on the rails \nand continue to show hand danger signals to the approaching train or engine. \n(8) SPEED OF THE \"ON TRACK\" TIE- TAMPER: \nThe speed of the \"On Track” Tie- Tamper while passing over points and crossing \nshall not exceed 10 KMPH. on the straight, it shall not exceed 40 KMPH. \n \nAPPENDIX ( II ) \n \nSPECIAL INSTRUCTIONS REGARDING NEW WORKS \n \n(1) General- \n(a) The instructions herein apply to works constructed subsequent to the first \nopening of a Railway or section of a Railway. \n(b) The safety of the travelling public is ensured by the rules laid down in :- \n(i) The Railway Act of 1989 (as amended from time to time) \n(ii) The General Rules for all Open lines of Railways. \n(iii) The Railway (opening for the public carriage of passenger) Rules, 2000 (as \namended from time to time) and \n(iv) The Indian Railway Schedule of Dimensions. \n(c) The rules provide for the legal authorisations that should be obtained from \nauthority competent to sanction and the procedure for obtaining sanction for any \nworks which affects the running line before the work is started or brought into \nuse and before a new section of the line is opened for public traffic. \n(2) Classification of works - for the purpose of these instructions, works are divided into \ntwo classes, namely-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 331, + "text": "306 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(I) Works requiring the sanction of the Commissioner of Railway Safety prior to \nexecution and opening. \n(II) Works not requiring the sanction of the Commissioner of Railway Safety. \n Class I - Comprises the following : \n(a) (i) Under Section 23 of the Railways Act 1989 and chapter VII of the Railway \n(opening for the public carriage of passenger) Rules, 2000,, the approval of \nthe Commissioner of Railway Safety is required for the execution of any work, \non the open line, which will affect the running of passenger trains and any \ntemporary arrangements necessary for carrying it out, except in cases of \nemergency. \n(ii) For the commencement and opening of the following works, when they are \nconnected with or form part of the railway already opened, the sanction of \nCommissioner of Railway Safety shall be obtained. \n(1) Additions, extension or alteration to running line. \n(2) Alterations to points and crossings in running line. \n(3) New Signalling and interlocking installations or alterations to existing \ninstallations. \n(4) New station, temporary or permanent. \n(5) Heavy re-grading of running lines involving raising/lowering of track in \nexcess of 50 cms. \n(6) New bridges including ROB/RUB/FOB or extensions of existing once, \ngirders spans, whether additional or in replacement of existing once \nincluding temporary girders. \n(7) Provision of new level crossings, shifting of existing level crossing, \ndemanning and down grading, manning of un-manned level crossing, \nupgrading of LCs involving changes in method of working or operations \n(such as interlocking, Provision of lifting barriers in case of gates) and \nclosing down of level crossings etc. across running lines. \n(8) Permanent diversion (Deviation) less than 2 kms in length without any \nstation in between and irrespective of length when a new station is \ninvolved. \nNote: - Permanent diversion more than 2 kms. in length and irrespective \nof length when a new station is involved are to be treated as \nnew lines covered by provisions of section 21 and 22 of the \nRailway Act. \n(9) Temporary diversion irrespective of length, except those laid for \nrestoration of through communication after accident. \n(10) Introduction of electric traction on new/existing routes/permanent \ndiversions/ yard lines/loop lines/siding more than 2 kms. in length; and \nirrespective of length when a station is involved, except temporary \ndiversion introduced for restoration of through communication after \naccident. \n(b) (i) Application for any alteration, reconstruction or additions that may require \nthe sanction of the Commissioner of Railway Safety shall ordinarily be made", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 332, + "text": "307 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nfourteen days in advance of the expected commencement of such works \npertaining to passenger trains and sanction obtained before such \ncommencement. When alterations to the proposals originally sanctioned by \nthe Commissioner of Railway Safety become necessary, the sanction of the \nCommissioner of Railway Safety shall be obtained for such alterations before \nthe works is put on hand. \n(ii) If, for any reason, a sanctioned work is not taken up in hand within 12 months \nof the date of a sanction, application shall be made to the Commissioner of \nRailway Safety for renewal of his sanction. \nClass II - Comprises the following :- \n(a) Any new work, alteration or reconstruction not affecting running lines. \n(b) Any work which does not interfere with the existing Signalling or interlocking \narrangements or involve new Signalling or interlocking arrangements. \n(c) Any new lines/loop lines/sidings not more than 2 kms. in length being laid down \nand electrified or for charging of OHE at 2.2/25 KV as an antitheft measure. \nIn such cases the permission for energisation shall be granted by Electrical \nInspector. \n(d) Work necessitated by accidents. The procedure detailed in SR 15.06 shall \nhowever, be adopted. \nNote: - In every doubtful case, application shall be made to the Commissioner of \nRailway Safety, before commencing the work. \n(3) Application for sanction for works - Application to the Commissioner of Railway \nSafety for sanction for carrying out works affecting the running line shall be made by \nthe Junior Administrative grade officers in the Division and by the Divisional Railway \nManager/Addl. DRM, if no such officers are posted in the Division. In construction \norganisations, it shall be signed by Junior Administrate grade officers of the \ndepartment concerned on behalf of the Chief Engineer (Construction)/Chief Signal \nand Tele-communication Engineer (Construction)/Chief Electrical Engineer \n(Construction). \n(4) (i) For Divisional works, which involves both Civil Engineering and Interlocking \napplication shall be signed jointly involved by JA grade officer of both Civil \nEngg. and S&T deptt. of the division, in the absence of JA grade officer the \napplication will be signed by DRM/ADRM. In the case of works executed by \nS&C application by DRM/ADRM, in the case of works executed by S&C, \napplication shall be signed by JA grade officers representing CE(C) and \nCSTE(C). \n(ii) In all cases, the name and designation of the signatory should invariably be \ngiven. \n \n(5) Application for running of new type of locomotives and for rolling stock and for \nincrease in speed :- \n(a) Application to the Commissioner of Railway Safety for sanctioning the running \nof new types of locomotives or rolling stock or increasing the maximum \npermissible speed on a specified section or sections shall be made 15 days in \nadvance by the Chief Engineer and accompanied by the following documents :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 333, + "text": "308 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(1) Load diagram. \n(2) Certificates for track strength. \n(3) Certificates for strength of girders. \n(4) Certificates of test runs of oscillation trial (if required by the \nCommissioner of Railway Safety) \n(5) Certificate in the prescribed form, signed jointly by the Chief Mechanical \nEngineer/Chief Engineer/ Chief Electrical Engineer/Chief Signal and \nTelecommunication Engineer. \n(6) A statement in the prescribed form detailing any infringement of maximum \nand minimum dimensions involved in the running of the locomotive or \nrolling stock. \n(b) On receipt of such an application, the Commissioner of Railway Safety will, if \nhe so desires, inspect and/or try out the new locomotives and/or rolling stock \nand the Railway Administration shall afford him the necessary assistance to do \nso. \n(6) Prior to the energisation of any section the following certificates and documents shall \nbe submitted to the Commissioner of Railway Safety; \n(a) General Safety Certificate of works signed by CE and CSTE of the Construction \nOrganisation. \n(b) Safety certificates for electrical works signed by CEE of Open Line and \nCPM/CEE/Dy.CEE of the RE/Construction organisation. \n(c) Safety certificate in respect of electric rolling stock signed by CEE, CME, COM \nand CE of the Open Line Railway. \n(d) Certificate of Open line officers about the knowledge of their staff regarding \nsafety rules for electrified sections. \n(e) Certificate issued by DRM of Open line regarding introduction of safety \nmeasures, issue of Special Station Working Rules and obtaining assurance of \nthe staff concerned regarding their knowledge of rules applicable to AC \ntraction. \n(f) Copies of Station Working Rules which have been distributed to various Station \nMasters. \n(7) A Safety Certificate, shall be issued before the work is brought into use. \n(8) Inspections by the Commissioner of Railway Safety - When the Commissioner of \nRailway Safety notifies his intention to inspect a work prior to opening for the public \ncarriage of passengers, advice as to when the work will be ready for inspections shall \nbe intimated to him at least 14 days before it is proposed to open it. \n(9) (a) Final inspection by Commissioner of Railway Safety for the introduction of \ncommercial services on newly electrified sections;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 334, + "text": "309 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(i) A special train comprising of an electric locomotive, observation car in the \nrear and appropriate number of coaches or inspection carriages for \nofficers and staff and Guard’s Brakevan shall be kept ready at an \nappropriate location to take CRS, CEE, CPM and HODs of \nRE/Construction organisation alongwith concerned Divisional officers of \nOpen Line and Sr. Officers of RE/Construction organisation for a final \ninspection as per a pre-arranged programme. The officers on the special \ntrain shall furnish whatever information/clarification sought by CRS and \nCEE. \n(ii) During this inspection Commissioner of Railway Safety will particularly \nexamine the safety and operational aspect, inspect the rule books, registers \nin possession of staff and test the knowledge of staff such as engineering \ngangs, substation staff, transportation staff at stations, cabins etc. \n(b) Sanction of Commissioner of Railway Safety for electrified section:- \nSubject to the trial run being satisfactory, an “all concerned message” may be \nissued by the Commissioner of Railway Safety communicating his sanction for \nthe introduction of commercial services. \nAfter the receipt of CRS's sanction commercial services may be commenced \neither immediately or subsequently. It is, however, desirable wherever possible \nto check the current collection at different speeds during night time, when \nhauling a fully loaded train. These tests may be conducted jointly by Dy. \nCEE(OHE)/RE, Sr.DEE(TRD) and Sr. DEE(RS) along with representatives of \nthe OHE contractor. Defective working noticed shall be rectified as soon as \npossible and on successful completion of the tests, a joint certificate shall be \ngiven confirming that full commercial working may be introduced. \n \n(10) Submission of Safety Certificate- \n(a) The Commissioner of Railway Safety while according his sanction, may or may \nnot propose to inspect the works. \n(b) (i) Should the Commissioner of Railway Safety decide not to inspect the work \nprior to opening, the Safety Certificate, together with the certificates \nreferred to therein, shall be completed and submitted before the work is \nopened by the Engineer(s)-in-charge and a telegram/message, when so \nrequired, despatched to the Commissioner of Railway Safety. Copies of the \nSafety Certificates shall be sent to the Divisional Railway Manager, the \nChief Engineer and/or the Chief Signal and Telecommunication Engineer \nand/or Chief Electrical Engineer. \n(ii) The Safety Certificate for Engineering works shall ordinarily be signed by \nthe Assistant Engineer. In the case of works involving Tracks and Bridges \nand/or Signalling and Interlocking, the Safety Certificates may, if required \nbe signed jointly by the Engineers concerned. \n(c) If the Commissioner of Railway Safety decides to inspect the work prior to \nopening, he will, after inspection in the company of the officers concerned, \ncommunicate in writing his sanction to open the work.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 335, + "text": "310 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(11) Deviation from plans approved by the Commissioner of Railway Safety - If the \nmaterial deviations from the plans approved by the Commissioner of Railway Safety, \nwhich affect the lay out of lines or the arrangement of signals or the working Rules, \nare found necessary, his prior approval to such deviations shall be obtained with \nreference to the application first made. \n \n(12) Special Instructions Regarding Safety Certificates For Signalling Works - The \nfollowing instructions shall also be observed regarding the submission of Safety \nCertificates for works involving Signalling and/or Interlocking :- \n(i) Sanction of the Commissioner of Railway Safety is required under rules 4.10 to \nspeeds over 15 KMPH. Speeds in excess of 15 KMPH but within the speeds \npermissible for the Standard of Signalling, subject to any local restrictions \nnecessary, may be permitted on the Chief Engineer’s Safety Certificate. \n(ii) Only a Gazetted Officer of the Signalling department shall initiate the Safety \nCertificate for works involving - \nIn case of purely signalling works, S&T Officer will initiate the safety \ncertificate. In case works involving P.Way in interlocked portion of the yard, \nEngineering officers jointly along with officers of S&T and other departments \nshall initiate the safety certificate. \nNote: - By “initiate” is meant that a Signal Officer certifies that the \narrangements are in accordance with the Signalling Plan sanctioned by the \nCommissioner of Railway Safety. \n(iii) The Sr./Divisional Engineer shall in all cases against the restrictions of speed in \naccordance with clauses (i) and (ii) above, and shall order their removal when \nauthorised to do so by the Sr./Divisional Signal and Telecommunication \nEngineer. \n(iv) In the case of Joint Works carried out by more than one department, the Safety \nCertificate shall be signed by Junior Administrative Grade officers in the \nDivision and by the ADRM or by Divisional Railway Manager, if no such \nofficers are posted in the Division. In Construction Organisations, it shall be \nsigned by Junior Administrative Grade officers of the department concerned on \nbehalf of the Chief Engineer (Construction)/Chief Signal and Telecommunication \nEngineer (Construction). Then it shall be submitted to the Commissioner of \nRailway Safety. \n \n(13) Special Instructions Regarding Safety Certificates for Electrical Works; \n The Certificates in the prescribed proforma as detailed after para 21020 of the \nChapter X of ACTM vol.-I Part-I shall be submitted to the EIG for obtaining \npermission for energisation of Sections/Lines irrespective of the fact whether CRS’s \nsanction is required or not.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 336, + "text": "311 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(14) Special instructions in connection with Signalling and Engineering works - \n(a) For the purpose of these instructions, works are divided under the following \nheads:- \n(i) Routine maintenance work in connection with the Signalling and \nInterlocking gear which do not require the issue of Traffic Working Order \nin addition to the provisions of Rule 3.51. \n(ii) Ordinary Engineering maintenance work which is executed on running \ntracks during daylight hours, inside or outside station limits under traffic \nand without interference to the train service and which is of such a nature \nas not to require the issue of Traffic Working Order whether or not they \nrequire the application of Rules 15.08, 15.09 and 4.09. \n(iii) Additions and alterations and works, other than routine maintenance, in \nconnection with the Signalling and interlocking gear which requires \nTraffic Working Order to be issued by the Divisional Railway manager, in \naddition to the provisions of Rules 3.51(3). \n(iv) Additions and alterations and works affecting running lines within station \nlimits carried out by the Works Branch which involves interference with \nthe normal train service and which require Traffic Working Order to be \nissued by the Divisional Railway Manager, in addition to the provisions of \nRules 15.08 and 15.09. \n(v) Works affecting running lines outside station limits which will or are likely \nto interfere with the normal train service and which require the imposition \nof Line Block. \n(vi) Works inside or outside station limits which require the opening of \ntemporary diversions or bridges and which require, the issue of Traffic \nWorking Order by the Divisional Railway Manager. \n(b) In the case of items (iii) and (iv) of clause (a) above the official responsible for \ncarrying out the work, shall send a Special Notice to the Divisional Railway \nManager, at least ten days before the work is due to commence, advising him \nwhen the work will be commenced and requesting him to issue Traffic Working \nOrder for the working of traffic during the time the work is in progress. A copy \nof the Notice shall also be sent to the Station Master of the station at which the \nwork has to be carried out. The Divisional Railway Manager receiving such \nNotice shall at once prepare Traffic Working Order and issue them to all \nconcerned. Only after the issue of Traffic Working Order, the work shall be \ncommenced. The Station Master shall be responsible for ensuring that all staff \nat the station responsible for the working trains understand them and carry \nthem out. The date and time at which the work is actually commenced shall be \ncommunicated to the Divisional Railway Manager by the official who sent the \nspecial notice. \n(c) Overhauling of Interlocking Lever Frame, Interlocking Key Boxes and Station \nMaster’s Slide Control Instrument.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 337, + "text": "312 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(i) During such overhauling, the station shall be worked under special \nInstructions to be issued by the Divisional Railway Manager in conformity \nwith Rule 3.38. \nThe SSE (Signal) incharge shall issue the Disconnection/Reconnection \nNotice to the Station Master and obtain his signature before the \ncommencement of and after completion of overhauling. \n(ii) Overhauling of Interlocking Lever Frames : \n \nMechanically Operated Points:- \nThe Station Master should ensure that all the facing points (controlled \nfrom the lever frame being overhauled), over which the trains will pass are \ncorrectly set, clamped and padlocked. Similarly the trailing points on the \nroute are also correctly set. \nElectrically Operated Points:- \nStation Master shall ensure that all facing and trailing points over which \nthe trains will pass over are correctly set, clamped and padlocked. The \npoints on the other end of corresponding cross over shall also be correctly \nset, clamped and locked. \n \nL.C.Gates:- \nInterlocked LC Gates controlled by the respective signals, should also be \nclosed against Road traffic and locked before permitting movement. \n \nThe Divisional Railway Manager shall issue detailed Temporary Working \nInstructions for each phase of work in case the work is done in phases. \n \n48 hrs. advance notification regarding Date and Time of work proposed to \nbe taken on hand and its probable duration shall be given by concerned \nsenior supervisor incharge of the work. \n \nOn getting confirmation from Sr.DOM, the Supervisor incharge of work \nshall issue notification alongwith disconnection memo to ASM on duty. \n \nCaution Orders for observing the speed restriction etc. shall be given by \nconcerned officials as specified in the Traffic Working Order. \n \nCaution Order shall be issued for work. \nAt Colour Light Signalling Stations: \nDuring the period of overhauling the reception and despatch signal will \nassume caution aspect only. The distant and 2nd Distant signal shall \nassume caution, attention aspects respectively. The advanced starter shall \nnot be taken off.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 338, + "text": "313 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nLower quadrant signalling stations: \nThe Advanced Starter and Warner signals shall be kept at ‘ON’. The \nreception and despatch signals can be taken ‘OFF’. \n \nMultiple aspect upper quadrant signalling stations: \nProceed and attention aspect of Home/Starter/Advanced Starter and \nDistant signals shall be suspended. The reception and despatch signals \ncan be taken ‘OFF’. Works extending beyond one day shall be carried out \nunder Traffic Working Order (T.W.O.). Caution Orders shall be issued as \nper rules. \n \n(iii) During overhauling and Interlocking of key boxes, the yard is treated as \ntotally non-interlocked. It is the personal responsibility of the Station \nMaster to ensure that all points over which the train movement takes place \nare correctly set and locked and LC gates are closed and locked to the \nroad traffic before permitting any movement. It should also be ensured \nthat no simultaneous movements take place during the period of non-\ninterlocked working. \n \n(iv) During the Overhauling of Station Master’s Slide frame, it is not possible \nto work on the existing slide for reception and despatch of trains. \nThe following procedure need to be adopted:- \n(a) The advanced Starter shall be suspended. \n(b) Proceed and Attention aspects of all signals shall be suspended. In \nlower quadrant signal territory, Warner should be suspended during \nthe overhauling. \n(c) The Station Master slides control for reception signal shall be \ntemporarily by passed during the overhauling. The cabins shall be \nmanned by Station Master during the period of overhauling and \nexchange of private number with Station Master on Platform for train \nworking. \n \n(15) Notification to Railway Officials when Opening Works - Except as described in \nparagraph 17 below, no new work affecting the running of trains or the working of \nthe traffic at stations shall be brought into use until staff of the Branches concerned \nhave been notified by means of a circular issued by the Divisional Railway Manager. \nTimely intimation of the date of the opening of works shall be sent to the Divisional \nRailway Manager whenever any new or revised Working Rules are to be brought into \noperation to enable him to give the running staff due notice.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 339, + "text": "314 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(16) Opening of Temporary Diversions or Bridges : \n(a) When opening temporary diversion or bridges for traffic, the following \ninstruction shall be observed. \n(i) Atleast 14 days before the restrictions is to come into force, the Divisional \nEngineer shall send a notice, in the prescribed form to the Sr./Divisional \nOperations Manager, Sr./Divisional Signal and Telecommunication \nEngineer, Sr./Divisional Mechanical Engineer, Sr./Divisional Electrical \nEngineer, SSE (Loco), SE (C&W) of the depot stations at both ends of the \nruns of the Drivers concerned, including SSE (Loco), SE (C&W) of the \nDepot stations immediately on either side of the temporary diversion or \nbridge, Traction Distribution Supervisors, the Transportation Inspector, \nthe Station Masters of the Head quarter stations of Guards concerned and \nthe SE (Signal), specifying the nature of the restriction and the \napproximate date on which it will come into force. This notice shall be \nfollowed by a second notice, in the prescribed form, giving the actual date \nand time at which the restriction will be applied. The second notice shall \nbe issued at least 7 days before the actual date of commencement. \n(ii) SSE (Loco) or other Official-in-charge at each end shall issue the \nnecessary Notices and Instructions to Drivers who shall sign the book \nmaintained therefor and comply with Rule 4.30. \n(iii) The Station Masters of the Head quarters stations of Guard’s concerned \nshall issue the necessary Notices and Instructions to Guards who shall \nsign the book maintained for the same and comply with Rule 4.30. \n(iv) When Line Block is required, the procedure laid down in SRs under GR \n15.08 shall be observed. \nNote: - Temporary diversions or bridges shall not be opened for traffic \nearlier than the time notified in the prescribed form except in \nconsultation with the Divisional Railway Manager. \n(b) Where the opening of the temporary diversions or bridges required the issue of \nTraffic Working Order, the Sr./Divisional Engineer shall ensure that Traffic \nWorking Order is issued before commencement of such work. \n \n(17) Works resulting from accidents : \n(i) An abbreviated procedure to be adopted in the case of accidents, as laid down \nin Section 24 of the Railways Act 1989 is reproduced below :- \n“When an accident has occurred on a railway resulting in a temporary \nsuspension of traffic, and either the original lines of rails and works have been \nrestored to their original standard or a temporary diversion has been laid for \nthe purpose of restoring communication, the original lines of rails and works so \nrestored or the temporary diversion, as the case may be, may without prior \ninspection by the Commissioner, be opened for the public carriage of \npassengers, subject to the following conditions, namely:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 340, + "text": "315 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(a) the railway servant incharge of the works undertaken by reason of the \naccident has certified in writing that the opening of the restored lines of \nrails and works, or of the temporary diversion will not in his opinion be \nattended with danger to the public; and \n(b) a notice of the opening of the lines of rails and works or the diversion shall \nbe sent immediately to the Commissioner. \n(ii) The certificate (in the prescribed form) shall be signed by the representative of \nthe Works Branch-in-charge of the work before opening it. This certificate shall \nbe despatched to the Officers concerned. The Engineering representative shall \nhand over a copy of the certificate to the representative of the Transportation \nDepartment at the site of the accident and the latter shall not permit the passage \nof traffic over the restored line or the diversion until he is in possession of the \ncertificate. \n(18) Opening of New Works within Station Limits : \n(a) On receipt of sanction to open a new work, the Sr./Divisional Engineer, or the \nSr./Divisional Signal and Telecommunication Engineer, or the Sr./Divisional \nElectrical Engineer (Traction Distribution) shall arrange with the Divisional \nRailway Manager the date on which the new work is to be handed and taken \nover. After the new work is handed over, the Sr./Divisional Engineer, the \nSr./Divisional Signal and Telecommunication Engineer, the Sr./Divisional \nElectrical Engineer (Traction Distribution) shall advise the Chief \nEngineer/Chief Electrical Engineer/ Chief Signal and Telecommunication \nEngineer/Chief Operations Manager. \n(b) When the work is important and affects a running line, the Engineering and \nOperating Officers shall be present. \n(c) When the work is not important and does not affects a running line, the Officer \nof the concerned department may authorise the Inspector of his department to \nhand over the work, and the Divisional Railway Manager may authorise the \nTransportation Inspector or Station Master to take over the work. \nNote :- (i) The Transportation Officer or Supervisor, who takes over a new \nwork, shall satisfy himself that the levers, signals, points and connections \nwork freely and properly and that the installation fulfils its object. He \nshall also see that the signal lights are properly focussed, that the back-\nlights are clearly visible from the place required by the rules, and that the \nElectric Repeaters where provided, correctly represent the indication of \nthe signals which they repeat. \n(ii) Before issue of the Certificate and taking over any interlocking \ninstallation, the Transportation Officer or Supervisor shall instruct the \nstation staff responsible for working the interlocking installation and test \nthem in their knowledge of the signalling diagram exhibited at the station \nand of the rules and working instructions in connection therewith. \n(iii) No person shall be placed in-charge at stations where interlocking \ninstallations have been provided unless the Transportation Officer or \nSupervisor has satisfied himself that such person has a full knowledge of \nthe working of those stations. \n************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 341, + "text": "316 LEVEL CROSSINGS \n________________________________________________________________________________________________________________ \nCHAPTER XVI \nLEVEL CROSSINGS \n \n16.01 KNOWLEDGE OF SIGNALS.- No person shall be appointed to be a Gateman \nunless he has a knowledge of signals. \nS.R.16.01(1)(A) Certificate of Competency - Every Gateman shall be tested by SSE(P.Way) or Transportation Inspector as the case may be, and issued a certificate of competency in the form given below before he is put to work independently. The competency certificate shall be valid for a period of five years. \nCertificate of Competency \nCertified that I have examined Shri .............................s/o Shri.................................. \nDesignation........................in his duties of Gateman at level crossing Gate \nNo.............................He is also conversant in the use of hand signals, detonators and other \nsafety equipments provided at this gate. He is also conversant with the procedure to be \nadopted during abnormal conditions at this gate. \nThis certificate is valid for five years from the date of issue. \nPlace...................... Signature \nDate....................... Designation \n[SSE(P.Way)/TI] \n \n(B) In addition to the above certificate, every gateman shall be issued a certificate of \ncompetency by the instructor incharge of the school which has attended for initial/Refresher \ncourse, in the following proforma:- \n \nCertificate of Competency \nCertified that Shri.............................s/o Shri........................................Designation.................... \nStation.................has been examined in the duties of Gateman during normal as well as \nabnormal circumstances and found conversant. He is also conversant in the use of hand \nsignals, detonators, flare signals and other equipment provided at the gate. \n \n This certificate is valid for a period of five years from the date of issue. \nPlace...................... Signature \nDate....................... Instructor Incharge \n Divl. Traffic/P.Way \n Traning School \n \n16.02 SUPPLY AND CARE OF EQUIPMENT. - Every Gateman shall - \n \n(a) be supplied with day and night hand signals, detonators and other prescribed \nequipment, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 342, + "text": "317 LEVEL CROSSINGS \n________________________________________________________________________________________________________________ \n(b) keep such signals, detonators and other equipment in proper order and ready for \nuse. S.R. 16.02 (1) The Gateman should always keep their hand signal lamps trimmed and ready for lighting and use at a moment's notice. During night, one of the hand signal lamps should be kept lit throughout to show danger stop signal to an approaching train when required. When the level crossing is closed to road traffic, the hand signal lamp should be kept it dimly only. S.R. 16.02(2) Every gateman working on double line/ multiple line sections, Ghat sections, suburban sections and automatic block territories shall be supplied with three fusees and every gateman working on Single line section with ‘one’ fusee. These fusees may be used particularly at night or in thick, foggy and tempestuous weather to stop the approaching train/trains short of the obstructed level crossings when the gateman does not have sufficient time to protect the obstruction as laid down in G.R. 6.03 and S.Rs. there under. \n \n16.03 ROAD TRAFFIC. - \n \n(1) Subject to such special instructions in that behalf as are permitted by these rules \n,all gates at level crossings shall be kept constantly closed and securely fastened \nacross the thorough fare on both sides of the railway and shall only be opened \nwhen it is necessary and safe to open them for the passage of road traffic. \nProvided that any Railway Administration may from time to time issue special \ninstructions for any particular level crossing or class of level crossing and may by \nsuch special instructions permit the gates at any level crossing or class of level \ncrossing to be normally kept open to road traffic and may therein prescribe the \nconditions under which gates are to be kept closed against road traffic for the \npassage of a train or trains or for the purpose of any other railway operation; and \nall such special instructions so long as they be not cancelled or superseded shall for \nthe purposes only of the Railway Administration issuing the same be deemed to be \nGeneral Rules within the meaning and subject to the provision of Section 47 of the \nAct. \n(2) If for any reasons the gates at level crossings cannot be so closed/fastened across \nthe thorough fares on both sides of the track, action to prevent the approaching \ntrains, if any, from running into the gate may be taken in accordance with \nstipulations laid down under General Rules 16.06. \n(3) Gateman, where provided, shall, at all level crossings be prepared, whenever such \nlevel crossings be open to road traffic, to show a Stop hand signal to any \napproaching train. \n(4) Where no Gateman is specially provided for night duty at a level crossing, the \ngates there at shall, subject to special instructions, be locked at night and opened \nonly to pass road traffic in such manner as may be prescribed by special \ninstructions. \nS.R. 16.03(1) Special instructions shall be embodied in the Station Working Rules for level crossings situated within the outer most stop signals and also for those Engineering Level Crossing Gates which are situated outside station limits but provided with telephonic communication.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 343, + "text": "318 LEVEL CROSSINGS ________________________________________________________________________________________________________________ \n These instructions shall be framed by Engineering Branch signed by Sectional D.E.N. with prior approval of Sr. D.O.M/D.O.M and Sr. DSTE/DSTE. If any communication is provided between a station and level crossing whether situated within or outside station limits, procedure to be followed, must be laid down in the special instructions. Action to be taken by Gateman/S.M. in the event of failure of communication between the level crossing and the station/cabin should specially be mentioned in such rules/instructions. A copy of these rules/relevant extract from the Station Working Rules should be hung up at the gate lodge at manned level crossing. \nS.R. 16.03(2) Classification of and Specification for level crossing. - For classification of, and standard specification for, level crossing and other rules pertaining to level crossings and gateman, a reference must be made to Chapter IX of Indian Railways Permanent Way Manual 1986 issued by the Railway Board. \nS.R. 16.03(3) All special and A class level crossings which are interlocked and protected by signals are exempted from G.R. 16.03(1) and also such non-interlocked 'B' and 'C' class level crossings which are equipped with lifting barriers, have telephonic connection with the station and where track at the level crossing is straight on either side to afford clear view of an approaching train and are not on suburban or Automatic signalling sections. \nThese 'B' and 'C' class level crossings should be provided with Whistle Board on either side at adequate distance and Divisional Railway Manager should personally decide to keep them open to road traffic and should get approval of COM and CE or PCE. \nS.R. 16.03(4) In case of level crossing gates not protected by gate/station stop signals, the following procedure will be followed for display of danger signal :- \n(a) At level crossing gates with normal position 'Closed' to road traffic, the gateman after ensuring that there is no train in sight nor there is any audible sound of it, will fix red flag/red lamp on the wooden/metal staff provided on both side of the gate before he proceeds to open the gate for passing road traffic and the red flag/ red lamp will remain fixed as long as the gate remains in 'Open' position. After closing the gate he will remove the red flag/red lamp. \n(b) At level crossing gates whose normal position is open to road traffic, the gateman, on being aware or on being informed of an approaching train will fix red flag/red lamp on the wooden/ metal staff provided on both sides of the gate till he closes the gate. After closing the gate he will remove the red flag/red lamp. \n \n16.04 GATEMAN TO OBSERVE PASSING TRAINS. - Except where otherwise \nprescribed under special instructions, the Gateman shall observe all passing trains and \nbe prepared to take such action as may be necessary to ensure safety of trains. \n \nS.R. 16.04 The gateman at all level crossing gates should stand attentively at the gate lodge side, facing the track with furled red and green flags during day in right and left hands respectively and at night hold the hand signal lamp with the white light. He shall watch all passing trains to see any unusual condition like hot axles, chain hanging, any vehicle/wagon on fire, load shifted, etc. and take prompt action to warn the Driver and Guard of the train by showing a danger signal. The Drivers and the Guards should be on the lookout for such danger signals.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 344, + "text": "319 LEVEL CROSSINGS ________________________________________________________________________________________________________________ \n16.05 CHANNEL FOR FLANGE OF WHEELS. - The Gateman shall see that the \nchannel for the flange of the wheels is kept clear. \n \n16.06 DEFECTS AT LEVEL CROSSINGS. - If any gate or the fastenings thereof, or \nany fixed signal pertaining to the gate becomes out of order, the Gateman shall - \n \n(a) take action to close the gates, if possible, against the road traffic. \n(b) after closing the gates, hand signal the train movement past the level crossing. \n(c) if the gates cannot be so closed put the banner flag or level crossing flag in such \nmanner as to warn the approaching train to stop short of the gate and thereafter \nhand signal the train. \n(d) report the fact to his superior or the nearest Gangmate. \nS.R. 16.06(1) The Station Master who first receives intimation about defective gate signal shall pass on the intimation telegraphically/telephonically or otherwise to the SE (Signal) and MSM/ESM. \n \nS.R. 16.06(2) At manned level crossing gates, provided with telephone, if the SM on duty is unable to contact the Gateman on duty due to telephone becoming defective, the Gateman being absent or for any other reason, he shall issue a Caution Order to the Driver of a train leaving his station or get it issued by the SM of the Block station at other end before granting line clear. The Caution Order would mention about the possibility of the level crossing being open to road traffic and the line being obstructed. The gate number and the kilometerage shall be clearly indicated in the caution order. The Station Master shall not allow any train to proceed towards the level crossing unless the caution order is issued to the Driver. Driver would only pass such level crossing gate after ensuring that it is closed against road traffic. \n16.07 OBSTRUCTION AT LEVEL CROSSINGS. - Every Gateman, on noticing any \nobstruction on the line, shall at once remove it or, if unable to do so, shall - \n(a) take action to ensure that the fixed signals, if any, protecting the gate are kept at \n'on'; \n(b) show Stop hand signal and do his best to stop approaching trains, and \n(c) shall protect the obstruction as per Rule 3.62. \n \n16.08 PARTING OF A TRAIN. - If a Gateman notices that a train has parted, he shall \nnot show a Stop hand signal to the Driver, but shall endeavor to attract the attention of \nthe Driver and the Guard by shouting, gesticulating or other means. \n \n16.09 TRESPASSING. - Every Gateman shall, as far as possible, prevent any \ntrespassing by persons or cattle. \n \n16.10 TRANSFER OF CHARGE OF GATE. - Except in accordance with special \ninstructions, no Gateman shall leave his gate unless another Gateman has taken charge \nof it.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 345, + "text": "320 LEVEL CROSSINGS \n________________________________________________________________________________________________________________ \nSR 16.10 - If on account of inescapable circumstances the Gateman has to be absent, he \nshould close and lock the gate against road traffic and his absence should be for barest \nminimum period. At gates provided with telephones, the Gateman must take prior permission \nof the S.M. before leaving the gate. \n \n16.11 HEIGHT GAUGES.- \n(1) Adequate arrangements shall be made to erect height gauges on either side of the \noverhead equipment or other equipment at every level crossing so as to ensure that \nall vehicles and moving structures passing under the height gauge also pass under \nthe overhead equipment or other equipment with adequate clearance. \n(2) The adequate clearance referred to in sub-rule (1) shall be sanctioned under \napproved special instructions. \n(3) Vehicles and moving structures, which cannot pass under the height gauge without \nstriking or touching it, shall not be permitted to pass the overhead equipment or \nother equipment except in accordance with special instructions. \n \nNote: Working instructions for all types of Manned Level Crossing Gates are given in \nAppendix ‘H’. \n \n**********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 346, + "text": "321 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n \nCHAPTER XVII \nWORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n \n17.01. APPLICABILITY OF GENERAL RULES. - All rules referring to the working \nof trains shall also apply to electrified sections except as otherwise provided in the rules \ncontained in this chapter. \n \n17.02. SPECIAL DEFINITIONS APPLICABLE TO THIS CHAPTER. - In these rules, \nunless the context otherwise requires - \n \n(1) “electrical way and works” means the traction installations including overhead \nequipment and other connected works provided on the electrified sections of the \nrailway; \n(2) “feeding post” means a supply control post, where the incoming feeder lines from \ngrid sub-station are terminated; \n(3) “neutral section” means a short section of insulated and dead overhead \nequipment which separates the areas fed by adjacent sub-stations or feeding posts; \n(4) “Power Block” means blocking of a section of line to electric traffic only; \n(5) “supply control post” means an assembly of interruptors, isolator switches, \nremote control equipment and other apparatus provided for controlling power \nsupply to overhead equipment. It includes feeding posts, sectioning and \nparalleling posts, sub-sectioning and paralleling posts and sub-sectioning posts; \n(6) “tower wagon” means a self-propelled vehicle which is used for the maintenance \nand repairs of overhead equipment; \n(7) “Traction Power Controller” means a competent railway servant who may for \nthe time being be responsible for the control of power supply on the traction \ndistribution system. \n \n17.03. INSPECTION OF ELECTRICAL WAY AND WORKS.- The electrical way \nand works shall be inspected regularly in accordance with special instructions by \nofficials nominated for the purpose and in accordance with the duties assigned to \nthem. \n \nS.R. 17.03(1) The inspection as mentioned in G.R. 17.03 shall be carried out in accordance with the instructions laid down in AC Traction Manual. \nS.R. 17.03(2) Issue of Caution Order - In case of breakdown of overhead equipment, when it is necessary for a train to proceed cautiously, the Traction Foreman (overhead Equipment) responsible for such notification, shall arrange for issue of Caution Order in accordance with the rules in force. An authorised person shall be present at the site and shall be responsible for showing signals prescribed in G.R. 4.09 & S.R.s thereto. \nS.R. 17.03(3) Protection of trains in electrified section -Whenever a driver finds that his \ntrain cannot proceed further on account of OHE failure/brakedown of over head equipment, \ndriver and guard shall arrange protection of the line affected in accordance with GR 6.03. In \ncase of brakedown in an Automatic Signalling section, the track must be protected in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 347, + "text": "322 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \naccordance with GR 9.10. Thereafter driver/guard will take action to advise the traction \npower controller on the nearest emergency telephone circuit giving details of the brake down. \nIn case this circuit is not available, the information should be communicated through the \nnearest station master/cabin ASM/switchman by first available means. \n \n17.04. PERMIT-TO-WORK ON ELECTRICAL EQUIPMENT.- If work is to be \ncarried out adjacent to the electrical equipment or any other part thereof by other \nthan the competent railway servant, such work shall be done only when and for such \ntime as the person-in-charge of the work has obtained a written permit-to-work, duly \nsigned and given by the railway servant authorised for the purpose by special \ninstructions. He, in turn, shall issue the same only with the knowledge of the Traction \nPower Controller. \n S.R. 17.04(1) (a) A permit to work must be obtained if work is to be carried out or any worker is required to come within 2 metres (6'-7\") of the overhead equipment. \n(b) The permit to work can be issued by any competent traction distribution official not lower in rank than a senior Lineman pertaining to the section concerned, subject to prior sanction of Divisional Electrical Engineer (Traction Distribution). \n S.R. 17.04(2) Work on service buildings and structures in the vicinity of live equipment. Railway staff required to carry out work on service buildings and structure in proximity of overhead equipment shall exercise special care to ensure that tools, measuring tapes, materials etc. are not placed in a position from which they are likely to fall on or make contact with electrical equipment. \n \n17.05. WARNING TO STAFF AND PUBLIC. - \n \n(1) All electrical equipment shall be regarded as being live at all times and \nconsequently dangerous to human life, save and except in cases, where the \nelectrical equipment has been specially made dead in accordance with special \ninstructions. Caution notices shall be prominently fixed near all vulnerable places \nto warn staff and public to exercise due caution. \n(2) No person shall climb on the top of engines or tenders or on the roofs of \ncarriages or wagons when those vehicles are located beneath overhead \nequipment except when the overhead equipment is dead and earthed in \naccordance with special instructions. \n S.R. 17.05(1) Electrical equipment may be declared to have been made dead only when it has been isolated and earthed as per instructions contained in AC Traction Manual. \nS.R. 17.05(2) Caution notices of the type shown ahead shall be displayed near vulnerable locations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 348, + "text": "323 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n \n \n \n \n1. ALL DIMENSIONS-IN mm. \n2. MATERIAL-M.S. SHEET OF 1.6 mm. To 2.0 mm. THICKNESS. \n3. HOLES TO BE DRILLED BEFORE ENAMELLING. \n4. LETTERING GILLSANS STYLE 5 mm. THICKNESS AS SHOWN. \n5. COLOURS AS FOLLOWS: \n(i) LETTERS-WHITE WEATHER PROOF VITREOUS ENAMELLED. \n(ii) BACK GROUND - SIGNAL RED WEATHER PROOF VIT. ENAMELLED. \n6. REARSIDE: - BLACK W.P. - VIT. ENAMELLED. \n S.R. 17.05(3) For the purpose of G.R. 17.05 (2), the person required to climb on top of engines or tenders or on the roofs of carriages & wagons shall obtain a permit to work as per G.R. 17.04 before climbing up. \n \n17.06. ALTERATIONS TO TRACK. - Before any alteration to alignment or level of \nelectrified tracks is commenced, due notice shall be given to those responsible for the \noverhead equipment so that the overhead equipment may be adjusted to conform to \nthe new conditions. \nS.R. 17.06 - The notice under G.R. 17.06 shall be given to the Divisional Electrical Engineer \n(Traction Distribution).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 349, + "text": "324 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n \n17.07. TRIPPING OF CIRCUIT BREAKERS OF LOCOMOTIVES AND \nELECTRICAL MULTIPLE UNITS AT NEUTRAL SECTIONS. - Unless otherwise \nallowed by special instructions, the Driver of the locomotive or electrical multiple unit \nshall coast through the neutral section, duly switching off power. Necessary indication \nboards to this effect shall be provided to guide the Driver to switch off and switch on \npower. \nS.R. 17.07 - Indication boards shall be provided at 500 metres and 250 metres in advance of \nthe neutral section. Additional boards shall be provided just short of and immediately after \nthe neutral section to indicate to the driver the points where he should open and reclose the \ncircuit breaker on the locomotive. The boards to be provided are shown at A, B, C and D \nrespectively in the drawing as under. \n \n \n \nWARNING SIGNALS \nON POSTS 2 METRES ABOVE \nRAIL LEVEL", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 350, + "text": "325 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n \n17.08. TOWER WAGON. - The rules for the movement and working \nof tower wagons shall be laid down by special instructions. \nSR 17.08 (1)(A) Working of Tower Wagons on Running Lines.— \n(i) The movement of tower wagons will be governed by all the rules \ngoverning movement of trains. \n(ii) Tower wagons shall not be worked on running lines unless a Tower \nWagon Driver or an official holding a competency certificate No.TR-4 \nas per Annexure 12.01 of 25 KV A.C. Traction Manual, for this purpose \nis on the tower wagon and is in charge of its movement. The certificate \nof competency shall be issued by Senior /Divisional Electrical Engineer \n(Traction Distribution) of the section after a written, oral and practical \ntest as provided in Para 21216 of 25 KV A.C. Traction Manual in the \nrelevant rules and procedure for working of tower wagon over the \nsection under their control. \n(iii) The validity of the competency certificate TR-4 for Tower Wagon Driver \nshall be 3 years as in the case of train Loco Pilot. The Tower Wagon \nDriver shall undergo refresher course and safety camp trainings as \nprescribed for train Loco Pilot. The refresher course for Tower Wagon \nDriver shall include operation and maintenance of Tower Wagon. \n(B) Tower Wagon Driver must possess certificate of medical fitness in A-1 \ncategory issued by a Railway Medical Officer which shall be reviewed \nperiodically as prescribed for Train Loco Pilot. \n(C) Driving of Tower Wagon:- \n(i) No tower wagon shall be driven except by an authorised person and no \nperson shall be so authorised, unless he has knowledge of the section on \nwhich tower wagon is operating in addition to being conversant with the \noperation of tower wagon. \n(ii) The maximum speed of the tower wagon shall not exceed its sanctioned \nspeed by RDSO or sectional speed whichever is less, subject to the \nrestrictions temporary or permanent imposed on account of engineering, \nsignaling or other considerations. \n(D) Tower Wagon must be equipped with head lights, flasher and tail lights. \nWhile moving in Convoy, the tail board/ tail lamp should be fixed only \non the last Tower Wagon in the direction of movement.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 351, + "text": "WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS 325 A \n(E) During day when vision is clear, up to five Tower Wagon may be \nallowed under “one authority to proceed” for working within the \nblock section and proceed to next station or come back. All the \nTower Wagon must leave and enter the station at a time one after \nanother and during the course of the run, the official in-charge of \nthe leading Tower Wagon will be responsible for all the Tower \nWagons. \n(F) Working more than one Tower Wagon in the same block section in \nun-coupled condition, the following rules shall be observed – \n(i) For working more than one Tower Wagon in the section, the Tower \nWagon in-charge, who shall not be of grade lower than Jr. \nEngineer shall give explicit memo regarding the requirement of \noperation of the Tower Wagons to the Station Master on duty and \nshall ensure that the sequence of operation of Tower Wagons is not \nchanged. \n(ii) The Station Master on duty, in turn will give memo to the Tower \nWagon in-charge giving the sequence of operation of the Tower \nWagons and station where they will clear the section. \n(iii) In case of accident / communication failure or Engg. Block the \nStation Master on duty shall also issue “authority to proceed \nwithout line clear” on the prescribed form [T/A/602 or T/B/602 or \nT/C/602 or T/D/602 or T/B/912 or T/C/912, as the case may be] to \nthe Tower Wagon Driver giving the details of all the vehicles being \npermitted in the section. \n(iv) The Tower Wagon shall not move at speed more than 10 kmph and \nshall be ready to stop. \n(v) When not working i.e. when moving into a section entering or \nclearing it, the Tower Wagon should maintain a minimum distance \nof 120 metres between 2 Tower Wagons. \n(vi) After completion of the work, the official in-charge of the Tower \nWagon, who entered last in the section shall certify at the clearing \nstation about clearance of the section by all the Tower Wagons. \nNote – SR 6.02(1) to SR 6.02(9) and Appendix –(I) Chapter XV Rules for \nworking “ON TRACK” TIE TAMPERS will apply to Tower Wagons also.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 352, + "text": "326 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS ________________________________________________________________________________________________________________ \n \nSR 17.08 (2) Working of Ladder Trollies and Ladders.— \n (A) Ladder trollies will be considered as Material lorries and when placed \non line shall always be accompanied by at least 4 selected men who can \neasily ‘lift’ them ‘Off’ the track. \n(B) These trollies shall not be used for the carriage of electrical or other \nheavy materials. The running of ladder trollies shall be governed by G \n& SR 15.18 to 15.28. \n(C) The Ladder trollies along with Ladders will move on the track under \nprotection as laid down in GR 15.27 and SR there under both outside \nand within station limit. \n(D) Working of Ladder Trollies will be supervised by Supervisor not below \nthe rank of Electrical Junior Engineer specially authorized for the \npurpose. \n(E) The Supervisor will also ensure that these ladders are properly \nprotected under G & SR 15.27 and Ladders are moved from the track in \ntime to avoid detention to trains. After the same are removed, the \nsupervisor should also ensure that they are properly secured without \nany infringement of moving dimensions, before allowing the train to \npass. \n(F) At places where the trollies are ‘lifted off’ the track and kept in trolly \nrefuges special care must be taken to ensure that these ladder trollies do \nnot endanger safety of a moving train. \n(G) (i) Working on live line on ladder shall not be permitted under the \nfollowing conditions: - \n(a) On 25 KV AC OHE. \n(b) During hours of darkness. \n(c) During rains. \n(d) On wet ladder. \n(e) In the vicinity of structures, bridges or overhead equipment which \nare earthed or dead but not electrically earthed. \n(ii) While working on ladder it shall be accompanied by two selected staff \nwho are well trained to remove and keep it aside in such a manner that \nit will not cause any danger to safe working of trains and passengers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 353, + "text": "326 A WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n \n(iii) While working on ladders adequate precautions should be taken to \nsafeguard staff working on ladder by providing 2 flagmen, at a distances \nof 200 and 400 metres on straight track and 3 flagmen at a distance of \n200, 400 and 600 metres each on a curved track where clear view of \nincoming train is not obtainable from the site of work. Flagmen should be \nwell trained in their job. They should be provided with whistle and flags \n(hand signal flags red and green, during day time and hand signal lamps \nduring night time). They should be instructed to caution the working \nparty of the approaching trains. \n (iv) If nature of work requires slowing of train, then supervisor in charge \nshould arrange for issuing caution orders following procedure as laid \ndown in relevant G & SRs. \n(v) No person lower than in rank of linesman duly authorised by the \ncompetent authority should be allowed to carry out work on ladders. \n(vi) Staff working on ladder will be supervised by supervisor not below the \nrank of Electrical Junior Engineer specially authorized for the purpose. \nS.R. 17.08(3) Tower Wagons pantograph - The use of the pantograph mounted \non the roof of the tower wagon shall be in accordance with the instructions \ncontained in the AC Traction Manual. \nS.R. 17.08(4) Revolving tower on tower wagon:- \n(i) The revolving tower shall normally lie along the length of the tower \nwagon. \n(ii) The revolving tower shall be raised or lowered only when the tower \nwagon is stationary. \n(iii) The revolving wagon shall be moved out of the normal position, only \nwhen the tower wagon is stationary. \n(iv) The tower wagon shall be moved only after the revolving tower has been \nbrought back to normal position. \n17.09ADDITIONAL RULES FOR ELECTRIFIED SECTIONS. - Special \ninstructions for working of trains on electrified sections shall be notified by \nthe authorised officer. \nS.R. 17.09(1) Sectioning and Siding Switches - Section and siding switches \ninstalled in the overhead equipment shall be operated only by such officials as \nare certified as competent to do so by the Traction Foreman (Overhead \nEquipment). The certificate of competency for this purpose shall be valid for a \nperiod of 5 Years.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 354, + "text": "327 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \nS.R. 17.09(2) No switch affecting the feed to main running line or loop line(s) \nshall be closed or opened without permission of the Traction Power \nController. \nS.R. 17.09(3) All operations of section or isolating switches, when completed, \nshall be reported to the Traction Power Controller in all cases. \nS.R. 17.09(4) Procedure for preventing admission to electric rolling stock \ninto or over sections of track with dead or earthed overhead lines. \n(a) In order to prevent electric rolling-stock from being admitted into a \ntrack or a crossover for which overhead equipment is made dead or for \nwhich a permit-to-work is to be issued, the levers/slide of signals and \npoints in the signal cabins governing such movements of electric rolling \nstock shall be protected by means of lever/slide collars. If the points and \nsignals are locally operated, they should be clamped and padlocked in \ntheir normal position and the keys shall be kept with the Station Master. \n(b) The lever/slide collars shall not be removed until the Station Master or \nCabin Assistant Station Master receives from the Section Controller and \nacknowledges a message supported by a private number cancelling the \npower block. The section controller shall not issue such a message \nunless he has received a written message duly supported by a private \nnumber from the Traction Power Controller cancelling the Power block. \nNote .- When a movement of non-electric rolling stock is to be made into or \nout of such lines under power block, the lever collars may temporarily be \nremoved and replaced immediately after the movement is completed. \nS.R. 17.09(5) (1)Duties and responsibilities of Traction Power Controller, \nSection Controller and Station Master in case of No Tension/Fault Tripping \nin Over Head Equipment:- \n(a) Fault Isolation:- \n(i) In an electrified section in the event of Over Head Equipment failure, \nTraction Power Controller shall immediately identify and localise the \nfaulty section and isolate the same. In case of double and multiple line \nsections, he shall also isolate healthy section on adjacent track on the \nsame route length as faulty section. The Traction Power Controller shall \nthen advise the Section Controller in writing or on phone under \nexchange of private number, of the section found faulty and healthy \nsection temporarily isolated.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 355, + "text": "WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS 327A \n \n (ii) On receipt of the advice from Traction Power Controller, the Section \nController shall take action as under:- \nSection Controller shall, under exchange of private number, advise Station \nMasters of stations on either side of isolated section to treat the faulty \nsection as if the same is under emergency power block and take action \naccordingly. \n(b) On double line section-Healthy section temporarily isolated- \n(i) The Section Controller shall check whether any train has entered in the \nfaulty section. If not, he shall advise the concern SM to issue caution order \nto the Loco Pilot of the first train on unaffected section to keep a sharp \nlook out on the adjacent line/lines to see if there are any OHE \nabnormalities. On reaching the next station, Loco pilot should report \nwhether or not the section over which he has passed is safe for train \nmovement. Then section controller will advise the Traction Power \nController in writing to re-energise the healthy section that was \ntemporarily isolated. \n(ii) If however, train has entered in faulty section, the Section Controller shall \nimmediately inform the Station Masters of all stations who are concerned \nwith working of trains in the faulty section and also in the section in which \nhealthy Over Head Equipment is temporarily isolated, under exchange of \nprivate number, that they shall not allow any train to enter the affected \nblock sections unless both Loco pilot and guard of the first train in \nunaffected section have been issued caution order to this effect. \n “Proceed with speed not exceeding 60 KMPH during day when visibility \nahead is clear and not exceeding 30 KMPH during night subject to \nobservance of other speed restrictions” and “Keep a sharp lookout and be \nprepared to stop short of any obstruction, which may be due to any \ninfringement from the adjacent line/lines and also keep a sharp lookout on \nthe adjacent line/lines to see if there are any Over Head Equipment \nabnormalities. On reaching the next station Loco pilots to report whether \nor not the section over which they have passed is safe for train movement”. \n(iii) Only after taking this action, the Section Controller shall advise the \nTraction Power Controller in writing that necessary precautions have been \ntaken to ensure safety of the train. The Traction Power Controller shall \nthen restore the feed to the healthy section, which was temporarily isolated.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 356, + "text": "328 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n(iv) Action to remove speed restrictions shall be taken by the Section Controller \nin consultation with the Station Master on receipt of report from the Loco \npilot and the guard that the section is free of obstruction. Section \nController shall also advise the Traction Power Controller of the report of \nLoco pilot/Guard of the train indicating whether or not there are any \ninfringements or abnormalities in Over Head Equipment. Till such time it \nis decided to remove speed restriction, subsequent trains shall be allowed \nto enter into the section only with permission from the section controller \nand shall continue to be issued caution orders prescribing clearly the \nspeed restrictions and other precautions, as pointed out in b (ii) above. \n (2) Duties and responsibilities of Traction Power Controller and Section \nController in the event of any abnormalities in train on electric traction \nnecessitating switching ‘off’ of Over Head Equipment supply:- \n(i) As soon as Traction Power Controller comes to know about unsafe \ncondition of a train working on electrified traction, he shall immediately \nswitch ‘off’ the Over Head Equipment supply of both the lines of relevant \nsub-section. Traction Power Controller shall then advise in writing the \nsection controller of section in which Over Head Equipment has been \nswitched ‘off’. \n(ii) On receipt of advice from Traction Power Controller, the section \ncontroller shall, under exchange of private number, advise Station Master \nof all stations who are concerned with working of trains in the affected \nsection to treat the Dead Section as if the same is under emergency power \nblock and to ensure that no train is allowed to enter into the section. \n(a) Healthy Section Temporarily Isolated: \n(i) Station Master will not allow any train to enter even healthy line of the \naffected section unless both Loco pilot and guard of the first train of the \nunaffected section have been issued caution order to proceed with the \nrestricted speed not exceeding 60 KMPH during day when view ahead is \nclear and 30 KMPH during night subject to observance of other speed \nrestrictions and keep a sharp lookout and be prepared to stop short of any \nobstruction which may be due to any infringement or Over Head \nEquipment abnormalities from the adjacent line/lines. Also advise Loco \npilot to report immediately on reaching the next station whether or not the \nsection over which they have passed is safe for the trains. \n (ii) If Loco pilot of unaffected section contacts him on phone, the \nOver Head Equipment of unaffected portion should be resumed \nand he will be asked to proceed with the restricted speed not exceeding", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 357, + "text": "328 A WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n \n60 KMPH during day when view ahead is clear and 30 KMPH during \nnight subject to observance of other speed restrictions and shall keep a \nsharp lookout and be prepared to stop short of any obstruction, which may \nbe due to any infringement from the adjacent line/lines. On reaching the \nnext station Loco pilot will report whether or not the section over which \nthey have passed is safe for train movement. \n(iii) After ascertaining that there is no infringement to adjacent track, the \ncaution order as indicated shall be withdrawn immediately. \n(b) Section- having affected train: \n(i) After getting information from the crew of the affected train about the \nnature of abnormality, decision regarding recharging of the Over Head \nEquipment shall be taken by the Section Controller in consultation with \nChief Controller/Dy. Chief Controller (Shift Duty) and Controller of \nconcerned department. \n(ii) If the Loco pilot of the affected train contacts Traction Power \nController/Control and no defect is detected in the train, on resumption of \nOver Head Equipment he will be asked by control to clear the block section \nwith the restricted speed not exceeding 60 KMPH during day when view \nahead is clear and 30 KMPH during night subject to observance of other \nspeed restrictions and shall keep a sharp lookout for any abnormality in \nthe train. On arrival at the station, the staff of concerned department \nshould check the train. If no abnormality detected the train should resume \nat normal speed. \n(3) Duties and responsibilities of the Loco pilot and the guard in case of Over \nHead Equipment tripping/no tension in Over Head Equipment:- \n(i) In case of transient tripping of Over Head Equipment the Loco pilot shall \nresume normal traction and keep a sharp look out including on the \nadjacent line/lines to see if there are any abnormalities/obstructions and \nwill inform to the Guard through walkie-talkie or whistle code about \ntripping in Over Head Equipment. The Guard of the train will look out for \nabnormality on his train. The Assistant Loco pilot should look back and \nobserve his train for any abnormality. \n (ii) If no tension in Over Head Equipment continues, the Loco pilot shall \nimmediately switch ‘ON’ the loco flasher and control the speed (not \nexceeding 60 KMPH at night) so as to be able to stop short of any \nobstruction and stop his train close to first emergency socket and will \ncommunicate with the traction power controller/control to know the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 358, + "text": "329 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \ntension in Over Head Equipment. The crew should act according to advice of control. \n(iii) If it is not possible to communicate with the traction power controller/ control \nimmediately, the driver shall depute the assistant driver to get down and check the train with \nthe guard in order to look for any abnormality for any defect in his train including \nLocomotive. After the train has been checked, the driver/guard shall inform section controller \nof the abnormality and assistance required, if any, or otherwise, through emergency phone of \nother line, walkie-talkie, level crossing gate or through train of other direction or by any \nother means of communication and act in accordance with advice of control. In case no \nabnormality is noticed in his train, driver should switch ‘OFF’ the loco flasher. \n (iv) If in the mean time power supply to Over Head Equipment gets restored, the driver shall \nresume normal traction no sooner he comes to know of such resumption of supply. \nS.R. 17.09(6) - In case a train worked by an electric engine is found passing with hot axle in a \ndangerous condition or a wagon/coach with brake-block assembly hanging or anything unusual \nwhich could be dangerous for the Safety of train/passengers, the switchman/Station Master shall \nimmediately try to stop the train by attracting attention of the Driver/Guard by showing Red hand \nsignal, putting back signals to 'ON' and by gesticulating etc. if, however, he fails to attract \nattention of the Driver/Guard to stop the train, he shall inform the TPC directly or through the \nsection control, where TPC phone is not provided or happens to be out of order. The TPC shall \narrange to switch off the power supply of the concerned section immediately. \nAbove information shall be given to the section Controller/Traction Power Controller \nunder an exchange of private numbers. In case Traction Power Controller has been directly \ninformed. Section Controller has also to be informed subsequently. \nSR 17.09(7) Whenever any train gets held up in the block section for more than 3 minutes due \nto no tension, the driver of the train shall depute his Assistant Driver to check the train in \norder to look for any abnormality and to advise the Guard of no tension in OHE. The Guard \nshall then check the entire train alongwith the Assistant Driver. \nIf, in the meantime, power supply is restored, the driver shall call back his Assistant \nDriver to the loco by sounding a continuous whistle and then resume journey on his reaching \nthe engine. \nOtherwise, after the train is checked, the Driver and Guard in consultation with the \nAssistant Driver shall inform the Section Controller/Traction Power Controller of the \ndetails of abnormality if any or otherwise, send assistance required through the nearest \nemergency telephone circuit/by other available means. \nThe driver and Guard shall arrange protection of the affected line in accordance with GR \n6.03. In case of automatic signalling territories, the protection shall be done as per GR 9.10. \nAfter ascertaining the nature of abnormality in the affected train from Guard and Driver, \ndecision regarding recharging of OHE shall be taken by the Section Controller in \nconsultation with the Deputy Controller, Guard, Driver and concerned Station Masters shall \nbe advised accordingly and action shall thereafter be initiated by the Dy. Controller for \nclearance of abnormality. \nSR 17.09(8) Restoration of OHE supply by the Traction Power Controller will be undertaken \nonly on the advice of Section Controller under exchange of private numbers. \nSR 17.09(9) If the Switching off of the OHE taken place on a graded section, action as \nstipulated in SRG-25 shall also be initiated by the train crew. \n***********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 359, + "text": "330 MISCELLANEOUS \n________________________________________________________________________________________________________________ \n \nCHAPTER XVIII \nMISCELLANEOUS \n \n \n18.01. REPEAL AND SAVING. - The General Rules issued under the notification of \nthe Government of India in the late Railway Department (Railway Board) No. 1078-T, \ndated the 9th March 1929, are hereby repealed except as respect things done or action \ntaken or omitted to be done or taken before such repeal. \n \n*****************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 360, + "text": "331 APPENDIX 'A' \n________________________________________________________________________________________________________________ \nAPPENDIX 'A' \n \nCAUTION ORDER \n \nI. These instructions are to be read as Subsidiary Rules to G.R.4.09. \nII. Caution Orders when issued and by whom - (a) whenever it is necessary to give a driver \nany special instructions in regard to the repairs to the track, restrictions of speed etc., a \nCaution Order shall be issued by the Station Master on duty. Usually a Caution Order \nshould be issued in the following circumstances. \n(i) To notify temporary engineering restrictions. \n(ii) When Single line working is introduced on double line. \n(iii) To authorise working of ballast train in the Section. \n(iv) To notify a trolley or lorry in the block section. [SR 15.26(5) and SR 15.27(2)]. \n(v) To notify a defective gate signal. \n(vi) Under the ‘One train only system’ when a relief engine is sent out. \n(vii) In the event of total failure of communications. \n(viii) Whenever alterations or repairs which do not necessitate points or points locks \nbeing disconnected from the levers are being carried out to interlocked points, \nsignals, interlocking gears etc. \n(ix) To stop a train short of facing points for shunting purposes. \n(x) When light engine is sent out to assist a disabled train engine. \n(xi) When on double line an assisting engine sent to clear a disabled train is to enter a \nstation with the disabled train moving in the wrong direction. \n(xii) When a train engine returns to pick up the rear portion left behind in the block \nsection. \n(xiii) To stop or regulate the speed of a train between stations to find out any \nmisalignment/distortion of track in terms of SR. 6.07(1). \n(xiv) To notify a train engine Driver when a banking engine will assist {SRG 19 (a)}. \n(xv) When alarm chain apparatus to any coach/compartment is blanked off. \n \nIII. Sending of information. – \n(i) Whenever in consequence of the line, including OHE, being under repairs or for any \nother reasons, special precautions are necessary, or when any danger to safety of \ntrains is apprehended, the Station Master receiving such information shall immediately \ninform the Station Master at the other end of the affected block section, the Controller, \nthe Power Controller, the Traction Power Controller, the SSE (Loco), other railway \nservants concerned and the Notice Station or Stations specified in the Working Time \nTable of such conditions under exchange of private numbers. \n(ii) The Controller/Traction Power Controller/ Power Controller shall in turn ensure that \nall the Station Masters and the SSE (Loco) concerned have been advised of such \nconditions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 361, + "text": "332 APPENDIX 'A' \n________________________________________________________________________________________________________________ \nIV. Procedure for issue of Caution Order – \n(1) by the Station Masters at either end of the affected block section – \n(i) The Station Master receiving advice about the line being under repairs, or any \nother eventuality endangering safety of trains, necessitating exercise of Caution, \nshall not permit any train or any vehicle running under block protection to enter the \naffected block section either from his station or from the other end, unless \n(a) the Station Master at the other end has acknowledged receipt of such \ninformation; \n(b) he has warned the Driver and the Guard of the danger ahead and its location by \nthe issue of a Caution Order except in case of permanent speed restrictions \nwhich are notified in the Working Time Table; or \n(c) he has ensured that Caution Order has been issued by the Notice Station \nconcerned; or \n(d) he has received advice about restoration of normal working. \n(ii) The Station Master at the other end of the affected block section shall also take \naction in accordance with sub-clauses (b) to (d) of the clause (i) above. \n(iii) Run through trains shall be stopped out of course for issue of Caution Order till \nsuch time it has been ensured that a Caution Order has been issued by the Notice \nStation concerned. \n(2) By the Station Master of Notice Station – \n(a) on receipt of advice of the line being under repairs or any other eventuality \nendangering the safety of trains, necessitating exercise of caution, the Station Master of \nthe Notice Station shall acknowledge the same and shall not allow any train which has \nto pass through the affected block section to leave his station unless he has warned the \ndriver and the guard of the danger and its location through the issue of a Caution \nOrder. He shall also advise the Station Master of the Station in rear of site of \nrestriction of the particulars of the first train to which the Caution Order has been \nissued. \n(b) The Station Master of a Notice Station shall issue 'NIL' Caution Order to the Drivers \nand the Guards of all trains leaving the station if he has received no intimation of any \nspecial precautions to be observed between his station and the next Notice Station of \nthe train, in the direction of movement. \nNOTE:- The Driver shall not start the train and the Guard shall not give signal to start the \ntrain from a Notice Station until they have received the Caution Order. \n \n(3) In case of train originating from stations other than Notice Stations - In case of a train \noriginating from a Station which is not a Notice Station, the Station Master shall consult the \nController or the Traction Power Controller or the Notice Station in rear/or the Notice \nStation in advance (on single line sections) and issue Caution Orders up to the Notice Station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 362, + "text": "333 APPENDIX 'A' \n________________________________________________________________________________________________________________ \nin advance. However, when such information cannot be collected by the Station due to \nfailure of communications with control of the Notice Station in rear and it becomes \nabsolutely necessary to start the train originating from the station, the train should be started \nafter issuing a Caution Order for restrictions, if any, or a 'NIL' Caution Order up to the \nblock station in advance or Notice Station in advance (On single line sections) giving a \nwritten advise to the Driver to stop at the block station in advance and act upon the \ninstructions available there. This procedure will be followed till a station is reached which \ncan obtain particulars of all restrictions up to the Notice Station in advance. \n \n(4) Change of engine crew en route - In case of change of train crew en route, the \nDriver/Guard taking over charge must take over all Caution Orders relating to his train to \nacquaint himself to the conditions on the line giving due acknowledgement to the \nDriver/Guard who is being relieved. \n \n(5) Attaching of Assisting/Banking engine en route – In case of an assisting or a banking \nengine being attached at a station en route the responsibility for acquainting himself about \nrestrictions shall lie on the Driver of such an engine who shall contact the train engine \nDriver or the Guard as the case may be, and get the necessary information. \n \n(6) During failure of Communications - During failure of communications the Station Master \nof the station immediately in rear of the affected block section shall issue Caution Order to \ntrains of all descriptions irrespective of whether it is a single line section or a double line \nsection and irrespective of the system of working in force, on the section. \n \n(7) In case of power block on Electrified Sections – In case it becomes necessary to permit \nmovement of vehicles hauled by steam or diesel locomotives on a section, under power block \nfor a running line, a Caution Order must be issued as per rules. While asking for the power \nblock, the Traction Power Controller concerned shall invariably mention the duration of \npower block, the block stations and the exact kilometrage between which the work is to be \ndone, the nature of work, the speed at which the train shall travel, and other special \nprecautions required to be observed by the Driver. \n \n(8) In case of local suburban trains - In the case of trains running on suburban sections \nCaution Order shall be issued to the Drivers and Guards by the Station Masters only of such \nstation as are indicated and specified in the Working Time Table except in case of emergency \nnecessitating sudden imposition of speed restrictions. In respect of these trains the Caution \nOrder may be either typed, cyclostyled or printed as considered necessary covering the \nentire section on which the train is to run and shall be issued only once unless some speed \nrestriction/restrictions is/are required to be cancelled or some further speed \nrestriction/restrictions is/are required to be imposed. \n \n(9) In case of stations where no train is booked to stop -In case of station where no train is \nbooked to stop – \n \n(a) a Caution Order shall normally not be issued except in an emergency necessitating \nsudden imposition of speed restrictions; and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 363, + "text": "334 APPENDIX 'A' \n________________________________________________________________________________________________________________ \n (b) if any information warranting issue of Caution Order is received by the Station \nMaster of such a station, he shall immediately advise the adjoining block stations \nfor the issue of Caution Order and only after obtaining their acknowledgements in \nthis regard under exchange of private numbers, shall acknowledge the message \nrequiring imposition of speed restrictions. \n \n (c) On receipt of such information the Station Master of the adjoining station who \nreceives the information first shall act as if he had himself received the message for \nimposition of the restriction. \n \nV. Description and preparation of Caution Order - (a) Caution Orders shall be prepared in \nthe prescribed form T/409, printed in triplicate and bound in books of 50 sets. The first foil is \nrecord copy while the second foil is for Drivers and third foil for the Guard printed in Green \ncolour on white paper except as specified in para (e) and (h). All forms should be serially \nnumbered and the name of station issuing it shall be stamped on each foil. In case of trains \nworked by engines manned by drivers and co-drivers, the Caution Order shall be prepared in \nfour foils - one each for the Driver, Co-Driver, the Guard and the Station record. It should \nbe prepared neatly and legibly in triplicate or quadruplicate by carbon process. \n \n(b) The printing of Caution Order forms should be bilingual i.e. in English and \nHindi/regional language. \n \n(c) A Caution Order should have space enough at least for three restrictions. No entries \nshould be made on the back of the Caution Order. If more than one Caution Order form is \nused pages should be serially numbered as page 1, page 2, and page 3 etc. Total number of \npages should be endorsed on the first page for the information of the Guard and the Driver. \n \n(d) It shall specify the kilometrage and the station at which or the stations between which \nCaution is required to be observed the reasons therefor, the speed at which the train will \ntravel on the restricted zone and the method of protection of the place of restriction. Station \ncodes should not be used. Names of the Stations concerned should be written in full, in large \nand bold letters. \n \n(e) Caution Order shall be specifically made out for each train separately. The caution order \nmay, however be typed, printed by computer or otherwise or cyclostyled where such facilities \nexist, provided that it shall be checked up again at the time of service to ensure that all \nlocations where caution is required be observed have been incorporated therein. Wherever \nspeed restrictions are required to be observed at two or more locations, the kilometerage of \nall such section shall be indicated in geographical order in relation to the direction of \nmovement. \n \n(f) It shall always be dated and signed in full. \n \n(g) In case of any error or over writing, it shall be cancelled and a fresh one prepared. \n \n(h) Reminder Caution Orders should also be issued by the Station Master of the block station \nimmediately in rear of the affected block section to only the Drivers of all scheduled stopping", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 364, + "text": "335 APPENDIX 'A' \n________________________________________________________________________________________________________________ \ntrains and of those trains which may be stopped out of course. On single line sections where \na tangible authority to proceed is given, Reminder Caution Orders should be given to the \nDriver of through trains also along with the authority to proceed, while running through the \nStation. Reminder Caution Order may not be issued on suburban sections under special \ninstructions. \n \nVI. Service of Caution Order- (1) The Caution Order shall be delivered to the Driver and the \nGuard of a train by the Station Master either personally or through a competent Railway \nservant deputed by him and the signatures of Drivers and Guards obtained on the record foil \nin token of their having received and understood it. When more than one foil is served, each \ncounter foil will be signed by the Driver/Guard. \n \n(2) In case, a Driver is unable to understand the contents of the Caution Order, he shall call \nupon the Station Master to have it explained at road side station and the guard at Notice \nStations. \n \n(3) Where there is more than one leading engine the Caution Order shall be given to the \nDriver of the foremost leading engine and his signature obtained in accordance with sub-\nrule (1) above. However, before delivering the Caution Order to the Driver of the foremost \nleading engine it shall be shown to the Driver or Drivers of other engine or engines on the \ntrain and his or their signatures obtained in token of his or their having gone through it and \nunderstood its contents. In case there is a banking engine/engines in rear the Caution Order \nintended for the Guard shall, before being handed over to the Guard be shown to the \nDriver/Drivers of banking engine/engines and his/their signature/signatures obtained in \ntoken of his/their having gone through it and understood its contents. \n \n(4) A duplicate Caution Order shall be given to the Guard of the train at the Block station \nimmediately in rear of the affected block section if the train is being worked by an engine \npushing it. \n \nVII. Method of notifying/cancellation of special precautions - When a competent railway \nservant finds it necessary to impose any speed restriction or any special precaution on a \nportion of a line, including OHE, due to repairs or work for any other result, he shall - \n(i) (a) advise in writing to the Station Master of the nearest block station (preferably the \nblock station controlling entry into the block section concerned) the exact \nkilometrage and the station at which or the stations between which the restriction \nor special precaution is to be observed, its nature and likely duration, the method of \nprotection of the place of restriction together with the location where engineering \nindicators are to be exhibited etc. and also advise by message other railway \nservants concerned as per sub-clause (i) of para III who are required to be notified \nin this regard; and \n \n(b) not commence such operations until written acknowledgement is received from the \nStation Master. \n \n(ii) (a) The Station Master receiving the advice shall not acknowledge it until he has advised \nthe Station Master of the block station at the other end of the block section, if any, to \nbe affected and obtained his acknowledgement under exchange of private numbers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 365, + "text": "336 APPENDIX 'A' \n________________________________________________________________________________________________________________ \n(b) When the cause of such restriction or special precaution has been removed, the \ncompetent railway servant shall advise this fact to the Station Master of the nearest \nblock station and by message other officials concerned who were notified earlier of \nthe imposition of restriction. \n \nVIII. Action by the Station Master after cancellation of the speed restriction – \n \n (1) The Station Master receiving advice regarding the removal of the restriction, shall \nadvise this fact to the Station Master at the other end of the block section concerned, Station \nMasters of Notice Stations and other railway servants who were advised about it earlier \nunder exchange of private numbers. After issue of the advice regarding cancellation of the \nCaution Order, the Station Master may discontinue the issuing of Caution Order. The \nController/Traction Power Controller/Power Controller shall ensure that the Station \nMasters of Notice Stations and the SSE (Loco) concerned have received the advice regarding \nthe removal of the restriction. \n \n(2) If no train is booked to stop at the station, the advice regarding the removal of restriction \nshall be sent to one of the adjoining block stations who should take action in accordance with \npara (1) above. \n \nIX. Record of Caution Order - (a) At all stations where Caution Orders are issued, the \nStation Master shall keep an up-to-date record of all the speed restrictions imposed with the \ndates of their enforcement and cancellation, authority, nature etc. in the Caution Order \nRegister and bring forward every Monday, in geographical order in relation to the direction \nof movement, the Caution Orders to be issued. No code may be used except station codes in \nthese registers. Notice Stations will maintain such registers separately for each 'Notice' area. \n \n(b) Similar records should be kept at other places like Control offices. Loco Sheds etc. also \nwhere information in this regard received. \n \n(c) The Drivers and the Guards should hand over the Caution Orders to the SSE (Loco) and \nStation Master respectively at the end of their journey alongwith other train papers. \n \nX. Preservation of Caution Orders - Record foils of the Caution Orders shall be preserved \nfor a period of twelve months after issue. \n \n***********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 366, + "text": "337 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nAPPENDIX ‘B’ \n \nRECEPTION AND DESPATCH OF TRAINS AT NON-INTERLOCKED STATIONS \n1. Line Labels or Line Badges - Line Labels or line Badges shall be used for the reception of \ntrains at all non-interlocked stations except stations where facing points are equipped with \nkey locks and the system of key locking is such as to render the use of line labels \nunnecessary. \nThere shall be one set of the line labels for the Station Master consisting of one label for \neach of the running lines. All the labels in this set except any that may have been handed \nover for the reception of trains shall at all times remain in the personal custody of the Station \nMaster. \nThere shall be two sets of line badges for the Pointsmen each consisting of one badge for \neach of the running lines. One set shall refer to the Up direction and the other to the Down \ndirection. All the badges in each set except any that may have been exchanged for the Station \nMaster's labels shall at all times remain in the personal custody of the Pointsman responsible \nfor the operation of the relevant facing points. \nA full description of the number and pattern of line labels and line badges shall be given \nin the station working rules. \n \n2. Reception and despatch of trains - The Station Master shall send the Pointsmen detailed \nfor duty at the facing and trailing points and apprise them in each other's hearing of the \ndescription of the train, the line on which it is to be received, whether it will stop or run \nthrough and whether any shunting is to be done on it. Thereafter the following procedure \nshall be carried out:- \n(a) At stations where key locking is provided at the outermost facing points. \n(1) At stations where the outermost facing points are normally locked (for the main line). \n (i) When train is to be received on and despatched from the Main Line. \n When a train is to be received on the Main line for which the points are \nnormally set and locked, the Station Master shall give instructions to this effect to \nthe Pointsman. The Pointsman will first proceed to the trailing points and shall \nsatisfy himself that the points are correctly set. He shall thereafter proceed to the \nfacing points and shall on the way, advise the Station Master that the trailing \npoints are correctly set. \nOn reaching the facing points, the Pointsman shall satisfy himself that the \npoints are correctly set and locked. He shall thereafter display a green hand \nsignal to the Station Master. From the time he gives this signal until after the \ncomplete arrival of the train, the Pointsman shall be personally responsible that \nthe points are not interfered. \n \nThe Station Master shall, after satisfying himself that the route has been \ncorrectly set for the train and the conditions for taking ‘off’ reception signals \nhave been complied with, and that the Main line keys are in his possession, \nacknowledge the Pointsman's signal and proceed to have the reception signals \ntaken off.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 367, + "text": "338 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nAs the train is seen approaching, the Pointsman shall display a green signal \ntowards it, if the points are not provided with an indicator; otherwise shall hold \nhis flag and lamp so that it will not be seen by the driver. \nAfter the complete arrival of the train, the Station Master shall have the \nsignals put back to 'ON'. The Pointsman shall then return to the station. \nWhen the train has to be despatched, the Station Master shall satisfy himself \nthat he has in his possession the relevant key of the trailing points and shall give \npermission for the train to start. \n(ii) When the train is to be received on and despatched from the loop line. \nThe procedure in this case shall be the same as that described in the foregoing \npara except that the Station Master while giving instructions to the Pointsman \nshall give to the latter the Main Line keys for both facing and trailing points and \nshall set and lock the trailing points for the loop and extract the loop line key \nfrom the trailing points lock. He shall then proceed to the facing points and on the \nway shall hand over to the Station Master the loop line key extracted from the \ntrailing points lock. \nBefore displaying the green hand signal from the facing points to the Station, \nthe Pointsman shall extract the loop line key released from the facing points lock \nand shall make it over to the Station Master either personally or through a \nrailway servant deputed for the purpose as required under the Station Working \nRules. \nThe Station Master shall satisfy himself that he is in possession of both the \nloop line keys before he proceeds to have the signals taken off. \nAfter the train has been despatched, the Station Master shall give the relevant \nloop line keys to the Pointsman who shall then go to the points and reset and \nrelock them in the normal position and bring back and deliver to the Station \nMaster the Main line keys released from the points key locks. \n(2) At stations where the outermost facing points are normally free. \n When a train is to be received at a station where the points are normally free, \nthe Station Master shall give instructions to the Pointsman as to the line on which the \ntrain is to be received and hand over the keys of both the facing and the trailing \npoints lock applicable to that line to him. The Pointsman will first proceed to the \ntrailing points and after setting the trailing points correctly and locking them, extract \nthe signal key from the trailing points key lock. He shall thereafter hand over to the \nStation Master the signal key extracted from the trailing points key lock and then \nproceed to the facing points. \n \n On reaching the facing points, the Pointsman shall set the facing points \ncorrectly and lock them with the key handed over to him by the Station Master. He \nshall then extract the signal key from the facing points lock and insert it in the key \nlock provided at the signal post. He shall thereafter display a green hand signal to the \nStation Master. From the time he gives the signal until after the complete arrival of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 368, + "text": "339 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nthe train, the Pointsman shall be personally responsible that the points are not \ninterfered. \n \nThe Station Master shall after satisfying himself that the route has been \ncorrectly set for the train and all the conditions for taking off the reception signals \nhave been complied with and that the signal key of the trailing points key lock and the \nkeys applicable to the line other than the one of which the points are required to be \nset are in his possession acknowledge the Pointsman's signals and proceed to have \nthe reception signals taken off. \n \nAs the train is seen approaching, the Pointsman shall display a green hand \nsignal towards it, if the points are not provided with an indicator; otherwise he shall \nhold his flag and lamp, so that it will not be seen by the driver. \nAfter the complete arrival of the train the Station Master shall have signals \nput back to 'ON'. The Pointsman shall then extract the signal key from the post lock \nand by inserting it in the facing points lock extract the facing points key. He shall \nthen return to the station and hand over the key to the Station Master. \n \nWhen the train has to be despatched, the Station Master shall satisfy himself \nthat he has in his possession the signal key of the trailing points key lock and the keys \napplicable to the line other than the one for which the points are required to be set; \nand shall thereafter give permission for the train to start. \n \n(3) At non-interlocked stations where triple key-locks are provided on the main line \nfacing points and where the corresponding Home Signal Key is released from one of \nthe triple key-locks by the application of the main line or loop line keys the facing and \nthe trailing points are kept normally unlocked. At such stations either the trailing \npoints may be pad-locked or the lever operating the points may be pad-locked with \npoints in the trailing position for reception and despatch of trains. The detailed \nprocedure of reception and despatch of trains would be as follows:- \n(i) Where the trailing points are pad-locked:- \n When a train is to be received the Station Master of such station while giving \ninstruction to the Pointsman as to the line on which it is intended to receive the \ntrain shall hand over the key of the trailing points pad-lock. The Pointsman will \nthen proceed to the trailing points and after correctly setting and pad-locking the \ntrailing points, shall display green hand signal to the Station Master in token of \nhis having set and pad-locked the trailing points correctly. \n \nThe Pointsman shall retain the trailing points pad-lock key in his possession \nand then proceed towards the facing points. On his way he shall obtain from the \nStation Master the relevant key of the facing points lock to the line on which the \ntrain is to be received along with the key of the facing points, the Pointsman shall \nset the facing points correctly and lock them with the key handed over to him by \nthe Station Master. He shall then extract the signal key from the facing points lock \nand insert the same in the key lock provided at the signal post. He shall thereafter \ndisplay a green hand signal to the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 369, + "text": "340 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nFrom the time he gives this signal until after the complete arrival of the train \nthe Pointsman shall be personally responsible to ensure that the points are not \ninterfered. \nThe Station Master shall, after satisfying himself that the route has been \ncorrectly set for the train and all the conditions for taking off the reception signal \nhave been complied with and that the keys applicable to the line other than the \none for which the points are required to be set are in his possession acknowledge \nthe Pointsman's signal and proceed to have the relevant reception signals \nlowered. \nWhen the train is seen approaching the Pointsman shall display a green hand \nsignal towards it if the points are not provided with an indicator, otherwise he \nshall hold his flag or lamp so that it will not be seen by the driver of the \napproaching train. \nAfter the complete arrival of the train, the Station Master shall have the signal \nput back to 'ON'. The Pointsman shall then extract the facing points key. He shall \nthen set the points to normal and lock the facing points padlock and return to the \nstation and hand-over the facing points key as also the key of the facing points \npad-lock to the Station Master, retaining the key of the trailing points pad-lock in \nhis possession. \nWhen the train has to be despatched, the Station Master shall satisfy himself \nthat the keys of the trailing point’s pad-lock are with the Pointsman as an \nassurance that the trailing points are correctly set and pad-locked and shall give \npermission for the train to start. \nAfter the despatch of the train, the Pointsman shall proceed to the trailing \npoints and reset the trailing point in its normal position and lock the points \npadlock. He shall than return to the Station and hand over the trailing points \npadlock key to the Station Master. \n(ii) Where the lever operating the points is pad-locked with points in the trailing \nposition. \nThe procedure shall be the same as that described above except that:- \n(a) The Station Master shall hand over to the Pointsman the keys of the trailing \npoints lever pad-lock. \n(b) The Pointsman shall retain the trailing points lever padlock key in his \npossession. \n(c) After despatch of the train the Pointsman shall reset the trailing point to its \nnormal position and lock the points lever. He shall then return to the Station \nand hand over the trailing points lever pad-lock key to the Station Master. \n \n (b) At stations where the use of the Line labels and line badges is prescribed and where the \nsignal levers of the Home and Outer signals are under the direct control of the Station \nMaster. \nThe Station Master shall hand over the appropriate line label to the Pointsman \ndeputed to man the facing points. He shall also give to the Pointsman the keys of all \nfacing points over which the train has to pass.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 370, + "text": "341 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nTwo Pointsmen shall proceed to their respective ends of the yard and personally \nset the route and lock all facing points. The Pointsman at the facing points shall then \ndeliver the appropriate line badge to the Station Master either personally or, through a \nRailway servant deputed for the purpose as provided for in the Station Working Rules. \nBoth Pointsmen shall display a green hand signal to the Station Master after they have \nsatisfied themselves that the route has been correctly set and from the time they give this \nsignal until after the complete arrival of the train they shall remain at the points and be \npersonally responsible that the position of the points is not altered. \n \nNote: - At station where only one Pointsman is on duty at one time, the Pointsman should \nfirst go to the trailing points, set and lock them. He will then inform the Station Master that \nthis has been done and thereafter proceed to the facing points taking the keys of the trailing \npoints, he would display a green hand signal towards the station which would be taken to \nmean that both facing and trailing points have been correctly set and locked. \n \nThe Station Master shall acknowledge the green signal of the Pointsman at the facing \npoints and then have the reception signals lowered after satisfying himself that conditions for \nlowering these signals have been complied with. \n \nOn receipt of the appropriate line badge from the Pointsman of the facing points and \nafter satisfying himself that the conditions for lowering reception signals have been complied \nwith, the Station Master shall acknowledge the hand signals of the Pointsmen and proceed to \nhave the reception signals lowered. As the train approaches, the Pointsman at the facing \npoints shall display a green hand signal towards it. If the points are not provided with an \nindicator, otherwise he shall hold his flag or lamp so that it will not be seen by the Driver. \n \nAfter the complete arrival of the train, the Pointsman shall return to the station, all \nfacing points being unlocked and the keys returned to the Station Master. The Pointsman \ndeputed to man the facing points shall return the Station Master's line label and take back his \nown badge. \n \nWhen the train has to be despatched, the Pointsman deputed to man the trailing \npoints shall, after satisfying himself that the points are correctly set, again exchange green \nhand signals with Station Master who shall then have the starting signal, if provided, \nlowered and give permission for the train to start. The Pointsman shall remain at the trailing \npoint and be personally responsible that the trailing points are not altered from the time he \ngives the hand signal until after the train has passed over the points. Only after the train has \ncleared the trailing points the Pointsman shall return to the Station. \n (c) At stations where the use of line labels and line badges is prescribed and where the \nOuter signal is operated from the facing points. \nThe procedure shall be the, same as that described in para 2 (b) above except that:- \n(i) The Station Master shall hand over to the Pointsman, deputed to man the facing \npoints, the keys of the padlocks on the Home signal post and the winch operating the \nOuter signal in addition to the line label and the keys of facing points.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 371, + "text": "342 APPENDIX 'B' \n________________________________________________________________________________________________________________ \n(ii) The Station Master shall have the Home signal taken 'off’ on receipt of the \nappropriate line badge from the Pointsman and after acknowledging the green \nsignals displayed by the Pointsman at the facing and trailing points. On seeing the \nHome signal in 'off’ position the Pointsman at the facing points shall take the Outer \nsignal 'off’. \n \n(iii) The Pointsman shall return the keys of the padlocks on the Home signal post and of \nthe winch to the Station Master along with the keys of the facing points, on return to \nthe station office after the complete arrival of the train. \n3. Crossing of trains. \nThe Station Master shall, before the arrival of either train, decide which train he will admit \nfirst. He shall then give necessary instructions to the Pointsmen in each other's hearing, \nstating distinctly the line on which each trains to be received, and which of the trains is to be \nreceived first. In order to satisfy himself that his instructions have been correctly understood, \nhe shall ask each Pointsman to repeat them to him in the hearing of the other Pointsman. \nThereafter the following procedure shall be carried out:- \n \n(a) At stations where key-locking is provided at the outer most facing points. If the \nlocking permits, each Pointsman shall be required to set and lock the outer most \nfacing points for the train to be received from his respective end. Otherwise the route \nshall be set right upto the outermost trailing points for the train to be received first. \n \nSignals shall be taken ‘off’ for the train which is to be received first and after this \ntrain has arrived complete and the signals replaced to 'On', signals shall be taken \n'off’ for the second train. \n \nAfter both trains have arrived and if no shunting is to be done, each Pointsman shall \nshow a red hand signal to the Station Master, unlock the points and set them for the \ndeparture of the respective trains. He shall then display a green hand signal to the \nStation Master, and remain at the points until the train has cleared them. \n \n(b) At stations where the use of line labels and line badges is prescribed and where the \nsignal levers of the Home and Outer signals are both under the direct control of the \nStation Master. \nThe Station Master shall give the appropriate line label to each Pointsman as well as \nthe key or keys of the facing points over which train has to pass. The Pointsmen shall \nbe required to set and lock the outermost facing points for the train to be received \nfrom that end. After they have done so they shall deliver the appropriate line badge to \nthe Station Master either personally or through a Railway servant as provided for in \nthe Station Working Rules. \n \nThe Station Master shall then have signals taken 'off’ for the train which is to be \nreceived first and after this train has arrived complete and the signals replaced to \n'On', signals shall be taken 'off’ for the second train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 372, + "text": "343 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nAfter each train has arrived, and if no shunting is to be done, each Pointsman shall \nshow a red hand signal to the Station Master, unlock the points and set them for the \ndeparture of the other train. He shall then display a green hand signal to the Station \nMaster and remain at the points till the train has cleared them. \n \nAfter the departure of the trains, the Pointsmen will return to the station and return \nthe keys to the Station Master. Each will then take back his respective line label and \nbadge. \n(c) At stations where the use of the line labels and badges is prescribed and where the \nouter signal is operated from the facing points. \nThe procedure shall be the same as that described in para 3 (b) above except that:- \n(i) The Station Master shall hand over to the Pointsmen deputed to man the respective \nfacing points the keys of the padlocks on the Home signal post and the winch \noperating the Outer signal in addition to the line label and the keys of the respective \nfacing points. \n(ii) On receipt of the appropriate line badge from the Pointsmen and after acknowledging \nthe green hand signal displayed by the Pointsmen at the each end, the Station Master \nshall have the Home signal taken ‘off’ for the train which is to be received first. On \nseeing the Home signal in ‘off’ position, the Pointsman at the facing point shall take \nthe outer signal ‘off’. After the first train has arrived complete and the signals \nlowered for it have been replaced to ‘on’ signals shall be taken ‘off’ for the second \ntrain in the same manner. \n \n(iii) The Pointsmen should return the keys of the padlocks on the Home signal post and of \nthe winch to the Station Master along with the keys of the respective points, on return \nto the station. \nCaution. \nWhen it has once been decided which of the two trains is to be admitted first, this \narrangement should not be altered except in an emergency. In such a case, the Station \nMaster shall first of all replace all signals to 'On'. Signals may then be taken ‘off’ for one \ntrain at a time after both the trains have come to a stand outside signals. \n*************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 373, + "text": "344 APPENDIX 'C' \n________________________________________________________________________________________________________________ \nAPPENDIX 'C' \nInstructions for the supply and use of detonating (fog signals) at stations to indicate to the \ndrivers of approaching trains, the location of a signal. \n \n1. Recruitment- Fog Signalmen will be detailed for duty at stations, being recruited partly \nfrom the station Traffic staff and partly from Engineering gangmen and must not be \nsubstitutes but regular employees of the railway. \n \n2. Reliefs – Sr. Divisional/Divisional Operations Manager will arrange for a Relief Force for \nrelieving Fog Signalmen at stations in areas in which fogs are prevalent when such men are \nabsent on account of sickness or authorised leave. \n \n3. Supply and Method of use – \n(i) Each Fog Signalman, when being sent to the Fog Signal post, will be given 20 \ndetonating (fog signals) (Patakha) except branch lines of AII, BKN, JP and JU \ndivisions where only 10 or such lesser number as the case may be prescribed under \nspecial instructions. The Station Master shall ensure that fresh supplies of \ndetonator (fog signals) are sent out, as necessary, to the men in replacement of \nthose used. \n(ii) One Fog Signalman must be sent to each of the fog signal posts, which are erected \nat 270 metres from the first stop signal. No Fog signal posts are to be provided at \nstations with Double Distant Signals and at stations which do not qualify for \nplacement of detonators. \n(iii) Each Fog Signalman on reaching the fog signal post must at once place and secure \non the rails two fog signals (patakha) about 10 metres from each other, one being \nopposite and on the rail next to the fog signal post and the other beyond it and in \nthe direction from which the incoming train would come. \n(iv) He will then station himself 45 metres behind the fog signal post (see diagram \nunder S.R. 3.61) \n(v) Fog Signalmen must never leave their posts until relieved by another trained Fog \nSignalman, except when he has to report to the Cabinman or the Station Master in \ncompliance with S.R. 3.61. \n(vi) A Fog Signalman must never sleep while on duty at the fog signal post. \n(vii) If a train is approaching at the time a Fog Signalman is being relieved at a fog \nsignal post, both men will allow that train to pass and explode detonating (fog \nsignals) already placed and secured on the line. As soon as the train has passed, or \nif no train is approaching, the Fog Signalman who is being relieved will pick up the \nlast two detonators (fog signals) he had placed on the line and take them with any \nunexploded detonators or exploded cases he has, back to the station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 374, + "text": "345 APPENDIX 'C' \n________________________________________________________________________________________________________________ \n The Fog Signalman coming on duty will place two fresh detonators on the line as \nlaid down in paragraph (3) of these instructions. \n \n4. Exception for Branch Lines.- On Branch lines or Sections, on which traffic is light, the \nStation Master on duty may, under \"special instructions\", send a Fog Signalman out to the \nfog signal post for reception of each individual train. This procedure will only be permitted if \nit is provided for in the Station Working Rules and in accordance with Subsidiary Rule 3.61 \n(m). \n5. Method of Securing. - Detonators (fog signals) shall be placed on the line with the label or \nbrand upwards, and shall be secured by bending the clasp round the head of the rail. \n \n6. Placing detonator (fog signals) on a mixed Gauge. - \nWhere the use of detonators is necessary under these rules on a mixed gauge, detonators \nshall be placed on one rail of each gauge, or on the rail common to both. \n \n(a) Where one rail is common to both gauges. \n \n1. A----------10 metres--------A \n \n2. \n \n3. \n(1) Rail common to broad gauge and metre gauge. \n(2) Metre gauge rail. \n(3) Second broad gauge rail. \n(b) Where there is no rail common to the two gauges. \n1. A----------10 metres--------A \n \n2. B----------10 metres--------B \n \n3. \n \n4. \n \n (1) and (4) - two broad gauge rails. \n(2) and (3) - two metre gauge rails. \n \n(c) in case (a); the detonator (fog signals) will be placed at A—A. \n \nNote :- The detonating (fog signals) must always be placed on the rail common to both \ngauges, irrespective of whether it is nearest to the fog signals post, or not. \n \n(d) In case (b); the detonating (fog signals) must be placed at A—A and B—B.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 375, + "text": "346 APPENDIX 'C' \n________________________________________________________________________________________________________________ \n \n7. Renewal of detonating (fog signals).- On both double and single lines, detonator (fog \nsignals) shall be placed on the rail for each train and shall be renewed each time a train \npasses over them. \n8. Hand signals. - (i) The Fog Signalmen shall always carry a lighted hand signal lamp in \nfoggy or tempestuous weather or in a dust storm. \n \n(ii) If the Fog Signalman is aware of any obstruction on the line, he shall show a \"danger\" \nhand signal to an approaching train under no other circumstances shall a Fog Signalman \nshow a hand signal to the Driver of an approaching train but on single line sections, for a \ntrain leaving a station, the Fog Signalman shall show a \"proceed\" (green) hand signal to the \ndriver. \n9. Acknowledgement of Rules. - The Station Master must obtain the signature or thumb \nimpression of Fog Signalmen in the \"Station Detonator Register\", as an acknowledgement \nthat they know and understand the rules for fog signalling of trains. \n10. Record of Detonators (fog signals) and exploded cases :- \n(i) The Station Master on duty shall be responsible for ensuring that the Fog Signalmen, \nbefore going out on duty to the fog signal posts, count the number of detonating \nsignals issued to them. This number will be entered in the 'Station Detonator Register' \nand the Station Master on duty and the Fog Signalman shall jointly sign the entry. \n(ii) As each train has passed over the detonating signals placed for it, the Fog Signalman \nwill collect the exploded cases (not omitting the cases of detonators which have failed \nto explode) and when his period of duty is over, or when he is recalled on the weather \nclearing up, he shall bring all the used detonators and any unused detonators he still \nhas, and make them over to the Station Master on duty. The Station Master on duty \nmust enter in the \"Station Detonator Register\" the number of used detonators and \nunused detonators, and both the Station Master and the Fog Signalman, will sign \nagainst the entry. If the Fog Signalman is illiterate, the Station Master will take his \nthumb impression. \n \nSTATION DETONATOR REGISTER \n (Specimen shown at next page) \nINSTRUCTIONS \n1. This Register contains the following parts:- \nPart I. Particulars of Fog Signalmen posted at the station from time to time. \nPart II. Particulars of receipt and stock of detonating signals at the station to be filled \nin whenever detonators are used or received. \nPart III. Period of fog, Fog Signalmen on duty and details of detonators used. \nPart IV. Particulars of Issue and Testing of Fog signals at Depot, Station, Loco Shed \netc. \n2. As soon as a man is posted to or detained for duty at a station as a Fog Signalman, the \nStation Master must satisfy himself that the man is fully acquainted with and understands the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 376, + "text": "347 APPENDIX 'C' \n________________________________________________________________________________________________________________ \nrules relating to the placing of detonating signals at stations during thick or foggy weather. \nAs an assurance of this, the Station Master shall take the signature or thumb impression of \nsuch men in the appropriate column of Part I of the register. \n3. The Station Master shall ensure that the information to be maintained in this register is \nkept upto date and is accurate in all respects. \n4. Transportation Inspectors shall check the register, also the stock of detonators on hand, \neach time they visit a station and initial with date as an indication of their having done so. \n \nFOG SIGNALMEN \nYour Duties at stations during Thick or Foggy Weather or in Dust Storms. \n1. See that you are given 20 fog signals before you are sent out to a fog signal post. \n2. On reaching the fog signal post you will at once place and secure on the rails two fog \nsignals about 10 Meters from each other, one being opposite and on the rail next to the \nfog signal post and the other beyond it on the same rail. \n3. You will then stand 45 Metres behind the fog signal post. \n4. You should place two fresh fog signals on the rail, immediately after a train has passed \nover the two placed before, and collect the cases which the train has passed over. \n5. You must never leave your post until relieved by another trained Fog Signalman. \n6. You must never sleep while on duty at the fog signal post. You must realise that the \nlives of many people depend on your alertness and devotion to duty. \n7. If a train is approaching at the time your relief arrives, wait till the train has passed \nbefore you make over charge to your relief. \n8. You must always carry a lighted hand signal lamp in foggy or tempestuous weather or \nin a dust storm. \n9. Should you be aware of any obstruction on the line, you must show a \"Stop\" (danger) \nhand signal to any approaching train. Under no other circumstances shall you show a \nhand signal to the driver of an approaching train but on single line sections, for a train \nleaving a station you shall show a \"proceed\" (green) hand signal to the driver. \n10. You should count the fog signals made over to you before you go to a fog signal post. \nWhen relieved you should bring back all unused fog signals and the cases of those \nwhich have been exploded (not omitting the cases of detonators which have failed to \nexplode) and make them over to the Station Master on duty. Remember to pick up the \nlast two fog signals which were on the rails at the time you were relieved. \n11. Both the Station Master on duty and you will sign (or put your thumb impression) in the \n\"Station Detonator Register\" for the number of fog signals taken out and brought back \nfrom the fog signal post. \n12. Where broad and metre gauge rails are mixed, fog signals shall be placed on one rail \nof each gauge, or on the rail common to both. The Station Master on duty will explain \nto you how to place the fog signals where the gauges are mixed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 377, + "text": "348 APPENDIX 'C' \n______________________________________________________________________________________________________________________________________________________________________________ \n \nNORTH WESTERN RAILWAY \n \nStation Detonator Register \n \nPART-I \n \nFog Signalman Posted at ………….Station \n \nPeriod for which worked at \nthe station \nName of Fog \nSignalman \nSubstantive \npost of Fog \nSignalman \nAssurance of \nFog \nSignalman \nSignature of \nStation \nMaster \nDate of \nTesting of the \nFog \nSignalman in \nhis duties by \nthe Station \nMaster \nSignature of \nFog \nSignalman \nSignature of \nthe Station \nMaster From To", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 378, + "text": "349 APPENDIX 'C' \n_____________________________________________________________________________________________________________________________________________________________________________ \n \nNORTH WESTERN RAILWAY \n \nStation Detonator Register \nPART-II \nStock of Detonating (Fog) Signals at ………….Station \n \nDate Opening \nbalance of \nFog Signals \nStock \nreceived on \ndate \nParticulars of \nreceipt \nStock used \nduring day \nClosing \nbalance of \nDetonators on \nhand \nSignature of \nthe Station \nMaster", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 379, + "text": "350 APPENDIX 'C' \n______________________________________________________________________________________________________________________________________________________________________________ \n \nNORTH WESTERN RAILWAY \n \nStation Detonator Register \nPART-III \nAt……………..Station \n \nDate Duration of Fog Name \nof Fog \nSignal- \nman on \nduty \nTime \nFog \nSignal \nman sent \nout \nNo. of detonating (fog) \nsignals issued \nSignature/ \nThumb \nimpression \nof fog \nsignalman \nSignature \nof Station \nMaster on \nduty \nTrains \nfor \nwhich \nused \nFog \nSignal- \nman \nreturned to \nStation \nNo. of detonators returned to Station Master on duty Signature of Remarks \nTime \ncommenc\ned and \ncontrol \nadvised \nTime \ncleared \nand \ncontrol \nadvised \n To Fog \nSignal\nman \nSent out for \nrenewal \nUn \nused \ndeto- \nnators \nShell of \nexploded \ndetonators \nand those \ndetonators \nwhich failed \nto explode \nBalance of \ndetonators \nnot \naccounted by \n12 & 13 \nExplanation \nnot accounted \ndetonators \nFog signal \nman or \nthumb \nimpression \nStation \nMaster on \nduty No. Time \nH M H M H M H M H M \n1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 380, + "text": "351 APPENDIX 'C' \n_____________________________________________________________________________________________________________________________________________________________________________ \n \nNORTH WESTERN RAILWAY \n \nStation Detonator Register \nPART-IV \nAt………………..Station/Shed/Office \n \nSR. \nNo. \nName Designation Ticket \nNo.and \nP.F. No. \nDate of \nIssue \nNo. of \nDetonators \nissued \nYear \nand \nMonth \nof \nmanu \nfacture \nof \ndeto- \nnators \nNo. \nused \nDate \nused \n Month and \nYear of \nmanu- \nfacture of the \nreplaced \ndetonators \nNo. of \ndetonators \ntested \nDate of \ntest \nMonth and \nyear of the \ndetonators \ntested", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 381, + "text": "352 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nAPPENDIX 'D' \nGHAT RULES \n \nS.R.G. 1. - Ghat Rules. - The Subsidiary Rules for working on sections having steep \ngradients may be referred to as Ghat Rules and the sections to which they apply as Ghat \nSections. \n \nS.R.G. 2.-(a) These Rules apply to the following sections of North Western Railway:- \n Sr. No. Division Section Block Section \n 1. Ajmer MJ-MVJ Khamli Ghat – Phulad \n 2. Ajmer UDZ-HMT Kharwa Chanda- Jawar \n \nNOTE: - Divisional Railway Manager shall issue special instructions for local features \n prevailing on Ghat Sections over their Divisions. (b) All other Subsidiary Rules apply to the working of Ghat Sections, except those modified or superseded by the Ghat Rules. \n(c) Certificate of Competency. - The under noted staff, who are directly concerned with \ntrain movements, must qualify in S.R.Gs. 1 to 60 and shall not assume duties on graded \nsections until they are granted a certificate of competency by their executive officers:- \n \n1. Drivers/Asstt. Drivers. \n2. Shunter-passed/Drivers. \n3. Shunters. \n4. Fireman-passed/Shunters. \n5. Train controllers. \n6. Station Masters and Yard Masters. \n7. Assistant Station Masters, Train Despatchers & Yard Foreman. \n8. Guards. \n9. Shunting Jamadars. \n10. Points/Line/Pilot Jamadars. \n11. Levermen/Cabinmen and Switchmen \n12. Pointsmen and Shuntmen. \nThe certificate of competency shall be valid for a period of three years only or such \nlong period as may be laid down by special instructions. \n \n(d) A Shunter or a driver, before being allowed to learn road on Ghat Sections, should \nqualify in Ghat Rules.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 382, + "text": "353 APPENDIX ‘D’ \n________________________________________________________________________________________________________________ \n(e) A Driver on having learnt the Ghat Section will not be allowed to work independently, \nunless a Loco Inspector/Fuel Inspector/Staff Inspector, after travelling with him, \ndeclares the Driver conversant with the section. \n(f) Issue of certificate of competency - Divisional Officers or Asstt. Divisional Officers on \nbehalf of Divisional Officers are authorised to examine, issue and renew certificates of \ncompetency in the following form:- \n \nNORTH WESTERN RAILWAY \n \nI, the undersigned, hereby certify that Shri..............................has passed the examination in \nSubsidiary Rules for working sections with steep gradient contained in unified Ghat Rules for \nthe North Western Railway. \n…………………………….. \n(Designation of Divl. Officer) \n \nNOTE: - Divisional Railway Manager may nominate Senior Subordinates to examine, issue \nand renew certificates of competency in respect of class IV staff. \n \nBRAKES \n \nS.R.G. 3 - Vacuum/Air Brake. - Rules on the Vacuum/Air Brake are to be read in \nconjunction with other extant Vacuum/Air Brake Rules. \n \nS.R.G. 4 - Engine Brakes. - Every engine working on Ghat Section must be fitted with the \nautomatic vacuum/air brake in good working order and must be itself braked either by the \nvacuum brake, steam brake or air brake. The hand brake of all engines must be in proper \nworking order. Dynamic brakes on loco must be in working order. \n \nS.R.G. 5 - Vehicle Brakes. - Train running on Ghat Section must be vacuum/air- braked \nthroughout. In case of vacuum stock, both passenger and goods trains shall have 100% brake \npower. In case of air-braked stock, passenger trains shall have 100% brake power. However, \nthe following proportion of air-piped stock with inoperative cylinders and/or without brake \nblock etc., may be allowed on mixed or goods trains, provided the speed of 15 KMPH is not \nexceeded in the case of (i) and (ii) below. \n \n(i) Grades of 1 in 50 and steeper - 5% of the total loaded stock subject to a maximum of \none 8 wheeled vehicle. \n \n(ii) Grades from 1 in 51 to 1 in 99 - 10% of the total loaded stock on the train. For train \nwith empty stock, lower brake power limits and special Working Rules/Instructions \nprescribed by the Railways from time to time shall apply. \n \n(iii) Grades from 1 in 100 to 1 in 199 - 15% of the total vehicles on the train. \n \nNOTE: - 1. A fraction of a vehicle worked out on the percentage basis must be taken as 1, if \n0.5 and above.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 383, + "text": "354 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n2. A piped vehicle without operative brake must in no circumstances be attached \noutside the brake van of any train. \n3. If the required Brake Power as laid down above is not available or if the driver is \nnot sure about the availability of sufficient brake power, an adequate number of \nhand brakes should be pinned down to have control on a down gradient. \n \nS.R.G. 6. - Hand Brakes. - All goods vehicles on a train must be fitted with a screw brake or \nhand-lever brake capable of being fastened down. \n \nS.R.G. 7. - Examination of Train before Starting. - The SE (C&W), Driver and Guard must \ntest the vacuum/air brake of each vehicle of a train before its departure according to the \nspecial instructions laid down in this behalf. \n \nS.R.G. 8 - Vacuum/Air Pressure on the Engine and in Rear Brakevans. - \nThe minimum amount of vacuum/air pressure required to be registered on the gauge in \nengine and in the rear brake van are as follows:- \nVacuum level \nTrains Engine Brakevan \nMail/Express 53 cms 47 cms \nPassenger 50 cms 44 cms \nGoods 46 cms 38 cms \n \nAir Pressure \nTrains FP BP \n Engine Brakevan Engine Brakevan \nMail Exp./Passenger 6.0 Kg/cm2 5.8 Kg/cm 2 5 Kg/cm2 4.9 Kg/cm 2 \nGoods - - 5 Kg/cm 2 4.8 Kg/cm 2 \n \nRef:- Joint Letter of ED(safety), EDEE(Traction)Rly. Board Letter No. 83/M(N)/95/31 \ndated 07/12.02.2001 \n \nS.R.G. 9 - Engine Whistle Signals. - The following is a list of authorised engine whistle \nsignals:- \n \n Indications When one or both Engines \n are in front \nWhen Engines are in front \nand rear \n(a) For indication to driver \nof assisting/banking engine \nthat the Driver of leading \nengine is ready to start. \n \nOne short whistle to be \nrepeated by the second \nengine \nOne long and two short \nwhistles to be repeated by \nthe rear engine. \n(b) For the application of \nmanned hand brakes and \nLoco brakes of rear engine \nif any. \nThree short whistles \n (000) \nThree short whistles \n (000)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 384, + "text": "355 APPENDIX ‘D' \n________________________________________________________________________ \n \n(c) For the release of \nmanned hand brakes and \nLoco brakes of rear engine \nif any. \n \nTwo-one long & one short \nWhistle \n (__ 0 & __ 0) \nTwo-one long & one short \nWhistle \n (__ 0 & __ 0) \n(d) For the creation of \nvacuum/air pressure and \nremoval of sprags. \nOne long & one short \nwhistle. \n ( __ 0 ) \n \nOne long & one short \nwhistle. \n ( __ 0 ) \n \n(e) The driver of rear \nengine to attract attention \nof leading engine. \n \nOne short whistle. \n ( 0 ) \n \nTwo short whistle. \n (00) \n \nRESPONSIBILITY OF TRAIN STAFF AS REGARDS BRAKES. \n \nS.R.G. 10 - Driver to try Vacuum/Air Brakes. - Driver must satisfy himself that the \nvacuum/air brake is in proper working order throughout the train before leaving the starting \nstation and at each station where any vehicle is attached or detached and also before \ndescending steep gradients. He must also satisfy himself that he has enough brake power \nbefore passing the outer signal of any station at which the train has to be stopped. \n \nS.R.G. 11 - Defective Vehicles. - If a driver finds the vacuum/air brake on his train defective, \nthe vehicle with defective vacuum/air brake if not immediately repairable must be detached \nfrom the train. Under no circumstances, whatsoever may/D.V. cylinder be blanked off. He \nmust also refuse to attach any vehicle with a defective brake, but he must give his reasons in \nwriting to the Station Master if asked to do so. \n \nS.R.G. 12 - Guard to see Vacuum/Air pressure Gauge. – The Guard incharge before giving \nthe signal to start must satisfy himself that the required vacuum/air pressure is registered on \nthe gauge in his brakevan. If the required vacuum/air pressure is not registered, he must \ninform the Driver. If the Driver is not able to create the required vacuum/air pressure as \nrequired on the gauge in the rear brakevan, the train must not start until the defect has been \nremedied by detaching defective vehicles or otherwise. The signal to start given by the Guard \nIncharge is an indication to the Driver that the gauge in the rear brakevan shows the \nrequired vacuum/air pressure. \n \nS.R.G. 13 - Descending Long and Heavy Grades. - (a) In controlling trains on descending \nlong and heavy grades, Drivers are cautioned against allowing the vacuum on the pistons to \nfall too low which usually happens unless periodically restored by blowing up with the large \nejector or raising the diesel engine to restore vacuum. The destruction of vacuum on the \npistons, owing to leakage, is always taking place during the continuous applications of the \nbrake while descending long grades and it is of the utmost importance that the vacuum on the \npistons should be restored by the use of large ejector/raising the diesel engine. But before \nusing the large ejector/raising the diesel engine, the speed must be reduced to allow for the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 385, + "text": "356 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nincrease of speed which will take place when large ejector/raising the engine releases the \nbrakes. The large ejector/raising of diesel engine must be used in several short periods \ninstead of one long period for the above purpose. Advantage should be taken of long curves \nor starts after stops at catch sidings to recreate the vacuum. Care must be taken that the \nspeed during the release of brakes is not allowed to increase beyond a safe limit. If the speed \nis allowed to get beyond a certain point the brakes will not pull the train up. \n \n(b) Drivers must note that the reading of vacuum chamber needle on the engine gives no \nindication as to the vacuum above the pistons throughout the train. \n \nS.R.G. 14 - Control of Vacuum/Air Brake on Running Trains. – \n \n (a) When a second leading engine is employed to pull a train (and not a banking not \npushing it) the driver of first leading engine will be held responsible for the working of \nthe automatic vacuum/air brake. The driver of the second leading engine must however \nin case of emergency assist in stopping or reducing the speed of the train by applying \nsteam/D-1 emergency brake valve/hand brakes as may be required but he must not \nmaintain or recreate vacuum/air pressure by raising the engine in case of diesel \nengine. \n \n(b) When an additional engine or engines are employed to push a train, the drivers thereof \nmust not interfere with the working of vacuum/air brake by putting the MU-2B valve on \ndead position in case of diesel engine which shall be under the control of the leading \nengine drivers, as laid down in para (a) except in case of run back when the banking \nengine driver automatically becomes the leading drivers. \n \n(c) Whenever a Ghat Section comprises of either descending or ascending gradient only \nand not both, in the same direction, the second engine should be attached as under :- \n(i) On descending gradient in front of the train. \n(ii) On ascending gradient in the rear of the train. \nIf, however, it consists of both descending and ascending gradients following \neach other in quick succession, the banker may be attached in the rear only of the train. \n \n(d) Drivers of all additional engines will at all times keep the handle of vacuum ejector in \nthe running position and small ejector must be closed/MU-2B valve in dead and \nvacuum isolation cock closed in case of diesel engine. \n \n(e) In the event of the Driver of the engine in rear requiring in an emergency to attract the \nattention of the leading engine Driver, he shall give a whistle signal as laid down in \nS.R.G. 9. \n \nNote: These rules are to avoid the serious danger which would arise if the guard or drivers \nof additional engine were to attempt to put the brake on while the leading driver was \ntrying to recreate vacuum/air pressure.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 386, + "text": "357 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nS.R.G. 15 - Stopping at Stations - (a) Drivers must enter stopping stations at such a speed \nthat it would be possible to stop the train at proper place. The vacuum/air brake must be \napplied by the Driver in stopping train or reducing its speed. \n \n (b) Guards must watch the speed of the train and assist Drivers by the use of their hand \nbrakes, if necessary. They may only apply the vacuum/air brake when it is necessary to make \nan emergency stop. \n \nS.R.G. 16 - Special Test Before Entering a Down Grade of 1 in 33 and Steeper - before any \ntrain is allowed to enter a down grade of 1 in 33 and steeper, 40 cms vacuum/5 kgcm2 BP \nmust be created and then destroyed and pistons of vehicles/wagons watched. If a piston is \nfound to have worked down 2.5 cms or more in less than 20 minutes, the vehicle/wagon must \nbe detached in case of vacuum train. In case of air braked train a continuity test to be done \nbetween guard and driver and if Distributor Valve found defective of any vehicle/wagon \nshould be detached from the train. This is the duty of train examining staff who must be \nposted at stations where this practice is necessary. Drivers, however, must satisfy themselves \nthat the vacuum brake/air brake throughout is in good working order and for this purpose \nmay leave their engines provided they leave a competent man incharge and also provided \nthat a driver must not leave his engine while standing on a grade. \n After starting and on obtaining a speed of 15 KMPH the driver must make a test \napplication of the vacuum brake/air brake and satisfy himself that he is able to control the \ntrain. \n \nS.R.G. 17 - Blowing through Engine and Train Pipes. - (a) Before stabling an engine in \nshed and before taking it out of shed, the Driver or Shunter must remove both these pipes \nfrom the dummy plugs and give a good blow through with the large ejectors, afterwards \nreplacing the hose pipes on their dummies. The train pipe drip valve must be kept clean and \nfree from water. \n \n(b) When it is decided by the SE (C&W) or SSE (Loco) [if there is no SE (C&W)] that the \ntrain pipe should be blown through, a man belonging to the Rolling Stock Branch will be \nappointed to remove the tail hose pipe. He will signal to the Driver when to blow through \nand will replace the hose pipe on dummy after the pipes have been cleared. \n \nS.R.G. 18 - Removing Snow from Couplings. - Snow on hose pipe couplings or plugs must \nbe cleaned off before attempting to couple them. Whenever a hose pipe is uncoupled, it must \nbe placed at once on the dummy plug to keep the washers free from snow. \n \nWORKING OF BANKING ENGINES \n \nS.R.G. 19 - Working of Banking Engines on Grades Steeper than 1 in 100. - When a \nbanking engine has to return to the starting station after assisting the train upto the top of the \ngrade without actually going to the next station. \n \n(a) A caution order must be issued to the Driver of the train engine notifying him that \nbanking engine will assist the train;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 387, + "text": "358 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n(b) The banking engine will be placed in rear of the train, but not coupled to it; \n(c) The Driver of the banking engine will be given a specially marked \"Staff\" as authority \nto assist the train into the block section, the staff must be delivered to the Driver \npersonally by the Station Master before handing over the \"authority to proceed\" to the \nDriver of the train engine after satisfying himself that the banking engine is ready in \nposition behind the train. \n(d) The Guard will not give the starting signal until he gets back to his brakevan. \n(e) After receiving the starting signal, the train engine will whistle in the usual way and \nwill not start until a responding whistle is received from the banking engine which shall \nthen commence to push the train before the train engine Driver opens steam/throttle. \n(f) After assisting the train to the top of the grade, the banking engine will return to the \nstarting station, stopping at a stop-dead board provided for the purpose opposite the \nHome signal from where it will be piloted into the yard. The Driver will immediately \nmake over the 'staff' personally to the Station Master and at the same time will sign the \nentry of the time of his return in the train register. \n(g) The \"staff\" will be kept locked by the Station Master until again required for use and \nmust be correctly made over to his relief when going off duty; \n(h) Not more than one 'staff' shall be kept at a station for use with banking engines in each \ndirection; \n(i) On the single line, no Line Clear nor authority to proceed (except for the train being \nassisted) shall be given by the Station Master unless the 'staff' is in his possession. \n \nWORKING OF TRAINS \n \nS.R.G. 20 - Sand Boxes. - Dry, sharp sand not mixed with clay, is essential on all Ghat \nsections and drivers must see that their sand boxes are full and sending gear is in working \norder. \n \nS.R.G. 21 - Speed Restriction. - The speed of trains laid down in the Working Time Table \nmust be rigidly adhered to. In no circumstance whatsoever may time be made up on \ndescending grades steeper than 1 in 50. \n \nIn case of roof riding, the driver of the trains should stop his train short of an overhead \ninfringing structure, and he should sound a warning whistle and thereafter proceed at a dead \nslow speed till whole of the train has cleared the infringing structure. \n \nS.R.G. 22 - Starting a Train. - When a train with more than one engine is ready to start, the \nleading engine must whistle first. All being ready, the rear engine will open steam/throttle \ngiving prescribed whistles as a signal to all other engines to open steam/ throttle in turn, \nstarting from the rear. \n \nS.R.G. 23 - Admission of Train in Station. - When two trains are approaching a station \nfrom opposite directions and cannot be received without one of them being stopped, the \ndescending train must be stopped at the first stop signal and the ascending train given \npreference provided that the descending train is not stopped in a tunnel or on a bridge.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 388, + "text": "359 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nS.R.G. 24 - Train stalling on a Grade Steeper than 1 in 50. - When a train has stalled and \nan attempt is to be made to restart, all engine hand brakes must be applied and all Drivers \nwill open steam/throttle. When ready to start, the Driver with the authority to proceed, will \ncreate prescribed vacuum/air pressure and signal for release of hand brakes by giving the \ncorrect whistle signals. When it is not possible to start within 15 miniutes S.R.G. 25 must be \nrigidly obeyed. \n \nS.R.G. 25 (i) If for any reason, a train is brought to a stand for a period longer than 15 \nminutes, the hand brakes of the locomotive shall be applied in addition to the application of \nvacuum/air brakes etc. If such stoppage happens to be, of train having vehicles with roller \nbearings on a section with a grade of 1 in 150 and steeper, and train having vehicles other \nthan roller bearings on a section with a grade 1 in 100 and steeper, the following additional \nprecautions shall be taken: \n \nOn trains carrying the passengers, the Guard shall apply hand brakes in the brakevan \nand sprags or wedges or scotch blocks as the case may be to the wheels of two vehicles \nnearer to the descending steep incline. On goods trains, hand brakes of at least one third of \nthe wagons in the train or 10 wagons behind the engine and 5 wagons inside the brakevan, \nwhichever is more, shall be pinned down, in addition to the application of Guard's hand \nbrake in the brakevan. Special care shall be taken for the train with special type of wagons \nsuch as BOX, BOBS, BOI, BRH, CRT etc. which are fitted with roller bearings, while taking \nthe above precautions. \n \n(ii) When the train is expected to start, proper vacuum/air pressure must be \nrecreated/recharged, as the case may be, and the vacuum brake/air brake must be applied \nbefore the sprags or wedges or scotch blocks removed and/or hand brakes released. \nThereafter the vacuum/air brakes may be released to start the train. \n \n (iii) The Driver himself or, on his direction, the Fireman/Assistant Driver, shall be \nresponsible for application and release of the hand brakes of wagons behind the engine. The \nGuard shall be responsible for similar action in regard to the wagons inside the brakevan. \n \n(iv) Considering the condition of brake power on train, the Driver may take additional \nprecautions as mentioned in sub-rule (i) above, during the stoppage of his train on section \nflatter than 1 in 150 or 1 in 100 to avoid run away. \n \n(v) When two or more engines are employed on the train, one engine is attached in the rear \nof the train on an ascending grade. \n \nS.R.G. 26 - Failure of the Vacuum/Air Brakes between Stations. - If the vacuum/air brake \nbecomes defective while the train is running between stations so that it is dangerous to \nproceed, the Driver must bring the train to a stand and take it in portions to the next station, \neach portion being not more than he can safely control. The vehicles left behind will be \nsecured, as laid down in S.R.G. 59 (b) and (c). The Guard will remain with the portion of the \ntrain left behind and protect it.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 389, + "text": "360 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nBALLAST TRAINS \n \nS.R.G. 27 - Brake of Ballast Trains. - Each vehicle of a ballast train, in addition to being \nprovided with the vacuum/air brake must be provided with an efficient hand brake capable of \nbeing fastened down. \n \nS.R.G. 28 - Application of Brakes when Stopping Ballast Train on a Grade. - On stopping \na ballast train on a grade, the Driver must give long blast of whistle to attract the attention \nof the Guard, and thereafter give three short whistles for the application of all hand brakes. \nThe brakes must not be released until the Driver has signalled for this by giving two-one long \nand one short whistle. \n \nS.R.G. 29 - Position of Ballast Train Engine when Standing on a Grade of 1 in 50 or \nSteeper. - Before entering a section on which a ballast train is required to stand on a grade \nof 1 in 50 or steeper, the engine must be attached so that when the train is standing, the \nengine is at the down hill end of the train. \n \nS.R.G. 30 - Vehicles not to be detached from a Ballast Train where Grades are 1 in 50 or \nSteeper. - Vehicle must not be detached from ballast trains on a grade of 1 in 50 or Steeper. \nThe engine itself may be detached with the Guard's permission after he had seen that the \nhand brakes on each vehicle are properly applied, as ordered in SRG 59. \n \nS.R.G. 31 - Ballast Train not to work at Night. - Ballast train must not work at night except \nby a special order of the Assistant Engineer or Divl. Engineer. \nS.R.G. 32 - Restrictions and conditions for Pushing Ballast Trains. - Ballast trains are not \nallowed to be pushed outside station limits over descending gradients. Such trains may be \npushed provided that:- \n(i) The portion of the line over which the train will run is on a continuous ascending grade. \n(ii) The speed of the train must not exceed 15 kms. per hour on the straight line and 8 kms. \nper hour on the turn out if the leading vehicle is a brakevan and 8 kms. per hour, if the \nleading vehicle is not a brakevan. \n(iii) The Guard must travel in the leading brakevan or the leading vehicle and must exhibit \nhand signals to the Driver. \n(iv) The train crew must keep a good lookout especially in the direction in which the train is \nmoving and must be prepared to stop short of any obstruction, and \n(v) When approaching turn-outs, the Guard must stop the train and satisfy himself that the \npoints are correctly set and that all non-interlocked facing points are locked and manned. \n \nNote: - This rule will also apply when the engine is placed somewhere in the middle of the \ntrain in an emergency or in exceptional circumstances.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 390, + "text": "361 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nSAFETY SIDING \nS.R.G. 33 – Definition. - There are two kinds of safety siding called Catch and Slip siding. \nCatch sidings are placed above stations approached by a descending grade to protect them \nfrom run-away vehicles or trains. \nSlip sidings are placed below station on a grade to prevent vehicles escaping from the \nstation yard. \nS.R.G. 34 - Catch Siding. – \n(a) The points of 'Catch' siding must always be set and locked for the 'Catch' siding except \nwhen a train is to be received or despatched. \n(b) 'Catch' siding points should not be set for the main line for the reception of an \napproaching train unless it has first been brought to a dead stop at the first stop signal \nand the driver whistles, except when the following conditions are fulfilled. \n(i) The line on which the train is to be received is clear and the train is to be received \non the main line. \n(ii) The points leading to the catch siding as well as the points required for a run \nthrough train are set for the main line immediately after granting line clear to the \nblock station in rear. \n(iii) Line clear has been obtained for the block section ahead. \n(iv) The gradients in the block section ahead are such that the train can be brought \nunder control easily. \n(v) Warner signal in the lower quadrant signalling territory is not taken 'off' and \ndistant signal in multiple aspect signalling territory is kept at 'caution' position. \n \n(c) In the case of an outgoing train, the 'Catch' siding points must not be set for the main \nline unless Line Clear has been received from the station in advance. \n \n(d) (i) The points must be reset and locked for the 'Catch' siding as soon as the last vehicle \nof the train has passed over them. \n (ii) Hand Signals will be exhibited at all 'Catch' siding points. The points shall be fitted \nwith point indicator showing red when the points are set for catch siding and white \nwhen they are set for the main line (Except when spring points are provided). \nS.R.G. 35 - Locking and Unlocking the Points of the Slip Sidings. - (a) Except for shunting \nas allowed in SRG 46, the points of slip sidings must be normally locked for the siding and \nmust only be unlocked and set for the main line immediately before taking off the signals for \nthe admission of an ascending train or, in the case of descending train, after Line Clear has \nbeen received from the station in advance. If the authority to proceed, for a descending train \nwhich is booked to run through the station, has not been received, the descending train must \nbe first brought to a dead stand at the first stop signal before the 'Home' and/or 'Outer' \nsignals are taken off for its reception. In the case of a descending train, the slip siding points \nmay only be unlocked and set for the main line, when Line Clear has been received from the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 391, + "text": "362 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nstation in advance. The points must be reset for the slip siding as soon as the last vehicle of a \ntrain has passed over them. \nNote:- At certain slip sidings, spring points have been provided. These are normally \nunlocked and are set for the siding. An ascending train trails through them while entering the \nstation. These points need only be locked for despatch of a descending train and this should \nbe done only after Line Clear has been obtained from the block station in advance. \n (b) Point Indicators at Slip Sidings - Point indicators showing red, when the points are \nnormally set for the siding and white when set for the main line, shall be provided at all slip \nsiding points. (Except where spring points are provided). \n(c) The duty of locking and unlocking \"Catch\" and \"Slip\" siding points may be performed \nonly by the Pointsman in whose special charge they have been placed under the orders of the \nStation Master. \n \nPATROLLING ON GHAT SECTIONS \nS.R.G. 36 - Orders for Patrolling. - (a) The Divisional Engineer will decide and issue order \nregarding the Sections to be patrolled and the date on which patrolling is to begin and stop. \n(b) During the monsoon period, there will be regular patrolling for night running by special \npatrolmen to be employed for patrolling line. The Divisional Engineer will draw out the \npatrol charts. \n (c) As far as Ghat sections are concerned, the Divisional Engineers will decide the question \nwhether regular night patrolling is to be introduced. \n \n(d) Vulnerable points - All the vulnerable points will be watched by static patrols, all such \npoints being carefully selected by the Divisional Engineer. All vulnerable points (including \nvulnerable bridges and locations which are subject to slips, rock-falls, water falls etc.) will \nbe provided with sign boards fixed at a distance of 800 metres on either side of the \nvulnerable points. The fixing of these boards will be arranged by Divisional Engineers \nimmediately before the monsoon and removal immediately after the monsoon \n. \n(e) The Railway track and bridges will be patrolled during monsoons, stormy weather, heavy \nsnowing or in the event of any other emergency which may interfere with the safe running of \ntrains. Rains during the winter months also may be a source of danger to the line and \ntherefore, patrolling should also be introduced on such sections where necessary during the \nwinter rains. \n \n(f) Gang Patrol - In the event of a sudden storm and emergency during day and night, the \nMate will on his own initiative, organise patrolling over the length affected, independent of \nany other patrolling being in operation. This patrol will confine its inspection to known \npoints of danger such as cuttings, culverts and bridges likely to scour and their approaches, \nembankments likely to be affected and those places which are liable to be in danger on \naccount of likely breach in Railway affecting works such as banks and dams. In the absence \nof the mate, the keyman will organise this patrol. Half the gang will go out during the day \nand half during the night.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 392, + "text": "363 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nS.R.G. 37. Patrol Charts. - Patrol charts referred to in S.R.G. 36 (b) for each section will be \nprepared by the Divisional Engineer after the publication of the time table to come into force \nfrom 1st July taking into consideration the following :- \n(a) (i) As far as possible, each block section will be treated as a unit of length and will be \ndivided into approximately equal beats; \n (ii) The beat of patrolmen will not exceed 4.5 KMs; \n (iii) The patrolman will go out on his beat in accordance with the Chart. Patrol charts \nwill be scrutinised by JE (P.Way) and SE (P.Way) regularly and by AENs and \nDENs frequently when on their inspection rounds. A Patrolman shall not be \nrestored to walk more than 18 KMs. \n(b) In drawing up patrol charts the Divisional Engineers will arrange for maximum \n'Protection' possible for all trains carrying passengers between the hours of sunset and \nsunrise. This protection can be given by organising patrolling as specified above and \nensuring that:- \n(i) The patrolmen meet at the end of their beats before a train (or the first train of a \ngroup of trains) enters the section, or \n(ii) The patrolmen have met and are on their way back when other trains or the group \nof trains enter the section, or \n(iii) The patrolmen are not back at the end of their beats a long time before the train \nenters the section. \n(c) The patrol charts will show all trains between 18 hours and 6 hours with their time of \nentering and clearing the section so that the charts will show at a glance how the trains have \nbeen covered. \n(d) After drawing out the patrol charts, each chart will be examined by the Divisional \nEngineer to see what cover has been given to each train. If, on any block section, which is \nknown to be giving trouble, the interval between the patrol and the train is too long, an \nintermediate patrol will be introduced to reduce the interval. \n(e) Copies of patrol charts prepared by Divisional Engineers for different sections will be \ndistributed to the Assistant Engineers, SE (P.Way) and JE ( P.Way) and copy of the relevant \nportion of the chart will be issued to each Station Master with instructions :- \n(i) to record time of arrival and departure of patrolmen in the patrol book and initial \nthese entries, and \n(ii) to record time of arrival and departure of patrolmen and their names in the station \ndiary. \n(f) Copies of patrol charts together with a statement showing places where Drivers, when \nrunning to time, may expect to pass patrolmen, will be sent to the shed foreman by the \nDivisional Engineer. Drivers will proceed cautiously if patrolmen are not found at the \nexpected kilometrages and report the matter to the Station Master at the next station who will \ntake necessary action and advise all concerned. \n(g) A copy of the patrol charts for patrolling block sections, list of stationary watchmen at \nvulnerable points and mobile patrols between stations will be sent to the office of the General \nManager (Engineering) in the month of December every year.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 393, + "text": "364 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n(h) Officers and Supervisors of the Engineering and Operating Departments, during \ninspections of stations, should check station diaries to ensure that SMs record correctly the \ntime of arrival and departure of patrolmen. \nS.R.G. 38 - Patrol Books. – \n(i) Patrol Book in a tin case, containing a sufficient number of pages, will be supplied to \neach patrolman. \n(ii) The books will be serially numbered to correspond with the number of the patrol on \neach section. The first page of the book will contain the name of the patrolman, \nkilometrage of the patrol section and its number. The remaining pages will contain \ncolumns for date, station, times of arrival and departure and signatures of Station \nMaster on duty. \n(iii) Disposal of Patrol Books - Station Masters will take over the patrol books from the \npatrolmen after sunrise and will tear out the carbon copies and send them by the first \navailable train to the Assistant Engineer for his information and record. \n(iv) Reporting for Duty - Patrolmen will report at the time shown in the chart for duty to \nStation Master of the station at which they are headquartered. If any of the patrolmen \nfails to report for duty, the Station Master must immediately send a message to the \nnearest Permanent Way Mistry or SE (P.Way), so that arrangements may be made at \nonce for another man. A copy of this message must be sent to the Asstt. Engineer for his \ninformation. \n When a patrolman, who is due to arrive at a station does not turn up at the \nappointed time or does not turn up at all, the Station Master on duty will take following \naction :- \n(a) Stop run through trains proceeding into the block section. \n(b) Advise the Station Master at the other end of the Section to take similar action \nand also advise the Controller, and \n(c) Issue Caution Order on Form T/409 to all trains proceeding into the block section \nadvising the Driver to remain cautious. Issue of Caution Order will be \ndiscontinued when the patrolman from either end of the patrol section arrives at \nthe station and reports that all is well. In cases where the patrolman does not turn \nup at all, the Station Master concerned should initiate action to ascertain the \nreason therefor. \nS.R.G. 39 - Duties of Patrolmen. – \n(a) To walk to and from over the beat in accordance with chart pertaining to his 'Patrol \nSection’ looking for subsidence, slips, signs of erosion, trees blown across the track \nduring storms or any other causes likely to endanger the safety of the line. Bridges and \ntheir approaches will be specially watched. \nThe following are some instances when damage to the line may be apprehended:- \n(i) When the flood level reaches danger level at any of the bridges, or if any damage \nhas started at the bridge and its approaches, even before the danger level has been \nreached; \n(ii) When water on one side of the embankment is at a much higher level than on the \nother side;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 394, + "text": "365 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n(iii) When water seeps through the bank from one side to the other; \n(iv) When any obstruction, such as fallen trees, blocks the water way of a bridge; \n(v) When the track shows signs of settlement. \n(b) To take immediate steps to stop trains when any portion of the line is likely to be rendered \nunsafe. The patrolman must not allow trains to pass over a bridge or track in case of \ndoubt. \n(c) When no danger is apprehended to stand on the cess on the left hand side facing the train \nand exhibit his number plate turning the light of his lamp on to it so that the number can \nbe seen from the passing train, and to blow on his whistle. \n (d) To obtain signatures of the Station Master on duty at the Station concerned for his \narrival and departure and exchange patrol books with adjacent patrolman. \n(e) To exchange reports as to condition on their beats with adjacent patrolman and \nstationary watchmen. \n(f) To heed instructions from Drivers who may report a condition of danger at a kilometrage \nand proceed to the place indicated and take necessary measures. \n(g) To post himself at the danger spot in the event of emergency and not to move under any \ncircumstances till relieved by some other gangman. \n JEs (P.Way) and SE (P.Way) will record date of examining patrolmen in their duties \nin a patrol book, muster sheet or any other book issued to every patrolman for recording this. \nSimilarly, AENs on their rounds will examine patrolmen and watchmen in their duties and \nrecord the result of the examination in the registers mentioned. \nS.R.G. 40 - Equipment of Patrolman. - Each patrolman and watchman on each SE (P.Way) \nsection will be numbered consecutively from one end of the section to the other. Each \npatrolman and watchman will be provided with the following equipment. \n(i) One staff, spiked and with a hook for hanging the hand signal lamp. The staff should \nfurther be graduated in 30 cms. height in white and black for taking approximate \nmeasurements. \n(ii) One number plate 15 Cms x 15 Cms. number of patrolmen or watchman painted with \nluminous paint in 7.5 Cms. size figures (If luminous paint is not readily available, the \nplate and number will have to be larger). \n(iii) 1 tin case containing 10 detonators. \n(iv) 1 set of hand-signal flags. \n(v) 1 tricolour signal lamp. \n(vi) 1 three-cell electric torch with a red-cap by night. \n(vii) 1 box of matches. \n(viii) Whistle. \n(ix) Patrol book in Tin case. \nS.R.G. 41 - Protecting the line. - In the event of any portion of the line being breached or \notherwise rendered unsafe for traffic, the following procedure will be observed:- \n (a) In case where two patrolmen are employed. \n(i) The danger signals will be displayed at once in both directions. \n(ii) The two patrolmen will then proceed in opposite direction showing danger \nsignals. On reaching a distance of 600 metres on the Broad Gauge (400 metres", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 395, + "text": "366 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \non the Metre Gauge and Narrow Gauge) from the point of danger, each will clip \none fog signal on the rail; they will then proceed to a distance of 1200 metres on \nthe Broad Gauge (800 metres on the Metre Gauge and Narrow Gauge) from the \npoint of danger, where they will clip 3 fog signals (2 on one side and one on the \nother) at a distance of 10 metres apart; \n(iii) Should the nature of the obstruction be such as to render impossible for either of \nthe patrolmen to get across the gap, as for instance a wash-away with a deep \nflood or strong current, one of the men will show a danger signal (red lamp or \nflag as the case may be) and endeavour to stop trains approaching the gap from \nhis side while the other man will proceed, with all haste, towards the station on \nhis side of the gap, fixing fog signals on the way as laid down in item (ii) above, \nand also informing the mate of the occurrence, if there is any gang-quarter on the \nway. \n(b) In case where one patrolman is employed - when damage is detected on the line he will- \n(i) place a red lamp in prominent position to warn a train which may approach from \none direction, and run in the opposite direction and clip 1 detonator at 400 \nmetres and 3 detonators at 800 metres from the damaged point; \n(ii) return to the damaged point and protect the other side with detonators similarly; \n(iii) in the event of it being impossible to get to the other side of the damaged point (as \nin a wash-away), place the red lamp or flag so that it can be seen from as great a \ndistance as possible by a train approaching from that direction. \n(c) The patrolman will arrange to send information to the nearest station, or, in case of an \nimpassable obstruction, to the station in the opposite direction reporting the \noccurrence to the Station Master. He will also send information to the Mate, JE \n(P.Way)/SE (P.Way). \n(d) The Station Master will – \n(i) stop trains entering the block section, \n(ii) advise the Station Master at the other end of the block section, and \n(iii) advise the Controller and all concerned. \n(e) The Mate will proceed with his gang to the kilometrage and ensure proper protection \nand attend to repairs as necessary. \n(f) The first duty of all engineering staff on receipt of the report is to proceed to the site \nand ensure that the line is protected as described above and then make arrangements \nfor repairing the damage that may have occurred. \nIn the case of suspected damage to a portion of the line, a bridge or its \napproaches, a thorough inspection will be carried out testing the track, if necessary, by \npassing a light engine across, after which trains will be piloted over the threatened \nzones. These inspections, tests with light engine and piloting of trains will be carried \nout by engineering official not lower than the rank of a JE (P.Way). In case of doubt \nthe JE (P.Way) must not allow even a light engine to pass across and must await the \narrival of the SE (P.Way), AEN, or higher railway officials.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 396, + "text": "367 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nS.R.G. 42 - Importance of Checks. - Proper supervision shall be exercised and frequent \nchecks carried out to ensure that the patrolmen and watchmen are on duty and carry out the \ntasks assigned to them in an efficient manner. For this purpose the following checks are \nprescribed:- \n(a) SEs (P.Way) and JEs (P.Way) will cover their lengths by foot-plate of engine, trains and \nby trolley at irregular intervals frequently both by day and night. \n(b) Assistant Engineers will exercise similar checks over their entire section. \n(c) The Divisional Engineers will also exercise check during their inspections and examine \nas many patrolmen as possible in their duties. \nS.R.G. 43 -SE (P.Way)'s Certificate. - SEs (P.Way) will submit certificate by 15th May each \nyear to their Assistant Engineer, copy to Divisional Engineer that they have made \narrangements for monsoon patrolling, and watching of vulnerable locations and bridges and \nthat patrolmen and watchmen have been made conversant with their duties and rules for the \nprotection of the line and vulnerable locations in their beats. The SEs (P.Way) will also \nsubmit to their AENs lists of the patrolmen and stationary watchmen with beats locations and \nbridges assigned to each. The SE (P.Way) will issue to each individual by name, a certificate \nstating that he has been examined and is fully conversant with the rules, regulations and \nduties and also the location of the beat or static posts of duty assigned to him. A duplicate \ncopy of this certificate should be kept on record with the SE (P.Way) in a Register and this \ncopy of the certificate will bear the signatures or thumb impression of the individual \nconcerned. The AENs and DENs on their rounds will inspect this register and also examine \nas many as possible of the patrolmen and watchmen in their duties. \nSHUNTING \nS.R.G. 44 - Loose Shunting. - Loose shunting is forbidden, except where specially \nauthorised in the Station Working Rules. \nS.R.G. 45 - Hand Shunting. - Hand shunting is forbidden, except where specially authorised \nin the Station Working Rules. \nS.R.G. 46 - Shunting at Stations with Slip Sidings. - Shunting is forbidden, unless the slip \nsiding points are set and locked for the slip siding, except when it is absolutely necessary to \nshunt on the main line. In this case, the engine must be in front and the points must be \nmanned the whole time any shunting is being carried out over them and must be reset for the \nslip siding every time the engine has returned over them. \nS.R.G. 47- Hand shunting at Stations with Slip Siding. - Hand shunting is forbidden, unless \nthe points are set for the slip siding. \nTROLLIES AND LORRIES \nS.R.G. 48 - Brakes on Trollies. – All riding trollies in use on grades steeper than 1 in 50 \nmust have two efficient and independent brakes, which must together brake all four wheels. \nOn other ghat sections the trolley need have only one brake capable of braking all the four \nwheels efficiently. These brakes must be tested before each journey. \nS.R.G. 49 - Brakes on Lorries. - All material lorries working on ghat sections must have an \nefficient screw brake operating on all four wheels and also a tail rope, which must always be \nmanned when running down hill. The brake must be tested before each journey. \nNote:- Dip lorries are not allowed to work on ghat sections.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 397, + "text": "368 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nS.R.G. 50 - The person in charge of a trolley or lorry is responsible for any accident \nresulting from a defect in the trolley or lorry which he might reasonably have been expected \nto discover. \nS.R.G. 51 - Speed of Lorries. - On falling grades the speed of a lorry must not exceed 8 Kms. \nan hour. \nS.R.G. 52 - Lorry only to run in Blocked Section or on Line Clear. - Before lorry is allowed \nto enter a Block Section, the line must be blocked by the engineering official incharge or line \nclear must be obtained. Not more than two persons, one brakeman and one helper must \ntravel on the lorry itself, the other person would accompany the lorry on foot. \nS.R.G. 53- Working of Motor and Push Trollies. - Motor trollies on Ghat Sections may \neither be run on 'Line Clear' or 'trolly permit' in accordance with the instructions laid down \nin SR 15.25(4). Push trollies shall, however, run under precautions mentioned in S.R. \n15.26(5) which must be rigidly observed. \nS.R.G. 54- Trolley Break Down. – \n(a) In the event of the break down of a trolley, or its brake gear becoming defective between \nstations, the official incharge shall have it removed from the line at once. If the break \ndown occurs between stations and the trolley is running on an 'Authority to Proceed' or \n\"Trolley Permit\" the official Incharge shall at once employ the quickest means at his \ndisposal to advise the nearest Station Master in writing that the trolley has been removed \nfrom the line, and will RETURN the \"Authority to Proceed\" or the \"TROLLEY PERMIT\" \nat the same time. The Station Master receiving the advice shall immediately inform to the \nStation Master at the other end of the section \"trolley which left yours (or mine) at \n........................ hours has failed in the Block section and has been removed from the \ntrack, private number.........................” \n(b) A copy of this message must be recorded in the train registers of line clear enquiry and \nreply books. Following this, the station towards which the trolley was proceeding or in \nthe case of Neales Token working, the station which receives the Token, shall give the \n\"Train out of Block Section\" signal for the trolley in the usual manner. \n(c) When trolley has been made fit to run, the official incharge shall notify the nearest \nStation Master in writing that the trolley is fit to run to the station to which he wishes to \nproceed, and shall give the estimated time that will be taken for the journey, and will ask \nfor the \"Authority to Proceed\" or \"Trolley Permit\". The Station Master receiving the \nmessage will inform Station Master at the other end of the block section concerned \naccordingly and will then give or obtain the permission to proceed to the destination and \nsend \"Authority to Proceed\" or \"Trolley Permit\" to the official Incharge. \n \nS.R.G. 55 - Blocked Section. - If a section between two stations on which trollies may only \nrun on line clear or trolley permit, is blocked by an accident or by the Way & Works Branch, \na trolley may be run through the block provided the person Incharge has issued a message to \nthe Station Master of the stations on each side of the block section stating that he is \nproceeding through the block and that the block must not be removed until he arrives at the \nstation ahead. Before entering the blocked section, he must get an acknowledgement of his \nmessage from both stations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 398, + "text": "369 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nS.R.G. 56 - Inspection between Stations. - When it is necessary to stop for work between \nstations, the trolley must be taken off the line and left with Incharge of the trolleyman but if a \ntrolleyman cannot be spared, the trolley may be left after the wheels have been securely \nchained and padlocked. On grades 1 in 40 and steeper, not more than two inspecting \nofficials and four trolleymen are allowed to travel on a trolley. \n \nSECURING OF VEHICLES \n \nS.R.G. 57 - In Sidings or Dead Ends. – \n(a) The siding or dead end must be provided with either :- \n(i) Scotch Block which must be kept locked across the line when vehicles are standing \nin the siding, or \n(ii) Trap points which must be kept locked in the open position when vehicles are \nstanding in the siding, and \n(iii) All vehicles must be placed inside the traps or scotch blocks and coupled together. \n(b) All hand brakes must be put hard on, or if they cannot be put hard on, the vehicles must \nbe spragged. \n(c) The vehicles nearest the traps or scotch block must be chained, if there are more than \nthree vehicles, one must be chained, out of every three. \nS.R.G. 58 - On Running Lines During Shunting. - When there is any risk of vehicles \nescaping into the block section, all hand brakes must be put hard on, or, if any cannot be put-\nhard on, the vehicle must be spragged. \nS.R.G. 59 - In the Block Section. – \n(a) Vehicles must not be detached from an engine except in an emergency, or as allowed \nunder the rules for ballast trains. \n(b) In every case where it is decided to detach a vehicle from an engine, the Driver must \nobtain a memo from the Guard, in accordance with G.R. 4.48 which must bear certificate \nto the effect that the train has been properly secured in accordance with S.R.G. 59 (c). \n(c) The detached vehicles must be secured by putting all hand brakes hard on. Vehicles, the \nhand brakes of which cannot be put \"Hard on\" must be spragged; the vehicle at the down \nhill-end must be chained. \nS.R.G. 60 - Sprags, Scotches, Wedges and Chains. – Every Guard must carry sufficient \nnumber of sprags or scotches or wedges and chains to be able to comply with these rules. \n \n***********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 399, + "text": "370 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nAPPENDIX ‘E’ \nTRACTION RULES FOR WORKING OF EMU TRAINS \nTSR 1.(i) In addition to these rules all general and subsidiary rules which control the \nmovement and operation of steam, diesel and electric trains, shall also apply to \nthe movement and operation of EMUS except as otherwise provided in these \nrules. \n(ii) Station Master, Inspector and staff working EMUs must have thorough knowledge \nof these rules. \nTSR 2. Definitions. – \n(i) Motorman - means a duly certified driver of a single or multiple unit train. \n(ii) Guard's emergency Brake valve - means a valve fitted in the driving compartments of \nelectric suburban train equipped with compressed air-brakes, by means of which the \nGuard can apply the brakes of the train in times of emergencies. \n(iii) Jumpers - means multi-crore flexible cables connected between all coaches of multiple \nunit trains by means of which the control of the electrical equipment is effected from \nany driving compartment in use. \n(iv) Trailer Coach - Means a passenger carrying coach equipped for coupling to and \noperating with motor coach, and not possessing traction motors, pantographs or \ndriving or high voltage compartments. \nTSR 3 - (i) Only one motorman is necessary for operation of an EMU train. \n (ii) The following exceptions are permitted: \n (a) GR 4.15 (1) - Side lights showing white towards the front and red towards the \nrear are not provided on EMUs. \n(b) GR 6.03 - On an EMU there is only one motorman for driving and he must not \nleave his post except for attending to defective equipment in his train. However, \nfor protection of trains as per provisions in GR 6.03, the matorman, before \nleaving his cab, shall ensure that he has locked the cabs and has put the rake in \nlow gear with the ignition switch in the off position and has screwed down and \nlocked the hand brake. \nTSR 4. Width of stock. - Owing to the extra width (3.658 metres) of the EMU stock as \nagainst (3.048 metres) of conventional stock, staff are specially cautioned to stand well clear \nof passing trains and to warn passengers of the danger of standing too near the edge of the \nplatform. Motormen and, Guards must not put their heads out of their compartments when \nthe train is running or when it is standing at a line when another train is passing on the \nadjacent track. \nTSR 5. Work inside EMU car shed. - In case of work to be done in EMU car shed, the rules \nas laid down in GR 17.04 should be followed. \nTSR 6. Washing and cleaning of stock. - When EMUs are placed in siding for washing, \ncleaning etc. the section switch for that particular siding must be opened by the man \nincharge of washing and the key retained by him.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 400, + "text": "371 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nTSR 7. Accidents - Responsibility of Electrical Department. - In the event of any accident \noccurring in which electric coaching stock is involved or where damage to overhead \nstructures or equipment takes place, the railway servant who notices it shall take necessary \nprecautions against danger of electric shock and shall inform the nearest Station Master, \nTrain Controller and Traction Power Controller to take immediate action to cut off power \nsupply, if necessary, and restore the equipment as early as possible. The line is not to be re-\nopened for traffic until a responsible official of the Electrical Department inspects the site \nand certifies that the line is safe for the passage of train. \nTSR 8. Warning Boards. – \n(i) For the protection of staff employed on coaches/at car shed/stabling depots/or on \nplatforms, warning boards must be placed in a conspicuous position on the ends of the \ncoach or rake by the staff concerned before proceeding to carry out any work in or \nunder the coaches. This board should bear a remark \"not to be moved\" in white letters \non a red background and on no account it should be removed except by the man who \nplaced them in position. To protect the staff while at work and as extra precaution, \nmotormen are prohibited from entering any driving compartment while the \"warning \nboards\" are in position. \n(ii) Warning boards are on no account to be removed and power applied until all \nprecautions have been taken to ensure that all men are clear of danger. \n(iii) Overhead equipment alive. - The whole of the overhead equipment comprising of \ncontact wire, catenary, droppers, register arms, steady arm etc. is always to be \nconsidered \"ALIVE\" and men working over the electrified area must take care to see \nthat nothing comes in contact with it. There is danger of death if men come in contact, \ndirectly or indirectly, with the overhead contact system. \nTSR 9. Fire. – \n(a) In the event of fire on an EMU stock, the motorman shall immediately switch off the \ncircuit breaker and lower the pantograph. The train shall then be brought to a stop at \nonce. \n(b) After cutting off electric supply to the affected circuits, the motorman shall take necessary \naction to put out the fire. \n(c) If fire cannot be extinguished by the above means, the motorman shall advise the \nTraction Power Controller through the emergency telephone to arrange for the affected \nsection of the overhead equipment to be made dead. \n(d) In case of EMUs when the fusing or arcing or burning has stopped, the defective coach \nwill, if necessary, be isolated from the rest of train. Should the coach affected be the \nleading motor coach, the driver will operate trains as laid down in GR 4.21. \n(e) The Guard shall give all possible assistance to the Driver in putting out the fire. \n(f) Fire extinguishers of an approved type for use on electrical fire shall be provided on \neach motor coach of an EMU when an EMU rake is turned out of car shed after \nfortnightly inspection. The Assistant Electrical Foreman incharge of the inspection shall \ninspect the fire extinguishers and ensure that these are in good working order.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 401, + "text": "372 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nTSR 10. Sand bins are provided in each motor coach of EMU at switching stations, supply \ncontrol posts, stations and signal cabins. The supervisory official incharge must see that the \nsand is kept dry and clear of rubbish, and is not used for any other purpose. \nTSR 11. Staff employed in the Electrical area must immediately inform the sectional \ncontroller by telephone as quickly as possible in the event of (a) accident (b) disabling of \ntrain (c) unusual occurrence on overhead equipment or on overhead feeders or high tension \ncables etc. (d) any occurrence affecting the working of trains. \nTSR 12. Messages sent through signal cabinman and Station Master must be fully recorded \nby them in the Message Book and a note must be made in the diary. \nTSR 13. The Section Controller will immediately take action on the information received and \npromptly inform the traction power controller who will take necessary action with any \nswitching operations which may be necessary on the overhead equipment or at sub-station \nand will immediately inform Divisional Electrical Engineer (Traction). \nTSR 14. Access to the high tension compartment can be had only by authorised persons in \npossession of a reversing handle or special key provided for this purpose. Motormen and \nother officials to whom such keys are issued should keep them in their personal custody to \nprevent unauthorised person tampering with the equipment. \nTSR 15. No spanners or keys except those issued by the Railway Administration should be \nused for operating the equipment in electric trains. \nTSR 16. (i) No unauthorised person is allowed to travel in motorman's and Guard's \nCompartment of an EMU train unless he holds a Motorman's or Guard's \nCompartment pass. The number of authorised persons, other than the Motorman \nand Guard (if travelling with Motorman), travelling in Motorman's Cab must not \nbe more than two at any time. \n(ii) A Motorman who is off duty is not permitted to enter or travel in any of the \ndriving compartments or to use his reversing handle under any circumstances. \nTSR 17. A trainee or apprentice motorman when authorised by Divisional Electrical \nEngineer (Traction) may drive an Electric train under the supervision of a certified \nmotorman and the latter shall keep a continuous watch over the trainee or apprentice and \nshall be responsible for safe working of the train. \nTSR 18. A driving inspector is authorised to drive EMUs provided he had been driving at \nleast 160 Kms. in a calendar month over the entire EMU territory. \nTSR 19. Line chargemen and other maintenance staff who are required to attend to defective \nequipment are allowed to handle the equipment in running train. They shall, however, do this \nwith the utmost care to ensure that the safety of the train and the equipment is not \nendangered in any way. \nTSR 20. An electric multiple unit train shall carry \n(a) one head light \n(b) one set of code lights in centre \n(c) Two red tail lights in one fitting. The lights will have provision for blinking.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 402, + "text": "373 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nTSR 21. Responsibility for head lights etc. of EMUS. - The motorman is responsible for carrying \nthe correct Head Lights by night and for ensuring that the tail lights are not exhibited in the \nfront. The Guard is responsible for seeing that the tail lights/tail boards, as the case may be, are \ncorrectly exhibited. In case of failure of electrical red tail lights, Guard should fix his hand \nsignal lamp on the bracket provided for this purpose. \nTSR 22. Lighting and fan circuit of EMUS. - Guards must regulate the lighting of coaches and \nswitch off the fans when not required. In the event of a defect in the lighting or in circuits the \nGuard will immediately inform the Motorman and the nearest Station Master will arrange for \nelectrical staff to rectify defects. \nTSR 23. (a) Before an EMU train is brought on to a running line after inspection or maintenance \nin an EMU shed or stabling line, the brakes of the train shall be jointly tested by the Motorman \nand Guard to ensure that electropneumatic and automatic brakes are functioning normally and \nthe brake pipe is continuous throughout the train. The horn or whistle should be sounded and \nprecautions taken to see that no one is working on EMU train before brake test is undertaken. \nProcedure for Testing the Brakes:- \nTo be done by the Motorman To be done by the Guard \n(i) Give five rings to guard to be ready for brake \ntest. \n(i) Acknowledge by five rings. \n(ii) Start the air compressor and when the main \nreservoir pressure is normal (4.55 kg/sq. cm to 7 \nkg/sq. cm) open the isolating cock switch to charge \nthe brake pipe. \n(ii) When the brake pressure is 4.2 \nKg./sq. cm give one ring to driver. \n(iii) Make an electrical application to a pressure of \n2.0 kg/sq. cm. (approximately). \n(iii) On observing 2.0 Kg./sq. cm \npressure in the brake cylinder gauge, \ngive one ring. \n(iv) Make a full E.P. application. (iv) On observing 3.5 Kg./sq. cm \npressure in the brake cylinder gauge, \ngive one ring. \n (v) Move the brake controller handle to the \n'release' position to release the brake. \n(v) On seeing that the brake cylinder \npressure is 0, open the Guard's \nemergency brake valve (i.e. move the \nhandle to ON). \n(vi) On observing drop in brake pipe pressure, move \nbrake controller handle to 'Emergency'. \n \n(vi) On observing pressure 3.5 kg./sq. \ncm. in the brake cylinder gauge, move \nthe emergency valve handle to ‘OFF'. \n(vii)Keep the handle of the brake controller in \nrelease-running position and bring it to Emergency \nposition only after Guard has applied Emergency \nbrake by opening Emergency application cock. \n(vii)Open Emergency application cock \nby means of red brake handle to \ndestroy brake pipe pressure to zero \nand will observe 3.5±0 kg/sq. cm \npressure in brake cylinder gauge. \n(viii)When the brake pipe pressure is zero, move the \nbrake controller handle to the 'release' position and \nwhen the brake pipe pressure is normal again, \napply the automatic brake by reducing the brake \npipe Pressure to 3.8 kg/sq. cm. (approx.). \n(viii)Observe the drop in brake pipe \npressure on the gauge and then give \none ring.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 403, + "text": "374 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \n \n(ix) Move the brake controller handle to \n'release' position. \n \n(ix) On observing that brake cylinder \npressure is zero and brake pipe pressure \nnormal on gauge, give one ring. \n \n(x) Motorman will acknowledge completion \nof test by giving five rings. \n \n(x) Guard will observe that brake pipe \npressure is 5 kg /sq. cm and give five rings to \nindicate that above tests have been \ncompleted correctly from this end. \n \nNote:- (i) During brake tests, Guard and Motorman may use one pause one ring to draw the \nother person's attention in case of any lapse or abnormality. \n(ii) During brake testing, one ring from guard will indicate acknowledgement of motorman's \naction. \n(iii) As far as possible, this joint test should be taken before the EMU train leaves the shed or \nstabling line. However, if authorised by CEE and CSO, the brake test may be taken on the \nplatform before commencement of the first trip. \n \n(b) The examination and adjustment of brake must be carefully carried out before entering \nservice. Motorman must ensure that jumpers and hose pipes are properly secured in their \ndummy receptacles after coupling. \nHe must take a careful examination of multiple units before taking them into service and \nany defect or deficiency noticed must be brought to the notice of the supervisor and he must \nsee that the defect card is in position and, clear of all entries unless these have been rectified \nand initialled to this effect. When taking over from another motorman, it will be his duty to \nascertain whether any defect exists and the man handing over must acquaint the relieving \nmotorman of any fault or defect likely to affect the working of the train. \n \n(c) The above procedure must always be carried out most carefully when putting unit into \nservice after stabling, also after two units have been coupled up. The train crew must assist \nthe station staff in coupling and uncoupling units. \n \n(d) The motorman should check the working of the deadman's safety device. \n \nTSR 24. It is the duty of the Guard and the Motorman to change the destination indicators at \nrespective ends of the train. \n \nTSR 25. Stabling an EMU train. - (a) When stabling an EMU train in car Shed or on a \nstabling line, the motorman or Engine Turner who has taken over the rake will carry out the \nfollowing essential operations: - \n(i) Switch off the lights and fans, if on. \n(ii) Trip the main circuit breakers and drop the pantographs. \n(iii) Destroy the brake pipe pressure, isolate the brake controller. \n(iv) Apply the hand brakes fully in the 'D' coaches. \n(v) Put off the main battery switch in the motor coaches. \n(vi) Lock the equipment compartments and driving cabs. \n(vii)Any other operation prescribed in local instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 404, + "text": "375 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ (b) When a rake is to be stabled, the Motorman should invariably be at the leading cab. \nBacking an EMU rake into a siding with the Motorman at the rear cab is strictly forbidden. \n \n(c) After stabling an EMU train or handing it over to the Engine Turner, the Motorman \nbefore going off duty should convey to supervisor incharge of the Car Shed or stabling line \n(or to the TLC) any defect or abnormalities noticed during the previous trips requiring \nimmediate attention. \nNOTE: - On arrival of a train at terminal station for stabling, the Guard shall switch off \nlights and fans. No multiple unit or coach may enter a shed at a speed exceeding 10 KM per \nhour and only after sounding the whistle and coming to a stand outside the shed. \n \nTSR 26. Speed Control of EMU. - For any position of the Master Controller chosen by the \nMotorman, the step by step notching is controlled automatically. The Motorman should \nswitch on the Master Controller to the required position depending upon the speed to be \nattained. \n \nTSR 27. Oiling and Greasing. - Motorman must not oil or grease any part of the train or \nequipment except to attend a warm or hot bearing and when this has been done he must \nspecially report the occurrence to TLC. \n \nTSR 28. Motorman must keep a sharp lookout for all defects or anything unusual in the \nrolling stock equipment and promptly report such defects to the TLC or to the line \nchargemen and also record in the log book. In the case of serious defects, a detailed report \nmust be made by the Motorman. \n \nTSR 29. Electric Trains outside Electrified Area. - Electric Trains must not be hauled \noutside the electrified area until the pantographs have been lowered. \n \nTSR 30. Non-electrified Sidings. - Except in case of emergency, electric train must not be \nplaced in non-electrified sidings within the electrified area, but when it is necessary to do so, \ncare must be taken by Motorman to ensure that all pantographs are lowered and that there is \nno obstruction on or alongside the siding that will be likely to come in contact with the \npantograph or any other part of the train, after which the train must be shunted into the \nsiding with caution. \n \nTSR 31. (i) Every Motorman and Guard must have with him while on duty all the equipments \nprescribed as per Annexure 'A'. \n(ii) The Guard and the Motorman should also ensure that emergency telephone set is \nprovided both in the front and rear cab before starting the train. \n \nTSR 32. (i) Automatic and semi-permanent coupler. - EMU stock is fitted with Schaku \ncouplers of two types, i.e. automatic couplers for coupling unit to unit and semi-permanent \ncouplers for coupling the coaches of each unit. The units are coupled merely by bringing \nthem together at a slower speed (between 3 to 5 KMPH). Both the automatic couplers should \nbe in uncoupled position. While coupling the stationary unit or coaches it should have its \nbrakes on. While uncoupling the automatic coupler, uncoupling ropes of both the couplers \nare pulled simultaneously and then the coaches are drawn apart.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 405, + "text": "376 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nIt is, therefore, not necessary for the staff to go between the coaches during coupling \noperation. While coupling in between coaches of the unit, adjustable cup sleeves of end 'A' \ntype coupler are opened by the handles provided on the semi-permanent coupler. Both the \nsemi-permanent couplers are aligned manually and then coupled together by tightening the \ncup sleeves. Note that both the semi-permanent couplers, i.e. End 'A' and 'B' are aligned \nproperly before coupling. \n(ii) Coupling of Units. - In coupling units together, the station staff will be responsible for \nseeing that the jumper connections are properly made. Care is to be taken not to touch the \ncontacts or to let them come into contact with the rails, ballast or metal-work of the coach \nwhen inserting jumpers in the receptacles provided. In all cases, this operation will be \ncarried out under the supervision of the Motorman who will first ensure that both the motor \ngenerator sets are switched off. \n(iii) Stopping places for EMU trains. - EMU trains shall be stopped at stopping marks as \nlaid down in local orders. \n(iv) Guards to assist Station Staff. - Guard must assist the station staff in coupling and \nuncoupling units which may have to be attached or detached. \n(v) Guards are responsible for seeing that all lighting and fan switches and the main lighting \nswitch are off before units are uncoupled. \n(vi) At stations or sidings where it is necessary for the units to be disconnected, the person \nperforming the work must before uncoupling, receive the assurance on a register of the \nGuard and Motorman that all the lighting and fan switches as well as the motor generator \nsets on both halves of the train have been switched off. \nTSR 33. - When two separate units are coupled together at stations, only one Motorman \nmust be incharge and on no account, a Motorman who is off duty allowed to use his \nreversing handle under any circumstances. \nTSR 34. Formation of EMUs.- Unless special instructions are issued to the contrary, the \nformation of EMUs is not to be altered. EMUs are not to be used to haul ordinary train \ncoaches. \nTSR 35. Shunting of Single and multiple unit trains. - When shunting is to be performed the \nrules contained in GR 5.14 must be complied with. \nTSR 36. (i) Shunting and Setting Back. - When performing shunting, the Motorman shall \nbe in the driving compartment nearest to the front and in the direction of movement. \nWhen driving is being done from other than the leading coach the man incharge of \nthe movement must be in the leading coach in such a position that the Motorman \ncan readily see his signals. \n(ii) Coasting. - Power must be switched off as early as possible before the \napplication of the brakes in order to reduce consumption of electric energy. \n(iii) Coasting Board to be observed in working trains. - Motormen will normally \nobserve the Coasting Boards. When time is to be made up, they may switch off \npower later than normal. The maximum permissible speed for the various sections \nshall not, howsoever, be exceeded in order to make up time.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 406, + "text": "377 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ (iv) Stopping. - Care must be taken when applying the brakes to stop the train as \nsmoothly as possible and the brakes must be put on at such a distance as will \nenable the Motorman to pull up at the proper stopping point at the station platform. \n(v) Brake Application. - Normally, the brakes should only be applied after the \nMaster Controller handle has been returned to the 'OFF' position, except in case of \nemergency. \nTSR 37. (i) Dead man's Handle applied to in EMUs. –Obstruction on the permanent way - \nIf any obstruction is seen on the line ahead and the train cannot be brought to a stand still by \nordinary application of brakes, the Motorman should remove his hand from the master \ncontroller handle when the power will be cut off and the brake applied automatically. This \nshould only be done when an emergency application of the brake is required. The brake \ncontroller handle should then be moved to the full 'ON' position and the Master Controller \nswitched off. \n (ii) In the event of dead man's handle becoming defective or inoperative the Motorman must \nstop his train immediately, call the Guard and ask him to travel in the driving cab and should \ninform the traffic controller who should take the train out of service immediately if the defect \nis not rectified. \n \nTSR 38. - (i) When EMU train is driven in accordance with G.R. 4.21, its speed should not \nexceed 15 KMPH. At the first station where facilities are available, the train should be \ncancelled and withdrawn from service for repairs. \n(ii) Before giving the starting code signal to the Motorman, the Guard must satisfy himself \nthat the correct signals are shown for the train to start and that the section is clear. \nThe Guard must keep a good lookout and must exhibit a green signal to the Motorman. \nThe absence of such signal shall indicate 'Danger' and the Motorman must stop at once. He \nmust keep a good lookout and be prepared to stop the train when necessary. He will also be \nresponsible for observing all further signals en route. All caution orders, warning notices, \nadvices and authorities regarding defective signals, authorities to proceed without line clear, \netc. must be first delivered to the driver who will countersign these before they are sent to the \nGuard in the leading compartment. The Guard will retain such documents while he is \nincharge and will be responsible for seeing that the orders are carried out. At the end of the \nrun these documents must be handed over to the Motorman and his signature obtained. \nTSR 39. - Code of bell signals for use between the Guards and the Motormen/ Drivers of \nEMU trains:- \nSr. \nNo. \nCode of bell signals Indication Acknowledgement \n \n01 0 Stop Train. 0 \n \n02 0 0 \n \nStart Train. 0 0 \n03 0 0 Pause 0 0 \n \nPassing automatic Signal at ON. 0 0 Pause 0 0 \n04 0 0 0 0 Pause 0 0 Driver has received an authority to \npass a signal at danger. \n0 0 0 0 Pause 0 0 \nFollowed by code to \nstart the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 407, + "text": "378 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \n \n05 0 0 0 \n \nGuard required by Motorman (Driver) 0 0 0 \n06 0 0 0 0 \n \nProtect train in rear. 0 0 0 0 \n07 0 Pause 0 \n \nZone of speed restriction over, \nResume prescribed speed. \n \n0 Pause 0 \n08 0 0 0 Pause 0 0 0 Guard’s warning when the Motorman \nexceeds the speed prescribed. \n \n0 0 0 Pause 0 0 0 \n \n09 00 Pause 00 Pause 00 Motorman needs assistance of Guard \nfor application of break. \n \n00 Pause 00 Pause 00 \n \nTSR 40. Disabled Train - In the event of an EMU train failing, another electric/diesel \nlocomotive may be used to assist the disabled train, only after the motorman or the line \nchargeman has certified that it is safe to be moved, and under no circumstances, an EMU \ntrain be used to assist an electric/diesel train. \n \nTSR 41. - (i) In an emergency when it is necessary to remove a disabled EMU rake by an \nelectric/diesel engine, the ordinary screw coupling of the engine may be used, care being \ntaken to reduce the amount of slack on the coupling as much as possible. In the case of EMU \nStock equipped with compressed air-brakes, the train will be controlled by engine brakes \nonly. The rake should be pulled, if convenient but, if this is not so, it may be pushed to the \nnearest point where the engine can run round, or the rake can be side - tracked. The speed \nwhen hauling a disabled train must be a cautious speed. Passengers must be detained at the \nearliest opportunity when this can be done with safety. \n \n(ii) The Station Master must send the necessary written instructions in a form prescribed \nfor the purpose (given below) for moving the train, to the motorman of the train to be moved \nthrough the electric/diesel driver. The motorman must in such a case, ride on the \nelectric/diesel engine while his train is being so moved. The Guard of the disabled train must \nride in his own compartment. \nFORM TSR/Optg./1 \nMemo No................................... Time ……........................... Date …………….................. \nTo the Motorman of Disabled Train No............................................................................... \nThe driver of the locomotive No ......................................is authorised to move your train. \nPlease allow this after satisfying your-self that all pantograph collectors have been lowered, \nand see that they remain lowered during steam haulage. \n \nTSR 42. Loss of time in locating defects. - When a defect occurs which the Motorman is \nunable to rectify, he must not waste time in trying to locate defects after isolation has been \neffected except in case where it would be unsafe to proceed. Every effort is to be made to \nwork the train to the nearest examining point and to get it out of traffic as soon as possible. \n \nTSR 43. Derailment. - In the event of derailment, the traction power controller will pass the \ninformation to the electrical foreman, who will treat it as if it is a line fault and shall proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 408, + "text": "379 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ to take all necessary precautions to prevent damage to the overhead line during the re-\nrailing process. \n \nTSR 44. In the case of partial electrical disablement of an electric multiple unit train, such \ntrain must be worked to destination if possible and stabled there until certified fit for running \nby electrical department. \n \nTSR 45. Procedure when automatic brakes cannot be operated from the leading driving \ncompartment of EMU train. -When the automatic brake cannot be operated from leading \ndriving compartment of an EMU train, the following procedure should be observed. \n(a) All passengers must be detrained at the first station with platform. \n(b) If the automatic brakes cannot be operated from any driving compartment of an EMU \ntrain but the driving apparatus in the leading compartment is in working order, the guard \nshall accompany the driver on the leading compartment and shall operate the hand brakes as \nrequired. The speed of the train shall not exceed 8 KMPH. \n(c) If the brake apparatus in the leading compartment only is defective, the guard shall be \nresponsible for the operation of the automatic brake from the nearest compartment (from the \nfront) in which the brake apparatus is in working order. He will operate in accordance with \nthe Motorman's signals. The speed of the train shall not exceed 8 KMPH. \n(d) If the driving apparatus in leading compartment in addition to the automatic brake is \ndefective the guard shall travel in the leading compartment and operate the hand brake as \nrequired. The Motorman shall drive from the nearest compartment in which the driving and \nautomatic brake apparatus is serviceable. The guard shall be responsible for giving such \nsignals as are required, to the motorman by means of the bell, horn or whistle and the \nMotorman shall control the train in accordance with these signals and the speed shall not \nexceed 8 KMPH. \n(e) Under the circumstances mentioned in (b), (c) and (d) above the speed of the train shall \nnot exceed 8 KMPH and the Motorman shall arrange for the traffic control office and \nnearest SE (C&W) to be informed. The traffic control office shall take immediate steps to \nhave the train withdrawn from service at the nearest station where siding accommodation is \navailable. \n \nTSR 46. (a) In case of any emergency when the train is held up in block section, the \nmotorman/guard should stop the train nearest to the telephone explaining the emergent \nsituation and asking for assistance if required and also switch 'on' the blinker lights. \n(b) When the Driver/Motorman of an approaching train sees the blinking light of the \ndisabled train, he will take action as per S.R. 6.03(3) (c). \n \nTSR 47. Working of alarm bell and Inter-Communication chain apparatus of an EMU \ntrain. - When in an emergency, the inter-communication chain handle is pulled by a \npassenger, a red disc shoots out in the corresponding coach and an electrical contact is \nmade completing the electric circuit of the alarm bell located in each driving cab and the \nalarm bell will continuously ring in all the cabs warning the Motorman to stop the train \nimmediately. On hearing the alarm bell the Motorman should apply the emergency brakes \nand stop the train as per extant rules. After ascertaining the reason for chain pulling the \nguard should reset the disc in the corresponding coach with the help of the pole provided in \nthe cab.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 409, + "text": "380 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ ANNEXURE 'A' \n(I) The following articles shall comprise the prescribed equipment of a guard working an \nEMU train which he must carry with him at all time while performing duty. \n1. One hand signal lamp (Tricolour, 4 dry cell lamp). \n2. One set of Flags (One green and two red). \n3. Two flag sticks of aluminium telescopic pipes. \n4. One First aid box. \n5. One case containing ten detonators. \n6. One fusee. \n7. One whistle. \n8. One Carriage Key. \n9. One watch. \n10. One working time table (for suburban section). \n11. One rule book for working electric trains on electrified section. \n12. One detail book showing the link of Guards etc. \n13. One Guard's memo book. \n14. Competency certificate for working on Automatic Block System. \n \n(II) The following articles shall comprise the personal equipment of a driver working an \nEMU train which he must carry with him at all time while performing duty. \n \nS. No Description Quantity \n \n1. Handbook and trouble shooting directory for motorman. 1 \n \n2. Copy of Working Time Table and schedule. 1 each \n3. Motorman's memo book 1 \n4. Memo book for reporting defects 1 \n5. Reversing handles 2 \n6. Motorman's control keys 3 \n7. Brake control key . 1 \n8. Carriage key 1 \n9. Modified key for motor coach door 1 \n10. Hand signal flags red and green with sticks 2 \n \n11. Two cells torch with red and green adopters and Block spare bulbs. 1 \n12. Box of ten detonators 1 \n13. Illuminating signal fusee 1 \n \n14. Competency certificate for working on Automatic system. 1 \n \n15. Rule book for working electric trains on electrified sections. 1 \n16. Watch 1 \n17. Duster 1 \n \n********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 410, + "text": "381 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \nAPPENDIX 'F' \n \nRules for working (DMU) Diesel Multiple Unit Trains \nDSR-I: \n \n(i) In addition to these rules, all general and subsidiary rules which control the movement \nand operation of Steam, Diesel & Electric trains shall also apply to the movement and \noperation of DMUs except as otherwise provided in these rules. \n (ii) Station Masters, Inspectors and staff working DMUs must have thorough knowledge of \nthese rules. \nDSR-II: Definitions:- \n(i) Motorman: - means a duly certified driver of a single or a multiple unit train. \n(ii)Guards emergency brakes valve:- means a valve fitted in the driving compartments of \nDiesel Multiple Unit train equipped with compressed air brakes, by means of which \nguard can apply the brakes of the train in times of emergencies. \n(iii)Jumper: - means multiple core flexible cables connected between all coaches of Diesel \nMultiple Unit trains by which the control of the electrical equipment is effected from any \ndriving compartment in use. \n(iv)Trailer coach: - means a passenger carrying coach equipped for coupling to and \noperating with motor and not possessing traction motors. \nDSR-III : \nOnly one motorman is necessary for operation of a DMU train. The following exceptions \nare permitted: \n \n (a) GR-4.15 (i) (a) Side Lights showing white towards the front and red towards the rear are \nnot provided on DMUs. \n (b) GR-4.14 (i) On DMU train only head light and Tail Lights are provided no marker light \nis provided. \n \n (c) SR 6.03 (3) (a) (iv) On a DMU train, only one motorman is provided for driving and he \nmust not leave his post except for attending to defective equipment in his train and protection \nin front in case of accidents. On a Double or Multiple line section if adjacent line in opposite \ndirection is obstructed or fouled Motorman himself shall protect in front as per GR 6.03. \nBefore leaving the cab, the motorman shall ensure that he has locked the cabs and has put \nthe vehicle in low gear with the ignition switch in the OFF position and has screwed down \nand locked the hand brake. \nDSR-IV: Width of DMU stock 3245 MM against (3048) of conventional stock. \nDSR-V: Work inside DMU Car Shed :- In case of work to be done in DMU Car Shed, it \nshould be ensured that proper safety precautions are taken like display of red flag/fixed light, \nblocking of the movement on the line by scotch block and locking the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 411, + "text": "382 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ DSR-VI: Fire:- (i) In the event of a fire on a DMU stock, the motorman shall immediately \nswitch off the circuit breaker and shut down the engine. The train shall be brought to a stop \nat once. \n(ii) The guard shall give all possible assistance to the driver in putting out the fire. \n(iii)The fire extinguishers of approved type shall be provided on each motor coach of a DMU \nwhen a DMU rake is turned out from the Car Shed. The CWS Incharge of the Shed shall \ninspect the fire extinguisher and ensure that these are in good working order. \nDSR-VII: Every employee in the DMU must immediately inform the section controller by \ntelephone as quickly as possible in the event of (a) accident (b) Disabling of train (c) any \nunusual occurrence affecting the working of trains. \nDSR-VIII: Access to the generator, engine & radiator compartments can be had only by \nauthorised persons in possession of a special key provided for this purpose. Motorman and \nother official to whom such keys are issued should keep this in their personal custody to \nprevent unauthorised persons tempering with the equipment. \nDSR-IX: No spanners or key except those issued by the Railway Administration should be \nused for operating the equipment in DMU trains. \nDSR-X: No unauthorised person is allowed to travel in motorman's or Guard’s compartment \nof a DMU train unless he holds a motorman or guard's compartment pass. The number of \nauthorised persons, other than the motorman and guard (if travelling with motorman) in \nmotorman's cabin must not be more than 2 at any time. \nDSR-XI: The Diesel multiple unit train shall carry (a) one headlight (b) one flasher light (c) \none set of code lights (d) one red tail light. \nDSR-XII: Responsibility for headlights of DMU: - The motorman is responsible for \ncarrying out the correct headlights by night and ensuring that the tail lights are not exhibited \nin the front. The guard is responsible for seeing that the tail light/tail board as the case may \nbe correctly exhibited. In case of failure of electrical red lights, the guard shall fix his hand \nsignal lamp on the bracket provided for this purpose. \nDSR-XIII: Lighting and Fans Circuits of DMU: - Guards must regulate the lighting of \ncoaches and switch off the fans when not required. In the event of a defect in the lighting, the \nguard will immediately inform the motorman and the nearest Station Master will arrange for \nelectrical staff to rectify the defects. \nDSR-XIV: \n(i) Before a DMU train is brought on to a running line after inspection or maintenance in a \nDMU Shed or stabling line, the brakes of the train shall be jointly checked by the \nmotorman and the guard to ensure that the brakes are functioning normally and the \nbrake pipe is continuous through out the train, the horn should be sounded and \nprecautions taken to see that no one is working on DMU train before the brake test is \nundertaken. \n(ii) As far as possible, this joint test should be taken before the DMU train leaves the shed \nor stabling line. However, if specially authorised the brake test may be taken on the \nplatform before commencement of the first trip.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 412, + "text": "383 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ (iii) Examination and adjustment of brakes must be carefully carried out before entering \nservice. Motorman must ensure that jumpers and hose pipes are properly secured in \ntheir dummy receptacles after coupling. He must take a careful examination of Multiple \nUnits before taking them into service and any defect or deficiency noticed must be \nbrought to the notice of the Supervisor and he must see that the defect card is in \nposition and cleared of all entries unless these have been rectified and initialled to this \neffect. \n(iv) When taking over from another motorman, it will be his duty to ascertain whether any \ndefect exists and the motorman handing over must acquaint him of any fault or defect \nlikely to affect the working of the train. \n(v) The above procedure must always be carried out most carefully when putting the unit \ninto service after stabling, also after the Two Units have been coupled up. The train \ncrew must assist the station staff in coupling & uncoupling the units. \n DSR-XV: Working of deadman's knob safety device:- \n(i) Two deadman knobs have been provided in the DMU, one on the throttle handle and \n2nd near the left knee of the driver's desk. The deadman knob has to be kept depressed \nboth in the course of driving and during intermittent halts of the train. In order to give \nthe driver a possibility of relieving the right palm by releasing the deadman knob \nduring station stops or during driving, a knee operated mushroom headed switch has to \nbe pressed side wards to enable the deadman knob to be released, without application \nof emergency brakes. Before releasing the deadman's knob from the operating handle it \nhas to be ensured that the knee operated switch is pressed by the Motorman. \n(ii) In the event of a deadman's handle becoming defective or inoperative, the motorman \nmust stop his train immediately, call the guard and ask him to travel in the driving cab, \nand should inform the section controller who should take the train out of service \nimmediately if the defect is not rectified. \n \nDSR-XVI: Change over the cab at the terminal stations: - At the terminal stations, the \ndirection of travel will reverse. The operating personnel on the train will now switch their \nroles as driver and guard. The leading cab during the previous travel will become the \ntrailing cab (with guard) for the direction of drive and the trailing cab during the previous \ntravel will become leading cab. The following is the procedure to be followed for effecting \nthe change of driver's cab:- \nIn the previous leading cab:- \n (a) Release the deadman knob. This results in the operation of emergency brakes. \n(b) Shift the reversing lever to zero position. \n(c) Switch off the driver's lock/knob operated switch. \n(d) Operate the guard's lock/knob operated switch. \nIn the previous trailing cab:- \n(a) Switch back the guard's lock/knob to off position. \n(b) Operate the driver's lock/knob switch. \n(c) Move the reversing lever to forward position. \nNote - It is the duty of the guard and the motorman to change the destination indicators at \nrespective ends of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 413, + "text": "384 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \nDSR-XVII: Stabling of DMU train :- When stabling a DMU train in the Car Shed or on a \nstabling line, the following procedure for putting the train out of operation should be \nfollowed :- \n(a) Shut off the excitation to the traction alternator by operating excitation shut off \nswitch. Move the train operating handle to the 8th notch thereby increasing the diesel \nengine speed to 1800 RPM. Keep the engine running at this speed for approximately 2 \nminutes. This will help in cooling down diesel engine. \n(b) Switch off the diesel engine by actuating the diesel engine push buttons at the desk. \n(c) Move the reversing order to zero position and take out the lever from the slot \nprovided in the master controller. \n(d) Switch back the key/knob operated drivers switch and take out the key from the \ndriver's lock switch. \n(e) Take out the guard's key from the guard's lock switch/ switch off the knob. \n(f) Switch-off the lighting and ventilation circuits. \n(g) Apply the parking brake. \n(h) Switch off the switch fuse unit. \n \nOperation by Guard:- \n \n(a) Switch back the key/knob operated guard's switch and take out the key from the \nguard's lock switch. \n(b) Take out the driver's key from driver's lock/knob switch. \n(c) Take out the reversing lever from the master controller. \n(d) When the rake is stabled, the motorman should invariably be at the leading driving \ncab. Backing a DMU rake into a siding with the motorman at the rear cab is strictly \nprohibited. \n(e) After stabling a DMU train or handing it over to the supervisor, the motorman \nbefore going off duty should convey to the Supervisor/lncharge of the car shed or \nstabling line any difficulty or abnormalities noticed during the previous trips requiring \nimmediate attention. \n(f) On arrival of the train at terminal station for stabling, the guard shall switch off the \nlights and fans. No multiple unit or coach may enter the shed at speed exceeding 10 \nKMPH and only after sounding the whistle and coming to a stand out side the shed. \n(g) Oil and water levels: - All oil and water levels shall be checked by the motorman \nbefore leaving the Car Shed. Any deficiency found should be got attended before \nleaving the Car Shed. \nDSR-XVIII: \n(i) Every motorman and guard must have with him while on duty all the equipments \nprescribed in Annexure 'A'. \n(ii) The guard and the motorman should also ensure that emergency telephone set is \nprovided both in front and rear cab before starting the train. \nDSR-XIX: Coupling Unit:-In coupling the unit together, the station staff/Car Shed staff \nwill be responsible for seeing that the jumper connections are properly made. Care is to be \ntaken not to touch the contacts or to let them come into contact with the rails, ballast or \nmetal work of the coach when inserting jumpers in the receptacles provided. In all cases", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 414, + "text": "385 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \nthis operation will be carried out under the supervision of the motorman who will first ensure \nthat all the motor generator sets are switched off. Guards are responsible for seeing that all \nlights and fans switches and the main light switches are off before units are coupled or \nuncoupled. \nDSR-XX: Formation of DMU: - Unless special instructions are issued to the contrary, the \nformation of DMU's is not to be altered. DMUs are not to be used to haul ordinary train \ncoaches. \nDSR-XXI: Shunting of Single and Multiple unit:- When shunting is to be performed, the \nrules contained in GR 5.14 must be complied with. \nDSR-XXII: Brake application:- \n(i) Normally the brakes should only be applied after the master controller handle (throttle) \nhas been returned to the off position except in the case of emergency. \n(ii) Emergency brakes: - If any obstruction is seen on the line ahead and the train can not \nbe brought to a stand still by ordinary application of brakes the motorman should \nremove his hand from the master controller handle when the power will be out off and \nthe brakes applied automatically. This should only be done when an emergency \napplication of brakes is required. The brake controller handle then to be moved to the \nfull on position and the master controller switched off. \nDSR-XXIII : Working of DMU's when driver is not operating from the front cab. \n(i) The rules contained in GR 4.21 should also be applicable for the DMU trains. The speed \nshould not exceed 15 KMPH. \nGR 4.21 Driving an Electric/Diesel Multiple Unit: \n(1) In case of electric and EMU/DMU train, the driver/motorman shall be in the \nleading driving compartment when the train is in motion or train is stationary on \nany running line except as otherwise prescribed in these rules. \n(2) (a) In the case of a single or multiple unit train, if the driving apparatus in the \nleading driving compartment becomes defective, the train shall be driven \ncautiously from the nearest driving compartment which is serviceable; in this \nevent, the Guard shall travel in the leading driving compartment and shall \nconvey the necessary signals to the Driver; the Guard shall also sound the horn \nor whistle as necessary and apply the brake in case of emergency and shall be \nresponsible for stopping the train correctly at signals, station and obstructions. \n (b) In the case of an electric engine, if the leading driving compartment becomes \ndefective, the train shall be driven from the trailing driving compartment by the \nAssistant Driver if he is duly qualified to drive; and the Driver shall remain in \nthe leading driving compartment, and shall be responsible for correct operation \nof the train. \n(ii) Before giving the starting code signal to the motorman, the guard must satisfy himself \nthat the correct signals are shown for train to start and that the section is clear. The \nguard must keep a good look out and must exhibit a signal to the motorman. The \nabsence of such signals shall indicate the danger and the motorman must stop at once.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 415, + "text": "386 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \nHe must keep a good look out and be prepared to stop the train when necessary. He will \nalso be responsible for observing all further signals en route. All caution orders, warning \nnotices, advices and authorities regarding defective signals, authorities to proceed without \nline clear etc. must be first delivered to the driver who will counter-sign these before they are \nsent to the guard in the leading compartment. The guard will retain such documents while he \nis Incharge and will be responsible for seeing that the order are carried out. At the end of the \nrun all these documents must be handed over to the motorman and his signatures obtained. \n \nDSR-XXIV: \n Code of bell signals for use between the Guards and the Motormen/ Drivers of DMU trains:- \nSr. \nNo. \n \nCode of bell signals Indication Acknowledgement \n01 0 Stop Train. 0 \n02 0 0 Start Train. 0 0 \n03 0 0 Pause 0 0 Passing automatic Signal at ON. 0 0 Pause 0 0 \n04 0 0 0 0 Pause 0 0 Driver has received an authority to \npass a signal at danger. \n0 0 0 0 Pause 0 0 \nFollowed by code to \nstart the train. \n \n05 0 0 0 Guard required by Motorman (Driver) 0 0 0 \n \n06 0 0 0 0 Protect train in rear. 0 0 0 0 \n \n07 0 Pause 0 Zone of speed restriction over, \nResume prescribed speed. \n \n0 Pause 0 \n08 0 0 0 Pause 0 0 0 Guard’s warning when the Motorman \nexceeds the speed prescribed. \n \n0 0 0 Pause 0 0 0 \n \n09 00 Pause 00 Pause 00 Motorman needs assistance of Guard \nfor application of break. \n \n00 Pause 00 Pause 00 \nDSR-XXV: Disabled Train: - In the event of DMU train failing, another Diesel/Steam \nengine may be used to assist the disabled train, only after the motorman has certified that it \nis safe to be moved, and under no circumstances, a DMU train shall be used to assist a \ndiesel/steam train. Since the DMU rakes are equipped with compressed air brakes, the \ntrain will be controlled by engine brakes only. The speed when hauling a disabled train \nmust be cautious speed. \nD S R - X X V I : W o r k i n g o f a l a r m b e l l a n d i n t e r c o m m u ni c a t i o n c h a i n \na p p a r a t u s o f D M U t r a i n : - W h e n i n a n e m e r g e n c y , t h e i n t e r \nc o m m u n i c a t i o n c h a i n h a n d l e i s p u l l e d b y a p a s s e n g e r a r e d", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 416, + "text": "387 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \ndisc shoots out in the corresponding coach and an Electrical contact is made completing \nthe electric circuit of the alarm bell located in each driving cab. The alarm bell will \ncontinuously ring in all the cabs warning motorman to stop the train immediately. On \nhearing the alarm bell, the motorman should apply the emergency brakes and stop the \ntrain as per extant rules. After ascertaining the reason for alarm chain pulling, the guard \nshould re-set the disc in the corresponding coach with the help of the pole provided in the \ncab. \n \n \nAnnexure ‘A’ \nThe following articles shall comprise the prescribed equipment of guard working on DMU \ntrain which he must carry with him at all time while performing duty:- \n1. One hand signal lamp (tri-colour torch 4 dry cell). \n2. One set of flags (one green 2 red). \n3. Two flag sticks of aluminum telescopic pipes. \n4. One First-Aid Box. \n5. One case containing 10 detonators. \n6. One fusee. \n7. One whistle. \n8. One carriage key. \n9. One watch. \n 10. One Working Time Table. \n 11. One Rule Book. \n12. One Guard's memo book. \n13. Competency Certificate for working in Automatic Block System. \n \nThe following articles shall comprise personal equipment of Driver working on DMU \ntrain which he must carry with him at all times while performing duty:- \n1. Note Book/trouble shooting diary 1 \n2. Working Time Table 1 \n3. Carriage key 1 \n4. Hand signal flags (red & green with sticks) 2 each \n5. Hand signal lamp (tri-colour torch) 1 \n6. One case containing 10 detonators 1 \n7. Fusee signal 1 \n8. Competency certificate for working in automatic system 1 \n9. Rule Book 1 \n10. Duster 1 \n11. Watch 1 \n********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 417, + "text": "388 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \n \nAPPENDIX 'G' \n \nRules for working push pull trains. \nPPR-I \ni) In addition to these rules, all general and subsidiary rules which control the movement \nand operation of Steam, Diesel & Electric trains shall also apply to the movement and \noperation of push pull trains except as other-wise provided in these rules. \nii) Station Masters, Inspectors and staff working push pull trains must have thorough \nknowledge of these rules. \nPPR-II \nPush pull train means a train having a DSL Loco in the middle with coaches attached on \nboth sides with two driving cabs having electrical controls one on each end. \nPPR-III \nDefinitions: \ni) Motorman: - means a duly certified driver of a push pull train. \nii) Guards emergency brake valve: - means a valve fitted in the driving compartments of \npush pull train equipped with compressed air brakes, by means of which Guard can \napply the brakes of the train in times of emergencies. \niii) Jumpers: - means multiple cone flexible cables connected between all coaches of push \npull trains by which the control of the electrical equipment is effected from any driving \ncompartment in use. \niv) Trailer coach: - means one of the two driving coaches in rear of train duly occupied by \nGuard incharge of the train. \nPPR-IV \nOnly one Motorman is necessary for operation of a push pull train. \nThe following exceptions are permitted: \n(a) GR 4.15(1) (a) - Side Lights showing white towards the front and red towards the rear \nare not provided on push pull trains. \n(b) SR 6.03(3) (a) (iv) - On a push pull train only one Motorman is provided for driving \nand he must not leave his post except for attending to defective equipment in his train \nand for protection. On a Double or Multiple lines section, if adjacent line is obstructed \nor fouled, Motorman himself will protect in front as per GR. 6.03. \nPPR-V \nWork inside push pull Car Shed:- In case of work to be done in push pull trains Car Shed, it \nshould be ensured that proper safety precautions are taken like display of red flag/fixed light, \nblocking of the movement on the line by scotch block and locking the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 418, + "text": "389 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \n \nPPR-VI \nFire: \ni) In the event of a fire on a push pull train stock, the Motorman shall immediately switch off \nthe circuit breakers and shut down the engine. The train shall be brought to a stop at once. \n \nii) The Guard shall give all possible assistance to the driver/motorman in putting out the fire. \n \niii) The fire extinguishers of approved type shall be provided on each driving coach of a push \npull train when a rake is turned out from the Car Shed. The SSE (C&W) Incharge of the Shed \nshall inspect the fire extinguishers and ensure that these are in good working order. \n \nPPR-VII \nEvery employee in the push pull train must immediately inform the section controller by \ntelephone as quickly as possible in the event of (a) Accident (b) Disabling of train (c) Any \nunusual occurrence affecting the working of trains. \n \nPPR-VIII \nNo unauthorised person is allowed to travel in Motorman’s or Guard's compartment or \nDiesel Loco of a push pull train unless he holds a Motorman’s or Guard's compartment \npass. The number of authorised persons, other than the Motorman and Guard (if travelling \nwith Motorman) travelling in Motorman's cabin/cab must not be more than 2 at any time. \n \nPPR-IX \nThe Push Pull train shall carry- \n(a) one head light \n(b) one flasher light. \n(c) one red tail light \n(d) two marker lights \n(e) one code light. \n \nPPR-X \nResponsibility for headlights of push pull trains: \nThe Motorman is responsible for carrying out the correct headlights by night and for \nensuring that the tail lights are not exhibited in the front. The Guard is responsible for seeing \nthat the tail light/tail board as the case may be are correctly exhibited. In case of failure of \nelectrical red lights, the Guard shall fix his hand signal lamp on the bracket provided for this \npurpose. \n \nPPR-XI \nLighting and Fans Circuits of Push Pull Trains:- \nGuards must regulate the lighting of coaches and switch off the fans when not required. In \nthe event of a defect in the lighting, the Guard will inform the Motorman and the next Station \nMaster who will inform control to arrange for electrical staff to rectify the defects.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 419, + "text": "390 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \nPPR-XII \ni) Before a push pull train is brought on to a running line after inspection or maintenance in \na shed or stabling line, the brakes of the train shall be jointly checked by the Motorman and \nthe Guard to ensure that the brakes are functioning normally and the brake pipe is \ncontinuous through out the train, the horns should be sounded and precautions taken to see \nthat no one is working on push pull train before the brake test is undertaken. \n \nii) As far as possible, this joint test should be taken before the push pull train leaves the shed \nor stabling line. However, if specially authorised the brake test may be taken on the platform \nbefore commencement of the first trip. \n \niii) Examination and adjustment of brakes must be carefully carried out before entering \nservice. Motorman must ensure that jumpers and hose pipes are properly secured in their \ndummy receptacles after coupling. He must make a careful examination of the rake before \ntaking into service. Any deficit or deficiency must be brought to the notice of the Supervisor. \nThe Motorman must see that the Defect Card/Repair book is in position and all defects \nentered have been rectified and initialed by supervisor maintenance to this effect. \n \niv) When taking over from another Motorman, it will be his duty to ascertain whether any \ndefect exists and the Motorman while handing over must acquaint him of any fault or defect \nlikely to affect the working of the train. \n \nv) The above procedure must always be carried out most carefully when putting the unit into \nservice after stabling, also after the two units have been coupled up. The train crew must \nassist the station staff in coupling & uncoupling the units. \n \nPPR-XIII \nWorking of V.C.D. (Vigilance Control Device): \n \ni) VCD has been provided in the motor cab of the push pull train. The Motorman should \nnormally press VCD push button once every 60 seconds to confirm that he is fully alert. \n \nii) VCD shall operate bringing the engine to idle and apply train brakes by venting of brake \npipe pressure to atmosphere in case the Motorman does not perform any of the following \nfunctions for 60 seconds. \n \na) Press VCD Push Button. \nb) Press Horn Push Button. \nc) Change the throttle position. \nd) Apply Brake. \n \nIf for 60 seconds none of the above mentioned functions has been performed by Motorman, a \nlight shall flash in Motor cab for 17 seconds. If still Motorman does not perform any of the 4 \nfunctions mentioned above, a bell sounds upto next 17 seconds to alert the Motorman. If still \nnone of above mentioned functions is performed 'VCD' shall come in 'Penalty' position and \napply the train brakes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 420, + "text": "391 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \niii) For resetting the VCD after a penalty application Motorman should: \na) Bring throttle to idle position. \nb) Push rest button of VCD. \nPPR-XIV \ni) Every Motorman and Guard must have with him while on duty all the equipment \nprescribed in Annexure 'A'. \nii) The Guard and the Motorman should ensure that emergency telephone set is provided \nboth in the front and rear cab before starting the train. \nPPR-XV \nIn coupling the unit together, the station staff/Car Shed staff will be responsible for seeing \nthat the jumper connections are properly made. Care is to be taken not to touch the contacts \nor to let them come into contact with the rails, ballast or metal work of the coach when \ninserting jumpers in the receptacles provided. In all cases, this operation will be carried out \nunder the supervision of the Motorman who will ensure that all the motor, generator sets are \nswitched off. Guards are responsible for seeing that all lights and fans switches and the \nmain light switches are off before units are coupled or uncoupled. \nPPR-XVI \nFormation of push pull trains: \nUnless special instructions are issued to the contrary, the formation of PP trains is not to be \naltered. PP trains are not to be used to haul ordinary train coaches. \nPPR-XVII \nShunting of PP Trains: \nWhen shunting is to be performed, the rules contained in GR 5.14 must be complied with. \nPPR-XVIII \nWorking of push pull trains when driver is not operating from the front cab. \nThe rules contained in GR 4.21 should also be applicable for the PP trains. The \nspeed should not exceed 15 KMPH. \nG.R 4.21 DRIVING A PUSH PULL TRAIN:- \n1. In case of a push pull train, the Driver/Motorman shall be in the leading driving \ncompartment when the train is in motion or train is stationary on any running line, \nexcept as otherwise prescribed in these rules. \n2. (a) In the case of a push pull train, if the driving apparatus in the leading driving \ncompartment becomes defective, the train shall be driven cautiously from the rear \ndriving compartment. In this event the Guard shall travel in the leading driving \ncompartment and shall convey the necessary signals to the Driver, the Guard shall \nalso sound the horn or whistle as necessary and apply the brake in case of \nemergency and shall be responsible for stopping the train correctly at signals, \nstations and obstructions. \n (b) Before giving the starting code signal to the Motorman, the Guard must satisfy \nhimself that the correct signals are shown for train to start and that the section is", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 421, + "text": "392 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \nclear. The Guard must keep a good look out and must exhibit a signal to the Motorman. The \nabsence of such signals shall indicate the danger and the Motorman must stop at once. He \nmust keep a good look out and be prepared to stop the train when necessary. He will also be \nresponsible for observing all further signals enroute. All caution orders warning notices, \nadvices and authorities regarding defective signals, authorities to proceed with or without \nline clear etc. must be first delivered to the driver who will countersign these before they are \nsent to the Guard in the leading compartment. The Guard will retain such documents that the \norders are carried out. At the end of the run these documents must be handed over to the \nMotorman and his signatures obtained. \n \nPPR-XIX \n Code of bell signals for use between the Guards and the Motormen/ Drivers of train:- \nSr. \nNo. \n \nCode of bell signals Indication Acknowledgement \n01 0 Stop Train. \n \n0 \n02 0 0 Start Train. \n \n0 0 \n03 0 0 Pause 0 0 Passing automatic Signal at ON. \n \n0 0 Pause 0 0 \n04 0 0 0 0 Pause 0 0 Driver has received an authority to \npass a signal at danger. \n0 0 0 0 Pause 0 0 \nFollowed by code to \nstart the train. \n \n05 0 0 0 Guard required by Motorman (Driver) 0 0 0 \n \n06 0 0 0 0 Protect train in rear. 0 0 0 0 \n \n07 0 Pause 0 Zone of speed restriction over, \nResume prescribed speed. \n \n0 Pause 0 \n08 0 0 0 Pause 0 0 0 Guard’s warning when the Motorman \nexceeds the speed prescribed. \n \n0 0 0 Pause 0 0 0 \n \n09 00 Pause 00 Pause 00 Motorman needs assistance of Guard \nfor application of break. \n \n00 Pause 00 Pause 00 \n \nPPR-XX \nDisabled train: - In the event of PP train failing, another DSL engine may be used to assist \nthe disabled train. Only after the Motorman has certified that it is safe to be moved, and \nunder no circumstances, a PP train shall be used to assist a diesel/steam train. Since the PP \ntrain rakes are equipped with compressed air brakes, the train will be controlled by engine \nbrakes only. The speed hauling a disabled train must be cautious.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 422, + "text": "393 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \nPPR-XXI \nWorking of alarm bell and inter communication chain apparatus of PP train- When in an \nemergency the inter communication chain handle is pulled by a passenger a red disc rotates \nin the corresponding coach and an Electrical contact is made completing the electric circuit \nof the alarm bell located in each driving cab. The bell will continuously ring in both the cabs \nwarning Motorman to stop the train immediately. On hearing the alarm bell, the Motorman \nshould apply the emergency brakes and stop the train as per extant rules. After ascertaining \nthe reason of alarm chain pulling the Guard should reset the disc in the corresponding \ncoach. \nAnnexure ‘A’ \n \nThe following articles shall comprise the prescribed equipment of a Guard working on push \npull train which he must carry with him at all times while performing duty : \n \n1. One hand signal lamp or tri-colour torch 4 dry cell. \n2. One set of flags (1 green, 2 red). \n3. Two flag sticks of aluminum telescopic pipes. \n4. One First-Aid Box. \n5. One case containing 10 detonators. \n6. One fusee. \n7. One Tail board. \n8. One Whistle. \n9. One carriage key. \n 10. One ACP resetting key. \n 11. One watch. \n 12. One Working Time-Table. \n 13. One Rule Book. \n 14. One Guard's memo book. \n 15. Competency Certificate of working in Automatic Block System. \n \n The following articles shall comprise personal equipment of Driver Working on PP \ntrain which he must carry with him at all times while performing duty:- \n \n1. Note Book/trouble shooting diary 1 \n2. Working Time-Table 1 \n3. Carriage key 1 \n4. Hand signal flag (red & green with sticks) 2 each \n5. Hand signal lamp (tri-colour torch) 1 \n6. One case containing 10 detonators 1 \n7. Fusee signal 1 \n8. Competency Certificate if working in automatic system 1 \n9. Rule Book 1 \n10. Duster 1 \n11. Watch 1 \n12. ACP resetting key 1 \n \n******", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 423, + "text": "394 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \nAPPENDIX 'H' \nWORKING INSTRUCTIONS FOR MANNED LEVEL CROSSING GATES \nLevel Crossing Gates \n These instructions should be read together with other provisions in General & Subsidiary \nRules. Railways can modify these instructions based on local conditions and requirements, \nensuring that all Safety requirements are covered. \n Following General Instructions are meant for all types of Manned Level Crossing Gates. \nSpecific instructions for working of different types of Level Crossing Gates are attached as \nAnnexure. \n1. GENERAL : \n1.1 EQUIPMENT : \n Items Quantity/Numbers \n1. Hand Signal Lamp Tri Colour 3 (5 on Quadruple Line or Twin Single Line) \n2. Hand Signal Flag Green 1 Mounted on sticks \n3. Hand Signal Flag Red 3 (6 on Quadruple Line or Twin Single Line \nand 7 in case Hexaple Section mounted on \nsticks) \n4. Banner Flag Red 3 (5 on Quadruple Line or twin single line) \n5. Posts for exhibiting red banner 2 (4 on Quadruple/Twin single line and 5 on \nflag Hexaple Section) \n \n6. Spare chains with padlocks 2 with stop mark. \n7. Detonators 10 in tin case. \n8. Fusee 1 (3 on multiple line, double line, parallel \nlines suburban sections, automatic \nsignalling and ghat sections) \n9. Gate Lamps 2 \n10. Tommy Bar 1 \n11. Mortar Pan 1 \n12. Spade/Fowrah 1 \n13. Rammer 1 (In case of asphalted road this may not be \nprovided) \n14. Pick Axe 1 (In case of asphalted road this may not be \nprovided) \n15. Tin case for flags 1 \n16. Can for oil 1 \n17. Water pot/Bucket 1", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 424, + "text": "395 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n18. Canister for Muster Roll 1 \n19. Set of spare spectacles of \ngateman wearing glasses 1 \n20. Board demarcating protection \nof level crossing gate diagram \nin case of obstruction on gate 1 \n \n21. Basket 1 \n22. Whistle 1 \n23. Wall Clock 1 \n1.2 RECORDS TO BE KEPT AT GATE LODGE : \n The following records shall also be kept at the gate lodge. \n1. Gate Working Instructions in Hindi/English. \n2. Gateman Rule Book in local vernacular language. \n3. List for tools and books. \n4. Duty Roster. \n5. Certificate for working as gateman. \n6. Bio-data particulars of Gatemen, including date of passing vision test, \ninitial/refresher course, safety camp, etc. \n7. Accident Register. \n8. Record of last census of road traffic at level crossing gate. \n9. Public Complaint Book. \n10. Inspection Book. \n11. S&T Register in case of Interlocked Engineering Gate. \n1.3 MODE OF OPERATION : \nDetailed mode of operation for opening and closing the gate shall be provided in the \nrespective Station Working Rules and Gate Working Instructions incorporating local \noperational requirements. When level crossing gate is required to be opened for passage of \nroad traffic, the gateman must first open the gate farthest away from approaching road \ntraffic and then open the gate on the side nearest the approaching road traffic. \n \n1.4 DUTIES OF GATEMAN : \n \n(1) ALERTNESS : \n The gateman shall be alert and be prepared to take immediate action, should \ndanger be apprehended. Keys of the gate shall be in his personal custody. \n(2) POSITION DURING PASSAGE OF TRAINS : \nDuring passage of trains, gateman will stand in the manner indicated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 425, + "text": "396 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(i) Gateman will stand attentively in front of the gate-lodge facing the \napproaching train. \n(ii) In day time, gateman shall hold red and green flags furled up on separate \nsticks in right and left hands respectively. \n(iii) In night time, gateman shall hold lighted hand signal lamp with white \nlight facing the track. \n(iv) He shall keep the whistle slung around his neck from a cord. \n(3) ROUTINE DUTIES OF GATEMAN : \n(i) Gateman shall ensure that red banner flag is placed across the track \nwhenever the non-interlocked gate is kept in open condition for passage \nof road vehicles and during emergencies or obstruction on track at \nother types of gates. \n(ii) Gateman shall ensure that gate lamps and lamps of all gate signals are \nlighted and kept burning continuously from after sunset to before \nsunrise. \n(iii) Gateman shall perform his duties strictly according to the duty roster \nand shall not leave the gate unless reliever arrives and takes charge of \nit. However, if it is necessary to leave the gate in an emergency, he must \nclose and lock the gates against road traffic, before leaving the gate. \n(iv) Except where otherwise prescribed under special instructions, he shall \nobserve all passing trains and be prepared to take such action as may \nbe necessary to ensure safety of trains. \n(v) Gateman shall watch all passing trains and keep sharp look out for any \nunusual like hot axle, hanging chains, hanging battery, any vehicle/ \nwagons/train/battery box on fire, shifted load, falling material like \nbrake blocks, brake beams, safety bracket, vacuum cylinder or any other \nsituation endangering safe running of trains. \n(vi) Gateman shall also be prepared to repeat any signal which guard may \ngive to driver on walkie-talkie or in any other way. \n(vii) If lifting barriers/leaf gates get damaged or becomes out of order, the \ngateman shall use the spare chain with disc and padlocks for securing \nthe gate against the road traffic. \n(viii) Gateman shall report to the nearest Station Master, Gangmate or SSE \n(P. Way) any defect in his gate or apparatus pertaining to it, as soon as \npossible. \n(ix) In the event of gate signal becoming defective the gateman shall \nmaintain the signal in the ‘ON’ position even by disconnecting the \nsignal or the wire if necessary. \n(x) At the gate whose signal have become defective, the gateman shall close \nand lock the lifting barriers/leaf gates on sighting a train and hand \nsignal or pilot the train past the defective signal. In such case he should \ninform the driver to report the defect at the next station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 426, + "text": "397 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(xi) Gateman shall wear badge and prescribed uniform while on duty at \nlevel crossing gate. \n(xii) Gateman shall ensure that he is having competency certificate in his \npossession while on duty. \n(xiii) Gateman shall work the gate as per Gate Working Instructions and \nremain well conversant with these instructions. \n(xiv) Gateman shall ensure that equipment supplied at the gate is in good \norder and ready for immediate use. \n(xv) Gateman shall see that the channel for flange of the wheel is kept clear. \n(xvi) Gateman shall keep the road surface well-watered and rammed in case \nof unmetalled roads. \n(xvii) Gateman must be vigilant to see that inconvenience to road users due to \nclosure of gates should be to the minimum possible extent. \n(xviii) Gateman on electrified section shall watch that road vehicles/animals \npassing from gate are within the height loading gauge provided on \neither side of the level crossing gate. \n(xix) Gateman shall prevent tress passing by persons or cattle to the \nmaximum extent. \n(4) ACTION IN CASE OF UNUSUAL OCCURRENCE ON TRAIN : \n In case gateman observes any thing unusual with a passing train, he shall take \nfollowing action: \n(i) He shall take prompt action to warn the driver/guard of the passing \ntrain by showing red flag by day and red light by night. \n(ii) He shall simultaneously try to draw the attention of the driver/guard by \nwhistling continuously, shouting, gesticulating, throwing ballast on the \nbrakevan or by any other means. \n(iii) If driver/guard fails to take notice, gateman shall immediately inform \nthe Station Master/Switchman/Cabinman, if connected on telephone, to \ntake appropriate action, under exchange of private number. \n(iv) In case of train parting, gateman shall not show stop hand signal but \nshall show prescribed signal for train parting. \n(v) He shall endeavour to attract the attention of the driver/guard by \nwhistling continuously, shouting, gesticulating and by raising both \nhands vertically above, quickly parting them and bringing them together \nin repeated Up and Down motion as high and as low as possible. \n(vi) In case the train does not stop, gateman shall immediately inform the \nStation Master/Switchman/Cabinman, if connected on telephone, to take \nappropriate action, under exchange of private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 427, + "text": "398 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(5) ACTION IN AN EMERGENCY AT THE LEVEL CROSSING : \n(i) In case of an obstruction at the level crossing gate, gateman shall \nmaintain the gate signals, if any, in the ‘ON’ position. \n(ii) Thereafter, if he is unable to remove the obstruction, gateman shall \nimmediately advise the Station Master/Switchman/ Cabinman on duty, if \nconnected by telephone, regarding the defects/obstructions at the gate, \nunder exchange of private number. \n(iii) If there is no response from the Station Master/Switchman/ Cabinman \nafter two or three attempts, he shall first protect the gate and then \ninform on phone. \nThe gateman shall protect the line as under:- \n(a) On double line section : \n(i) If both lines are obstructed the Gateman shall plant a red banner \nflag by day and a red light by night 5 meters away on posts duly \nprovided for the purpose. He shall first protect the line on which a \ntrain is expected to arrive first. \n(ii) Then he will similarly plant the other red banner flag by day and \nred light by night on the other line 5 metres away from the site of \nobstruction. \n(iii) Gateman shall then proceed to protect the gate along with \ndetonators, fusee and red flag by day and red hand signal lamp by \nnight. \n(iv) Gateman shall proceed exhibiting red flag by day and red hand \nsignal lamp by night on the line on which a train is expected to \narrive first, to a point 600 meters on BG and 400 meters on \nMG/NG and place one detonator on the line. Thereafter he shall \nproceed to a distance 1200 meters on BG and 800 meters on \nMG/NG from the level crossing gate and place 3 detonators on the \ntrack 10 meters apart. Having thus protected the line he shall \nreturn to the level crossing gate picking up the intermediate \ndetonator on his way back. \n(v) Thereafter, he shall proceed on the other line, showing red hand \nsignal, similarly place detonators as described in Para (iv) above \nand return to the site of obstruction, picking up the intermediate \ndetonator on his way back. \n(vi) Having returned to the gate, he must then take steps to remove the \nobstruction and warn the driver of the approaching train. \n(vii) On those Meter Gauge sections where trains run at more than 75 \nKMPH, detonators shall be placed at distance to be specified \nunder Special Instructions by the Administration. \n(viii) In case the gateman observes or hears a train approaching when he is \nstill on his way to protect and before he reaches the stipulated \ndistance to place detonators, he shall place detonators on the line at a \ndistance as far away as he can go.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 428, + "text": "399 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n \n(ix) Thereafter, he shall light up and fix the fusee to warn the driver \nand stop the approaching train by waving his red flag by day and \nred hand signal lamp by night repeatedly. \n(b) On Single line section : \n(i) Gateman shall plant a red banner flag by day and a red light by \nnight 5 meters away on posts duly provided for the purpose. He \nshall first protect the direction from which a train is expected to \narrive first. \n(ii) Then he will similarly plant the other red banner flag by day and \nred light by night towards the other direction 5 meters away from \nthe site of obstruction. \n(iii) Gateman shall then proceed to protect the gate along with \ndetonators, fusees and red flag by day and red hand signal lamp by \nnight. \n(iv) Gateman shall proceed exhibiting red flag by day and red hand \nsignal lamp by night towards the direction from which a train is \nexpected to arrive first, to a point 600 meters on BG and 400 \nmeters on MG/NG and place one detonator on the line. Thereafter \nhe shall proceed to a distance 1200 meters on BG and 800 meters \non MG/NG from the level crossing gate and place 3 detonators on \nthe track 10 meters apart. Having thus protected the line he shall \nreturn to the level crossing gate picking up the intermediate \ndetonator on his way back. \n(v) Thereafter, he shall proceed towards the other direction, showing \nred hand signal, similarly place detonators as described in para \n(iv) above and return to the site of obstruction, picking up the \nintermediate detonator on his way back. \n(vi) Having returned to the gate, he must then take steps to remove the \nobstruction and warn the driver of the approaching train. \n(vii) On those Meter Gauge sections where trains run at more than 75 \nKMPH, detonators shall be placed at distance to be specified \nunder Special Instructions by the Administration. \n(viii) In case the gateman observes or hears a train approaching when he is \nstill on his way to protect and before he reaches the stipulated \ndistance to place detonators, he shall place detonators on the line at a \ndistance as far away as he can go. \n(ix) Thereafter, he shall light up and fix the fusee to warn the driver \nand stop the approaching train by waving his red flag by day and \nred hand signal lamp by night repeatedly. \n(c) Other action to be taken by Gateman : \n(i) At night Gateman shall light two hand signal lamps and take action \nto exhibit red light and protect the lines as described in sub paras \n(a) and (b) above.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 429, + "text": "400 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(ii) If the gate is broken by a road vehicle, which is fouling the track, \nor if lifting barriers/leaf gates or any other part of the gate foul the \ntrack, or if there is any other obstruction at the gate, the gateman \nshall take immediate action. \n(iii) He shall note down the particulars of the road vehicle, vehicle \nnumber, name of the driver, owner and relay these details to the \nnearest Station Master/Switchman/Cabinman or SSE (P. Way) \nregarding the particulars and obstructions at the level crossing \ngate, through messenger or other means available. \n \n1.5 ENGINEERING ITEMS : \nThe visibility requirements at level crossings, provision of speed breakers on the approach \nroads of level crossings and mode/periodicity etc. of census of traffic at level crossings, shall \nbe recorded in separate instructions. \n \n1.6 SPECIAL INSTRUCTIONS FOR DIFFERENT TYPES OF LEVEL CROSSINGS : \nInstructions for different types of manned Level Crossing Gates are given in Annexures as \nfollows: \n(i) Annexure - I Engineering Level Crossing Gate, interlocked with gate \nsignals, provided with telephone, with normal position \n‘Open to road traffic’. \n(ii) Annexure - II Traffic Level Crossing Gate, interlocked with stop \nsignals of the station, provided with telephone, with \nnormal position ‘Open to road traffic’. \n(iii) Annexure - III Traffic Level Crossing Gate, non-interlocked with stop \nsignals of the station, provided with telephone, with \nnormal position ‘Closed to road traffic’. \n(iv) Annexure - IV Engineering Level Crossing Gate, non-interlocked, \nprovided with telephone, with normal position ‘Open to \nroad traffic’. \n(v) Annexure - V Engineering Level Crossing Gate, non-interlocked, \nprovided with telephone, with normal position ‘Closed \nto road traffic’. \n(vi) Annexure - VI Engineering Level Crossing Gate, non-interlocked, not \nprovided with telephone, with normal position ‘Closed \nto road traffic’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 430, + "text": "401 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \nANNEXURE - I \nWORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES \nINTERLOCKED WITH GATE SIGNALS, PROVIDED WITH TELEPHONE WITH \nNORMAL POSITION “OPEN TO ROAD TRAFFIC” \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to \nbe opened for passage of road traffic, the gateman must first open the gate farthest \naway from approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n2. INTIMATION TO GATEMEN: \n(i) Immediately after departure of the train, Station Master/Switchman/ Cabinman \nshall advise the gateman through telephone connected at his end, the number, \ndescription, direction and expected time of passage of the train at the gate. \n(ii) If the telephone is connected to the station at the receiving end, this advice shall \nbe given by the Station Master/Switchman/Cabinman to the gateman, as soon as \nhe receives train entering section advice from the dispatching station. \n(iii) If the actual running time of the train from either end of the section is less than \n10 minutes, Station Master/Switchman/Cabinman will convey this advice to the \ngateman before obtaining/granting line clear. \n(iv) It should be the duty of the gateman to ensure that the gate is closed in time, so \nthat there is no detention to the train or excessive detention to road traffic. \n3. FAILURE OF TELEPHONIC COMMUNICATION : \nWhen Telephonic Communication fails or it does not get any response from the \nGateman despite 2 or 3 attempts, the following procedure should be adopted: \n(i) If the telephone fails at the gate connected with the station at the dispatching \nend, Station Master shall issue a caution order to the driver of the departing \ntrain. \n(ii) Station Master shall advise the driver to whistle continuously and proceed \ncautiously while approaching the gate. \n(iii) In case the gate signal is ‘ON’ he should stop short of the gate signal and follow \nthe procedure laid down under GR 3.73. \n(iv) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number that the \ntelephone at the gate has failed. \n(v) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 431, + "text": "402 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(vi) Station Master will also advise the gateman through Gangman/ \nPatrolman/Driver of the first train that the telephone has become defective. \n(vii) Station Master should also advise S&T staff responsible for maintenance of the \ntelephone to rectify the same at the earliest. \n(viii) Normal working will be resumed only after S&T staff rectifies the telephone and \nissue reconnection/fit memo for the same. \n4. FAILURE OF LIFTING BARRIERS OR LEAF GATES : \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \ngateman shall immediately inform the Station Master on duty under exchange of \nprivate number, and ensure that lifting barriers or leaf gates do not foul the \ntrack. \n(ii) He shall immediately fix red banner flag by day and red light by night on the \npost at that end first from which the train is approaching and then at the other \nend. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, gateman shall show green hand \nsignal flag by day and green light by night to the driver of the approaching \ntrain. \n(v) Station Master on duty shall issue caution order to the driver of a departing \ntrain. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange \nof private number; to similarly issue a caution order to the driver before \ndispatching a train in the block section. \n(vii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to rectify the same at the earliest. \n(viii) Normal working will be resumed only after maintenance staff repair the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n5. FAILURE OF GATE KEY WITH THE GATE IN CLOSED POSITION, WHEN \nGATE KEY CANNNOT BE EXTRACTED FOR OPENING THE GATE : \n(i) If the gate key cannot be extracted from the winch, gate signal lever or key \ntransmitter then gateman must immediately inform the Station Master/ \nSwitchman/Cabinman on duty on telephone, under exchange of private number. \n(ii) If Emergency Key is available at the gate lodge/cabin, Gateman/Switchman/ \nCabinman/Leverman will take it out from the sealed box by breaking the seal \nand open the gate for road traffic. \n(iii) The record of the date and time of breaking the sealed cover of Emergency Key \nBox shall be recorded and signed with reasons. \n(iv) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch of trains as prescribed for non-interlocked gates should be \nadopted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 432, + "text": "403 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(v) Station Master on duty shall issue caution order to the driver of a departing \ntrain. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange \nof private number, to similarly issue a caution order to the driver before \ndispatching a train in the block section from his end. \n(vii) Station Master shall advise S&T staff responsible for maintaining the key \ntransmitter to repair the same at the earliest. \n(viii) Normal working will be resumed only after S&T staff repairs the key transmitter \nand issue reconnection/fit memo for the same. \n(ix) After rectification, the Emergency Key shall be replaced in the Emergency Key \nBox and resealed by the S&T maintainer. \n \n6. FAILURE OF THE GATE KEY WITH THE GATE IN OPEN CONDITION : \n(i) If the gate key cannot be extracted from the winch, gate signal lever or key \ntransmitter then gateman must immediately inform the Station Master/ \nSwitchman/Cabinman on duty on telephone, under exchange of private number. \n(ii) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch of trains as prescribed for non-interlocked gates should be \nadopted. \n(iii) The gateman shall secure the gate against the road traffic by means of chains \nand padlocks and pass trains on hand signals. \n(iv) Station Master on duty shall issue a caution order to the driver of a departing \ntrain. \n(v) He shall also advise the Station Master at the dispatching end, under exchange \nof private number, to similarly issue a caution order to the driver before \ndispatching a train in the block section from his end. \n(vi) Station Master shall advise S&T staff responsible for maintaining the key \ntransmitter to repair the same at the earliest. \n(vii) Normal working will be resumed only after S&T staff repairs the key transmitter \nand issue reconnection/fit memo for the same. \n(viii) After rectification, the Emergency Key shall be replaced in the Emergency Key \nBox and resealed by the S&T maintainer. \n \n7. DEFECTIVE GATE SIGNALS : \n(i) The gateman shall treat the gate signal as defective and must not lower them \nunder following circumstances : \n(a) If gate signals can be taken ‘OFF’ without closing the gate, or \n(b) The key can be extracted from the operating winch when the gate is in \nopen condition, or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 433, + "text": "404 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(c) The key can be extracted from the leaf gates when the gate is in open \ncondition. \n(ii) If the Gate or the Gate Signal or Warner/Distant Signal becomes defective in \n‘OFF’ position, the gateman will make all efforts to put it at ‘ON’ position even \nby cutting signal wires, if necessary. \n(iii) The gateman will immediately advise the Station Master on duty, under exchange \nof private number, regarding defective gate signals. \n(iv) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch as prescribed for non-interlocked gates should be adopted. \n(v) He shall show green hand signal flag by day and green light by night to the \npassing train after closing the gate. \n(vi) Station Master on duty will issue a caution order to the driver of a departing \ntrain. \n(vii) He shall also advise the Station Master at the dispatching end, under exchange \nof private number, to similarly issue a caution order to the driver before \ndispatching a train in the block section from his end. \n(viii) Station Master shall advise S&T staff responsible for maintaining the gate signal \nto repair the same at the earliest. \n(ix) Normal working will be resumed only after S&T staff rectify the defective gate \nsignal and issue reconnection/fit memo for the same. \n8. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately put back gate \nsignals to ‘ON’ position. \n(ii) He shall fix red banner flag by day and red lamp by night on posts provided at \nboth ends of the gate for this purpose. \n(iii) Immediately after this, the gateman shall advise the Station Master/ \nSwitchman/Cabinman on duty regarding the defects/obstructions at the gate, \nunder exchange of private number. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two \nor three attempts, he shall first protect the gate and then inform on phone. \n(v) Gateman shall then rush with detonators, fusee and red flag by day and red hand \nsignal lamp by night in the direction of the approaching train and protect the \ngate as stipulated in General Instruction for duties of gateman under item no. \n1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless \nhe has been assured by the gateman that the road vehicle or the lifting \nbarriers/leaf gates are not fouling the track.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 434, + "text": "405 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number. \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the gate signal at ‘ON’ position on green hand signal of the \ngateman, if the gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the \ndefective lifting barriers/leaf gates and issue reconnection/fit memo for the same. \n \n9. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING GATE : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 8 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till \nthe track is cleared of the obstruction. \nANNEXURE - II \nWORKING INSTRUCTIONS FOR TRAFFIC LEVEL CROSSING GATES \nINTERLOCKED WITH STOP SIGNALS OF THE STATION, PROVIDED WITH \nTELEPHONE, WITH NORMAL POSITION “OPEN TO ROAD TRAFFIC” \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n2. INTIMATION TO GATEMEN: \n(i) Before taking off reception/departure signals Station Master/Switchman/ \nCabinman shall inform the gateman, the number, description and direction of the \ntrain. \n(ii) The gateman shall close the gate and transfer the key to the Station \nMaster/Switchman/Cabinman. \n(iii) The reception/departure signals will then be taken ‘OFF’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 435, + "text": "406 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iv) In order to ensure that road traffic is not held up for a long time, the Station \nMaster/Switchman/Cabinman must ensure that the train is ready for departure in \nall respects before he advises the gateman for closing the gate. \n(v) If the gate is operated from the cabin itself, Station Master/Switchman/ Cabinman \nshall ensure that the gate is closed against road traffic, before taking ‘OFF’ \nreception/departure signals. \n(vi) When a train has to be piloted to and from the station yard or any shunting \nmovement is to be done, the staff deputed to pilot the train or to perform the \nshunting across the gate shall be personally responsible to ensure that the gate is \nclosed against road traffic before allowing any movement across the gate. \n3. FAILURE OF TELEPHONIC COMMUNICATION : \nWhen Telephonic Communication fails or it does not get any response from the \nGateman despite 2 or 3 attempts, the following procedure should be adopted: \n(i) Station Master on duty shall send written advice to the gateman through the \nporter with full details of number, description and direction of the train. \n(ii) Gateman on receipt of such advice shall close the gate and transmit the key to the \nStation Master/Switchman/Cabinman which will enable them to take ‘OFF’ \nreception/departure signals. \n(iii) When sufficient time is not available because of greater frequency of train service, \nStation Master will issue written authority to the train driver to pass the signal at \n‘ON’ position. \n(iv) In addition Station Master shall also issue a caution order advising the driver to \nwhistle continuously and approach the gate cautiously. \n(v) The train driver shall be instructed to pass the gate cautiously, on being hand \nsignalled by the gateman. If hand signal is not seen, driver should be prepared to \nstop short of the gate and ensure that gate is closed following GR 3.73(2)(b). \n(vi) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number that the \ntelephone at the gate has failed. \n(vii) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(viii) He should also advise S&T staff responsible for maintenance of the telephone to \nrectify the defect at the earliest. \n(ix) Normal working will be resumed only after S&T staff rectify the telephone and \nissue reconnection/fit memo for the same. \n4. FAILURE OF LIFTING BARRIERS OR LEAF GATES : \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \ngateman will immediately inform the Station Master on duty, under exchange of \nprivate number, and ensure the lifting barriers or leaf gates do not foul the track. \n(ii) He shall immediately fix red banner flag by day and red light by night on the post \nat that end first from which the train is approaching and then at the other end.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 436, + "text": "407 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, gateman shall show green hand signal \nflag by day and green light by night to the driver of the approaching train. \n(v) Station Master on duty shall issue a caution order to the driver of a departing \ntrain. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) Station Master will advise maintenance staff responsible for maintenance of lifting \nbarriers/leaf gates to repair the defect at the earliest. \n(viii) Normal working will be resumed only after maintenance staff repair the \nbarrier/leaf gates and issue reconnection/fit memo for the same. \nNote: (a) In case of failure of lifting barriers/leaf gates worked from the cabin, \nStation Master will send station porter to secure the gate against road \ntraffic by safety chains and padlocks. \n(b) Authority to pass signals at ‘ON’ position as per rules shall also be \nissued to the drivers of both departing and arriving trains. \n5. FAILURE OF THE GATE KEY WITH THE GATE IN CLOSED POSITION WHEN GATE KEY CANNOT BE EXTRACTED FOR OPENING THE GATE : \n(i) If the gate key cannot be extracted from the winch, the gate leaves or the key \ntransmitter, then gateman must immediately inform the Station Master/ \nSwitchman/Cabinman on duty on telephone, under exchange of private number. \n(ii) If Emergency Key is available at the gate lodge/Cabin, Gateman/Switchman/ \nCabinman/Leverman will take it out from the sealed box by breaking the seal and \nopen the gate for road traffic. \n(iii) The record of the date and time of breaking the sealed cover of Emergency Key \nBox shall be recorded and signed with reasons. \n(iv) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch of trains as prescribed for non-interlocked gates, should be \nadopted. \n(v) Station Master on duty shall issue a caution order to the driver of a departing \ntrain. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) Station Master will advise S&T staff responsible for maintenance of winch/gate \nleaves/key transmitter to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after S&T staff repair the winch/gate \nleaves/key transmitter and issue reconnection fit memo for the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 437, + "text": "408 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(ix) After rectification, the Emergency Key shall be replaced in the Emergency Key \nBox and resealed by the S&T maintainer. \n6. FAILURE OF THE GATE KEY, WITH THE GATE IN OPEN CONDITION : \n(i) If the gate key cannot be extracted from the winch, gate leaves or key transmitter \nthen gateman must immediately inform the Station Master on duty on telephone, \nunder exchange of private number. \n(ii) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch of trains as prescribed for non-interlocked gates should be \nadopted. \n(iii) Gateman shall secure the gate against road traffic by means of chains and \npadlocks and pass the trains on hand signals. \n(iv) Station Master on duty shall issue caution order to the driver of a departing train. \n(v) He shall also advise the Station Master at the dispatching end under exchange of \nprivate number to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vi) Station Master will advise S&T staff responsible for maintenance of winch/gate \nleaves/key transmitter to rectify the defect at the earliest. \n(vii) Normal working will be resumed only after S&T staff repair the winch/gate \nleaves/key transmitter and issue reconnection/fit memo for the same. \n(viii) After rectification, the Emergency Key shall be replaced in the Emergency Key \nBox and resealed by the S&T maintainer. \n7. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on posts provided at both ends of the gate, for this \npurpose. \n(ii) Immediately after this, the gateman shall advise the Station \nMaster/Switchman/Cabinman on duty, regarding the defects/obstruction at the \ngate, under exchange of private number. \n(iii) Station Master/Switchman/Cabinman on duty shall be advised to put the \nreception/departure signals back to ‘ON’ position, if taken ‘OFF’ for a train. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two \nor three attempts, he shall first protect the gate and then inform on phone. \n(v) Gateman shall then rush with detonators, fusee, and red flag by day and red \nhand signal lamp by night in the direction of the approaching train and protect \nthe gate as stipulated in General Instruction for duties of gateman under item no. \n1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 438, + "text": "409 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless \nhe has been assured by the gateman that the road vehicle or the lifting \nbarriers/leaf gates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number. \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the reception/departure signal at ‘ON’ position on green \nhand signal of the gateman, if the gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the \ndefective lifting barriers/leaf gates and issue reconnection/fit memo for the same. \n8. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 7 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction. \n \nANNEXURE - III \nWORKING INSTRUCTIONS FOR TRAFFIC LEVEL CROSSING GATES, \nNON-INTERLOCKED, PROVIDED WITH TELEPHONE WITH NORMAL POSITION \n“CLOSED TO ROAD TRAFFIC”. \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 439, + "text": "410 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n2. EXCHANGE OF PRIVATE NUMBERS : \n(i) Gateman must seek permission from Station Master/Switchman/ Cabinman for \nopening the gate. \n(ii) Station Master/Switchman/Cabinman shall ensure that there is no train movement \nwithin the station section. Thereafter Station Master/ Switchman/Cabinman shall \ngive his private number to the gateman allowing him to open the gate for the \npurpose of clearing road traffic. \n(iii) Suitable entries shall be made by the Station Master/Switchman/ Cabinman in the \nTrain Signal Register/Cabin Operation Register, Private Number Book and Log \nBook in red ink. \n(iv) After passage of road traffic, the gateman shall close the gate and confirm this to \nStation Master/Switchman/Cabinman, under exchange of private number. \n(v) Gate once closed can be opened by the Gateman (after passage of trains/train or \nchange in planning of train movement etc.) with the permission of Station Master, \nas the need of opening is known to Gateman according to road traffic to be \ncleared. Obviously, it can be done only after obtaining private number from the \ncontrolling Station Master who will ensure that there is no train movement \ntowards the level crossings. \n(vi) When a train has to be piloted to and from the station yard or any shunting \nmovement is to be done, the staff deputed to pilot the train or to perform the \nshunting across the gate shall be personally responsible to ensure that the gate is \nclosed against road traffic before allowing any movement across the gate. \n3. FAILURE OF TELEPHONIC COMMUNICATION : \nWhen Telephonic Communication fails or it does not get any response from the \nGateman despite 2 or 3 attempts, the following procedure should be adopted: \n(i) Station Master on duty shall send written advice to the gateman through the \nporter with full details of number, description and direction of the train. \n(ii) The gateman on receipt of such advice shall acknowledge the same after closing \nthe gate, duly supported by a private number. \n(iii) On receipt of confirmation about closer of the gate, reception/departure signals \nwill then be taken ‘OFF’. \n(iv) When sufficient time is not available because of greater frequency of train service, \nStation Master will issue written authority to the train driver to pass the signal at \n‘ON’ position. \n(v) In addition Station Master shall also issue a caution order advising the driver to \nwhistle continuously and approach the gate cautiously. \n(vi) The train driver should be instructed to pass the gate cautiously, on being hand \nsignalled by the gateman. If hand signal is not seen, driver should be prepared to \nstop short of the gate and ensure that gate is closed following GR 3.73(2)(b).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 440, + "text": "411 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(vii) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number, that the \ntelephone at the gate has failed. \n(viii) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(ix) He should also advise S&T staff responsible for maintenance of the telephone to \nrectify the defect at the earliest. \n(x) Normal working will be resumed only after S&T staff rectify the telephone and \nissue reconnection/fit memo for the same. \n 4. FAILURE OF LIFTING BARRIERS OR LEAF GATES: \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \ngateman will immediately inform the Station Master on duty, under exchange of \nprivate number, and ensure that lifting barriers or leaf gates do not foul the track. \n(ii) He shall immediately fix red banner flag by day and red light by night on the post \nat that end first from which the train is approaching and then at the other end. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, he shall show green hand signal flag \nby day and green light by night to the driver of an approaching train. \n(v) Station Master on duty shall issue caution order to the driver of a departing train. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after maintenance staff rectify the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \nNote : (a) In case of failure of lifting barriers/leaf gates worked from the cabin, \nStation Master will send station porter to secure the gate against \nroad traffic by means of safety chains and pad-locks. \n(b) Authority to pass signals at ‘ON’ position as per rules shall also be \nissued to the drivers of both arriving and departing trains. \n5. OBSTRUCTION AT THE GATE: \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on posts provided at both ends of the gate, for this \npurpose. \n(ii) Immediately after this, the gateman shall advise the Station Master/Switchman/ \nCabinman on duty, regarding the defects/obstruction at the gate, under exchange \nof private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 441, + "text": "412 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iii) Station Master/Switchman/Cabinman on duty shall be advised to put the \nreception/departure signals back to ‘ON’ position, if taken ‘OFF’ for a train. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two or \nthree attempts, he shall first protect the gate and then inform on phone. \n(v) Gateman shall then rush with detonators, fusee, and red flag by day and red hand \nsignal lamp by night in the direction of the approaching train and protect the gate \nas stipulated in General Instruction for duties of gateman under item no. 1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless he \nhas been assured by the gateman that the road vehicle or the lifting barriers/leaf \ngates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number. \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the reception/departure signal at ‘ON’ position on green \nhand signal of the gateman, if the gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective \nlifting barriers/leaf gates and issue reconnection/fit memo for the same. \n \n6. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING: \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 5 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 442, + "text": "413 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \nANNEXURE - IV \nWORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES, NON-\nINTERLOCKED, PROVIDED WITH TELEPHONE, WITH NORMAL POSITION \n“OPEN TO ROAD TRAFFIC” \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n \n2. EXCHANGE OF PRIVATE NUMBER : \n(a) When Gate is connected with the station at the dispatching end : \n(i) Station Master/Switchman/Cabinman at the dispatching end shall advise \nthe gateman the number, description, direction and expected time of the \npassage of the train at the gate, under exchange of private number. \n(ii) Such advice shall be given before taking ‘OFF’ departure signals or \ngiving an authority to proceed to the driver. \n(iii) The gateman on receipt of the advice shall close the gate well in time and \nconfirm the same, under exchange of private number. \n(iv) Station Master/Switchman/Cabinman will lower the departure signals \nafter getting the private number of the gateman. \n(v) At non-interlocked LC gates with normal position open to road traffic, on \na single line, the gateman shall be authorised to open the LC gate after \ncomplete passage of train from the gate by observing tail board/tail lamp. \n(b) When Gate is connected with the station at the receiving end : \n(i) Station Master/Switchman/Cabinman at the dispatching end shall advise \nthe Station Master/Switchman/Cabinman at the other end the number, \ndescription, direction and expected time of passage of the train at the gate, \nunder exchange of private number. \n(ii) Such advice shall be given before obtaining line clear. \n(iii) Station Master/Switchman/Cabinman at the receiving end shall in turn \nconvey the same advice to the gateman, under exchange of private \nnumber.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 443, + "text": "414 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iv) Gateman shall close the gate and thereafter give his private number to the \nStation Master/Switchman/Cabinman. \n(v) Only then shall the Station Master/Switchman/Cabinman at the receiving \nend grant line clear to the Station Master/Switchman/ Cabinman at the \ndispatching end. \n(vi) Gate once closed for road traffic must on no account be opened unless this \nis authorized by the Station Master/Switchman/Cabinman, under exchange \nof private number. \n3. FAILURE OF TELEPHONIC COMMUNICATION : \nWhen Telephonic Communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted: \n(i) Station Master at the dispatching end shall issue a caution order to the driver \nbefore dispatching a train in the block section from his end. \n(ii) The caution order should advise the driver to whistle continuously and approach \nthe gate cautiously. \n(iii) The driver should be instructed to pass the gate cautiously, on being hand \nsignaled by the gateman. If hand signal is not seen, driver should be prepared to \nstop short of the gate and depute his Assistant Driver to see the condition of the \ngate. If the gate is closed, the Assistant Driver will give the all right signal and if \nthe gate is not closed the Assistant Driver must close the gate and then give the all \nright signal. In the absence of the Assistant Driver, the Driver may take the \nassistance of the Assistant Guard/Guard and shall stop clear of the level crossing \nto pick up the Assistant Driver who will reopen the gate for passage of road \ntraffic. \n(iv) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number,that the \ntelephone at the gate has failed. \n(v) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(vi) Station Master shall also advise the gateman through gangman/patrolman or \ndriver of the first train that the telephone has become defective. \n(vii) He should also advise S&T staff responsible for maintenance of the telephone to \nrectify the defect at the earliest. \n(viii) Normal working will be resumed only after S&T staff rectify the telephone and \nissue reconnection/fit memo for the same. \n4. FAILURE OF LIFTING BARRIERS OR LEAF GATES : \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \ngateman will immediately inform the Station Master/Switchman/ Cabinman on \nduty, under exchange of private number, and ensure that lifting barriers or leaf \ngates do not foul the track.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 444, + "text": "415 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n \n(ii) He shall immediately fix red banner flag by day and red light by night on the post \nat that end first from which the train is approaching and then at the other end. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, he shall show green hand signal flag \nby day and green light by night to the driver of an approaching train. \n(v) Station Master on duty shall issue caution order to the driver of a departing train. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after maintenance staff rectify the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n5. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on posts provided at both ends of the gate, for this \npurpose. \n(ii) Immediately after this, the gateman shall advise the Station Master/ \nSwitchman/Cabinman on duty, regarding the defects/obstruction at the gate, \nunder exchange of private number. \n(iii) Station Master/Switchman/Cabinman on duty shall be advised to put the \nreception/departure signals back to ‘ON’ position, if taken ‘OFF’ for a train. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two or \nthree attempts, he shall first protect the gate and then inform on phone. \n(v) Gateman shall then rush with detonators, fusee, and red flag by day and red hand \nsignal lamp by night in the direction of the approaching train and protect the gate \nas stipulated in General Instruction for duties of gateman under item no. 1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless he \nhas been ensured by the gateman that the road vehicle or the lifting barriers/leaf \ngates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 445, + "text": "416 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the gate on green hand signal of the gateman, if the gate is \nbroken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective \nlifting barriers/leaf gates and issue reconnection/fit memo for the same. \n6. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING: \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 5 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction. \nANNEXURE - V \nWORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES, NON-\nINTERLOCKED, PROVIDED WITH TELEPHONE, WITH NORMAL POSITION \n“CLOSED TO ROAD TRAFFIC” \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n2. EXCHANGE OF PRIVATE NUMBER : \n(i) Gateman must seek permission from Station Master/Switchman/ Cabinman for \nopening the gate. \n(ii) At LC gates with normal position closed to road traffic, if the gate is required to \nbe opened to pass the road traffic, the gate man shall exchange private no. with \nthe SM, and confirm that the train has passed completely from his gate, thereafter, \nthe SM may allow the gateman to open the gate. In such a situation the SM, before \ndispatching or giving line clear for any other train in the block section in question \nshall ensure that the level crossing gate is closed for road traffic and assurance of \nthe gateman is taken through exchange of private number. \n(iii) Suitable entries shall be made by the Station Master/Switchman/ Cabinman in the \nTrain Signal Register/Cabin Operation Register, Private Number Book and Log \nBook in red ink. \n(iv) After passage of road traffic, the gateman shall close the gate and confirm this to \nStation Master/Switchman/Cabinman, under exchange of private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 446, + "text": "417 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(v) Before any train is allowed to enter the block section again, the Station \nMaster/Switchman/Cabinman must ensure that private number from the gateman \nhas been received in token of his having closed the gate. \n(vi) Gate once closed for road traffic must on no account be opened unless this is \nauthorised by the Station Master/Switchman/Cabinman, under exchange of \nprivate number. \n3. FAILAURE OF TELEPHONIC COMMUNICATION : \nWhen Telephone Communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted: \n(i) Station Master at the dispatching end shall issue a caution order to the driver of \nthe departing train. \n(ii) The caution order shall advise the driver to whistle continuously and approach \nthe gate cautiously. \n(iii) The driver shall be instructed to pass the gate cautiously, on being hand signalled \nby the gateman. If hand signal is not seen, driver should be prepared to stop short \nof the gate and depute his Assistant Driver to see the condition of the gate. If the \ngate is closed, the Assistant Driver will give the all right signal and if the gate is \nnot closed the Assistant Driver must close the gate and then give all right signal. \nIn the absence of the Assistant Driver, the Driver may take the assistance of the \nAssistant Guard/Guard. \n(iv) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number, that the \ntelephone at the gate has failed. \n(v) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(vi) Station Master shall also advise the gateman through gangman/patrolman or \ndriver of the first train that the telephone has become defective. \n(vii) He should also advise S&T staff responsible for maintenance of the telephone to \nrectify the same at the earliest. \n(viii) Normal working will be resumed only after S&T staff rectify the telephone and \nissue reconnection/fit memo for the same. \n4. FAILURE OF LIFTING BARRIERS OR LEAF GATES : \n(i) When the gate cannot be closed due to failure of lifting barriers/leaf gates, the \n gateman will immediately inform the Station Master/Switchman/ Cabinman on \n duty, under exchange of private number, and ensure that lifting barriers or leaf \n gates do not foul the track. \n \n(ii) He shall immediately fix red banner flag by day and red light by night on the post \nat that end first from which the train is approaching and then at the other end.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 447, + "text": "418 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, he shall show green hand signal flag \nby day and green light by night to the driver of the approaching train. \n(v) Station Master on duty shall issue caution order to the driver of a departing train. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the same at the earliest. \n(viii) Normal working will be resumed only after maintenance staff rectify the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n5. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on posts provided at both ends of the gate, for this \npurpose. \n(ii) Immediately after this, the gateman shall advise the Station Master/ \nSwitchman/Cabinman on duty, regarding the defects/obstruction at the gate, \nunder exchange of private number. \n(iii) Station Master/Switchman/Cabinman on duty shall be advised to put the \nreception/departure signals back to ‘ON’ position, if taken ‘OFF’ for a train. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two or \nthree attempts, he shall first protect the gate and then inform on phone. \n(v) He shall then rush with detonators, fusee and red flag by day and red hand signal \nlamp by night in the direction of the approaching train and protect the gate as \nstipulated in General Instruction for duties of gateman under item no. 1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless he \nhas been ensured by the gateman that the road vehicle or the lifting barriers/leaf \ngates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 448, + "text": "419 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the gate on green hand signal of the gateman, if the gate is \nbroken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective \nlifting barriers/leaf gates and issue reconnection/fit memo for the same. \n6. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 5 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction. \nANNEXURE - VI \nWORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES, NON-\nINTERLOCKED, NOT PROVIDED WITH TELEPHONE, WITH NORMAL POSITION \n“CLOSED TO ROAD TRAFFIC”. \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n(i) Whenever the gateman has to pass a road vehicle across the level crossing gate, \nhe must ensure that no train is in sight in either direction, nor there is any audible \nsound of an approaching train. \n(ii) He shall then plant red banner flags by day and red lamps by night on posts \nprovided on both sides of the gate for this purpose. \n(iii) He shall then open the gate to pass road traffic, and close it again immediately \nthereafter. \n(iv) He shall then remove the red banner flags by day and red lamps by night. \n(v) If the gateman sees or hears a train approaching the level crossing gate when the \ngate is in open condition, he shall rush with detonators, fusee and red flag by day \nand red hand signal lamp by night towards the approaching train. \n(vi) If the train is to close, he shall place detonators on the line at a distance as far \naway he can go.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 449, + "text": "420 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(vii) Thereafter, he shall light up and fix the fusee to warn the driver and stop the \napproaching train by waving his red flag by day and red hand signal lamp by \nnight repeatedly. \n(viii) If there is sufficient time, the gateman will protect his gate as stipulated in \nGeneral Instructions for duties of gateman under item no. 1.4(5). \n \n2. FAILURE OF LIFTING BARRIERS OR GATE LEAVES : \n(a) Failure when the Gate is in open condition : \n(i) Gateman shall first ensure that the lifting barriers/leaf gates do not foul \nthe track. \n(ii) Gateman shall secure the gate against road traffic by means of safety \nchains and padlocks. \n(iii) He shall fix red banner flags by day and red lamps by night on posts \nprovided at both sides of the gate for this purpose. \n(iv) If he sees a train approaching the gate before he has secured the gate, he \nshall rush towards the train with detonators, fusee and red flag by day and \nred hand signal lamp by night. \n(v) He shall place detonators on the line at a distance as far away he can go. \n(vi) Thereafter, he shall light up and fix the fusee to warn the driver and stop \nthe approaching train by waving his red flag by day and red hand signal \nlamp by night repeatedly. \n(vii) He shall send information through Gangmate/Patrolman/Keyman or \ndriver of a passing train to the SSE (P. Way)/Station Master concerned, \nasking for necessary action. \n(viii) Station Master on duty shall issue caution order to the driver of a \ndeparting train. \n(ix) He shall also advise the Station Master at the dispatching end, under \nexchange of private number, to similarly issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(x) Station Master shall advise maintenance staff responsible for maintaining \nthe lifting barrier/leaf gates to rectify the same at the earliest. \n(xi) Normal working will be resumed only after maintenance staff repair the \nlifting barrier/leaf gates and issue reconnection/fit memo for the same. \n(b) Failure when the Gate is in closed condition : \nGateman shall send information through Gangmate/Patrolman/Keyman or driver \nof a passing train to the SSE (P.Way)/Station Master concerned, asking for \nnecessary action.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 450, + "text": "421 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n3. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on the post provided at both ends of the gate, for this \npurpose. \n(ii) Gateman shall then rush with detonators, fusee and red flag by day and red hand \nsignal lamp by night in the direction of the approaching train and protect the gate \nas stipulated in General Instruction for duties of gateman under Item no. 1.4(5). \n(iii) Thereafter he shall protect the gate from the other direction also. \n(iv) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the nearest Station Master and SSE (P.Way) through a \nGangmate/Patrolman/Keyman or any other railway employee or through the \ndriver of a passing train. \n(v) After being informed, the Station Master shall not start any train unless he has \nverified that the obstruction has been removed and the gate is safe for the passage \nof trains. \n(vi) He shall also inform the Station Master at the dispatching end, under exchange of \nprivate number, not to dispatch any train in the block section until the track has \nbeen cleared of all obstruction. \n(vii) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number. \n(viii) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously and pass the gate on green hand signals of the gateman, if the gate is \nbroken but is clear of any obstruction. \n(ix) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and thereafter exhibit green hand signal, if the gate is not obstructed. \n(x) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xi) Normal working will be resumed only after maintenance staff rectify the defective \nlifting barriers/leaf gates and issue reconnection/fit memo for the same. \n4. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster shall adopt the procedure given under item No. 3 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction. \n*******", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules (North Western Railway).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "General and Subsidiary Rules applicable to North Western Railway", + "is_static": true, + "effective_year": null, + "page_number": 451, + "text": "REGISTER OF AMENDMENT SLIPS \n________________________________________________________________________________________________________________ \n \nAmendment \nSlip \nDate of \nReceipt \nof \nAmend-\nment \nSlip \nAmendment made Initials of \nPerson-\nin-charge \nof Book \nNo. Date Para Page Subject of Order", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "i\nNORTHERN RAILWAY\nINDIAN RAILWAYS \nGENERAL & SUBSIDIARY RULES\nwith Appendices\n(For Office use only)\n(Reprinted embodying amendment slips upto 211 dated 07.02.2025)\nReprinted Edition-2025", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "ii\nPrinted at : Arihant offset, Plot No.-229 & 212F , Nangli Sakrawati, Ind. Area, \nNazafgarh Road, New Delhi-110043", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "iii\nAmendment Slip Register\nAmendment Slip Page \nNo.\nRule Date of \nReceipt\nSignature\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "iv\nAmendment Slip Register\nAmendment Slip Page \nNo.\nRule Date of \nReceipt\nSignature\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "v\nAmendment Slip Register\nAmendment Slip Page \nNo.\nRule Date of \nReceipt\nSignature\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "vi\nAmendment Slip Register\nAmendment Slip Page \nNo.\nRule Date of \nReceipt\nSignature\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "vii\nAmendment Slip Register\nAmendment Slip Page \nNo.\nRule Date of \nReceipt\nSignature\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "viii\nAmendment Slip Register\nAmendment Slip Page \nNo.\nRule Date of \nReceipt\nSignature\nNo. Date", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "ix\nPREAMBLE\nThis edition of General and Subsidiary Rules has been necessitated so as to implement the \nGeneral Rules now issued under an order from the Railway Board as contained in the Resolution \nNo. 69-RR/4 of Ministry of Railways (Railway Board), dated the 11 th February, 1976. The General \nRules are applicable uniformly over all the Railways in the country.\nWhile issuing the edition, an opportunity was taken to reframe the Subsidiary Rules so that \nthese become easily understandable in the light of the provisions of the GRs.\nThe working of trains on this Railway has to be governed under the various provisions of this \nbook. These rules have, therefore, to be studied carefully so that the trains are run safely and \nexpeditiously.\n Devendra Kumar\n (Principal Chief Operations Manager)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "x", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "xi\nPREFACE\n The General and Subsidiary Rules of Northern Railway was last published in the year 2011. Since \nthen 211 Amendment Slips have been issued in General and Subsidiary Rules and need is felt to issue updated \nedition to keep pace with the changes and compile all amendments. Indian Railway is undergoing transformative \nphase and every aspect of working is upgraded to cater to the enhanced traffic density, faster mobility and \npassenger convenience. Railway is also responding to the changes in wider world as it increasingly integrated \nwith Information technology tools like FOIS, ICMS, COA etc. and modernization and adoption of new and \nimproved technology like Balastless tracks, Electronic Interlocking, ‘KA V ACH’ Train sets etc. Connectivity \nto USBRL section have opened the challenging possibilities of train operations in sub zero temperatures. The \nrules made under General and Subsidiary Rules are required to be dynamic so that they adopt the changes in \nTechnology. Hence, a new edition of the General and Subsidiary Rules was necessary.\nAn effort has accordingly been made to frame the rules in such a way that it is easy to understand and \nfollow them taking into consideration the working environment, practicability of implementation coupled \nwith high factor of safety in-built in the system of working. \nSubsidiary Rules given in this book apply to Northern Railway and have to be read in conjunction \nwith the General Rules. While General Rules are printed in BOLD and are serially numbered in each chapter, \nthe Subsidiary Rules are prined in Italics below the General Rules to which they pertain and have prefix with \nletter SR (Subsidiary Rules) bearing reference to the specific General Rules below which these are appended.\nThe Order contained in this book shall not vary, get superseded or suspended except under express \nauthority of the Authorized Officer, in writing.\nAll alterations and correction to the Rules will be modified in the form of Amendment Slips. Every \nRailway servant should obtain copies of the Amendment Slips and keep his copy of the General and Subsidiary \nRules updated.\nThis book is the property of Northern Railway and should be returned to the administration by the \neach railway employee before leaving service.\nFeb. 2025 (Rajesh Kumar Singh)\nNew Delhi Chief Operations Manager/General", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "xii", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "xiii\nGOVERNMENT OF INDIA\nMINISTRY OF RAILWAYS\n(Railway Board)\nNo. 69-RR/4\nNew Delhi, Dated the 11th February, 1976\nRESOLUTION\nGeneral Rules for Indian Railways (Open Line) 1976 administered by the Government, \nand for the time being used for the public carriage of passengers, animals or goods.\n1. The considerable advance made in the recent years in methods of signalling and interlocking, \nmodes of traction and introduction of new types of equipment necessitated a revision of the \nGeneral Rules, which had been revised last in 1929, for working Open Lines of Railways in \nIndia. The revision of these rules was also advocated by the Railway Accidents Committee, \n1962 and the Railway Accidents Inquiry Committee, 1968, who desired that the revision of \nthe Rules should be consistent not only with the conditions obtaining at present but likely to \nobtain in the foreseeable future, and emphasised the need for keeping the basic complexion \nof rules intact while at the same time providing for technological changes in recent years.\n2.\t For\t this\tpurpose,\ta\tcommittee\tcomposed\tof\tofficers\tselected\tfrom\tthe\tTraffic\tand\tSignal\t\nDepartments was appointed by the Railway Board in 1968. The committee submitted a \nset of draft rules for consideration by the Board in February, 1970. The Commission of \nRailway Safety, whose comments were also invited, did not favour the adoption of these \ndraft rules, which had proposed the abolition of certain existing fundamental concepts such \nas\tclassification\tof\tstations,\tminimum\tequipment\tof\tsignals\tfor\teach\tclass\tof\tstation,\tetc.\t\nIn the Annual Report for 1971-72, the Commission stated that a wholesale revision and re- \narrangement of the rules which formed the basis of train working and safety of operations \nfor\tover\t100\tyears\tand\twhich\twere\tingrained\tin\tthe\tminds\tof\tthousands\tof\trailway\tstaff,\t\nwould not be desirable. Accordingly, the Commission conveyed to the Railway Board its \ninability to agree to the adoption of the new General Rules as drafted.\n3. In consideration of the strong views expressed by the Commission of Railway Safety and \nthe positive recommendations of the Railway Accidents Committee, 1962, and the Railway \nAccidents\tInquiry\tCommittee,\t1968,\tMember\tTraffic,\tRailway\tBoard,\tdecided\tin\tSeptember,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "xiv\n1972, that the revision of the existing General Rules should be so undertaken as to be in \nconsonance with these views and to cover such aspects only of the existing rules as require \nmodification\tin\tthe\tlight\tof\tthe\ttechnological\tchanges\tor\twhere\tcertain\texisting\trules\thave\t\noutlived their use. A fresh revision of the General Rules was accordingly taken up by the \nSafety Directorate in consultation with other Directorates of the Railway Board.\n4. A provisional issue of the revised General Rules was circulated to the Railway Administrations; \nthe Research, Designs and Standards Organization; the Commission of Railway Safety; \nRailway\t Staff\t College,\t Vadodara.\tThe\t Indian\t Railways\t Institute\t of\t Signal\t Engineering\t\nand Tele-communications, Secunderabad; Indian Railways Institute of Advanced Track \nTechnology\tPune.\tIndian\tRailways\tInstitute\tof\tCivil\tEngineering,\tPune.\tIndian\tRailways\t\nInstitute\tof\tMechanical\tand\tElectrical\tEngineering\tJamalpur;\tetc.,\tIndian\tRailway\tInstitute\t\nof\t\tElectrical\tEngineering\tNasik\tfor\tcriticism\tand\tsuggestions\tunder\tGovernment\tof\tIndia\t\nMinistry\tof\tRailways\t(Railway\tBoard)\tletter\tNo.68-RR/2/Vol.V,\tdated\t25th\tJuly,1974.\n5.\t The\t exhaustive\t views\t and\t comments\t received\t from\t the\t Railway\tAdministrations,\t the\t\nCommission of Railway Safety, other Railway Institutions and the Ministry of Law, having \nbeen\tconsidered\tby\tMember\tTraffic,\tRailway\tBoard,\tin\tconsultation\twith\tthe\tconcerned\t\nDirectorates, a complete revised set of General Rules for Railways administered by the \nGovernment have now been framed, sanctioned and issued by the Central Government \nwith\tNotification\tNo.69-RR/4\tof\tthis\tday’s\tdate\tto\t\tbe\t\tbrought\tinto\tuse\ton\tsuch\tdate\tas\tthe\t\nCentral\tGovernment\tmay,\tby\tnotification\tin\tthe\tOfficial\tGazette,appoint.\n6. The Central Government desire that the said rules may be brought to the notice of the \nAdministrations of the several railways not administered by the Government and that \nthe Heads of Railway Administrations of such railways may be invited to submit a formal \napplication\tfor\tthe\tadoption\tof\tthe\trules,\twith\tsuch\tmodifications\t(if\tany)\tas\t\tmay\tbe\tconsidered\t\nnecessary in each case.\nOrder: Ordered that this Resolution, with its enclosures, be published under a \nNotification in the Official Gazette as required by Section 47 of the Indian Railways Act, \n1890 (9 of 1890), and that a copy thereof be kept open for inspection at railway section as \ndirected by sub-section (6) of the same section, also that a copy of this Resolution and of \nits enclosures be communicated to the Governments, Administrations and Officers, noted \nbelow, for information.\n Member (O & BD), Railway Board, and\n Ex-Officio Secretary to the Government of India", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "xv\nDocuments accompanying:\nGeneral Rules for Indian Railways (Open Lines) 1976 administered by the Government. Secretaries, \nMinistries\tCommunications;\tDefence;\tHome\tAffairs,\tLaw\tJustice\tand\tCompany\tAffairs;\tPetroleum;\t\nShipping and Transport; and Tourism and Civil Aviation. The Chief Secretaries to the Government of \nAndhra Pradesh, Assam, Bihar, Haryana, Himachal Pradesh, Gujrat, Chhattisgarh, Uttarakhand, \nJharkhand,\tKarnataka,\tKerala,\tMadhya\tPradesh,\tMaharashtra,\tManipur,\tMeghalaya,\tNagaland,\tOrissa,\t\nPunjab, Rajasthan, Sikkim, Tamil Nadu, Tripura, Uttar Pradesh, West Bengal, Delhi, Goa, Mizoram and \nArunachal Pradesh, Telangana.\nThe Chief Secretaries, Administrations of Andaman and Nicobar, Chandigarh; Dadra and Nagar Haveli \n&\tDaman\tand\tDiu,\tLakshadweep,\tMinicoy\tand\tAmindivi\tand\tPondicherry,\tJammu\tand\tKashmir,\tLadakh.\nAdditional\tDeputy\tController\tand\tAuditor\tGeneral\tof\tIndia\t(Railways)\tand\tEx-Officio\tDirector\tof\tRailway\t\nAudit.\nThe Chief Commissioner of Railway Safety, Lucknow\nThe\tCommissioners\tof\tRailway\tSafety,\tCentral,\tEastern,\tNorthern,\tNorth\tEastern.\tNorth\tEast\tFrontier,\t\nSouthern,\tSouth\tEastern,\tSouth\tCentral\tand\tWestern\tCircles.\nThe\tGeneral\tManagers,\tCentral,\tEastern,\tEast\tCentral,\tEast\tCoast,\tNorthern,\tNorth\tEaster,\tNorth\tCentral,\t\nNorth\tEast\tFrontier,\tNorth\tWestern,\tSouthern,\tSouth\tCentral.\tSouth\tEastern,\tSouth\tEast\tCentral,\tSouth\t\nWest, Western and West Central Railways. \nThe General Managers, Chittaranjan Locomotives Works, Diesel Locomotive Works, Integral Coach \nFactory and Rail Coach Factory.\nThe\tGeneral\tManager,\tMetropolitan\tTransport\tProject\t(Railways),\tKolkata.\nThe\t Chief\tAdministrative\t Officers,\t Metropolitan\t Transport\tProjects(\t Railways),\t Mumbai,\t Delhi\t and\t\nChennai.\nThe Director General, Research, Design and Standards Organisation, Lucknow. \nThe Principals, Indian Railways Institute of Advanced Track Technology, Pune, Indian Railways \nInstitute\tof\tMechanical\tEngineering,\tJamalpur,\tIndian\tRailways\tInstitute\tof\tSignal\tEngineering\tand\t\nTelecommunications,\tSecunderabad,\tIndian\tRailways\tInstitute\tof\tElectrical\tEngineering,\tNasik\tand\t\nRailway\tstaff\tCollege,\tVadodara.\nThe\tChairman,\tMumbai\tPort\tTrust\tRailway,\tKolkata\tPort\tTrust\tRailway,\tKandla\tPort\tTrust\tRailway,\t\nChennai\tPort\tTrust\tRailway\tand\tVishakhapatnam\tPort\tTrust\tRailway.\t\nThe\tManaging\tAgents,\tAhmedpur-Katwa\tLight\tRailway\tCompany\tLimited.\tBankura-\tDamodar\tRiver\t\nRailway\tCompany\tLimited,\tKatakhal-Lal\tBazar\tRailway\tCompany\tLimited\tand\tMartin\tLight\tRailways.\nThe General Managers, Bharat Railway, and Central Provinces Railways Company Limited.\nThe Secretary, Dehri-Rohtas Light Railway Company Limited.\nThe Chairman, All Railway Recruitment Boards\nThe Chairman, Railway Rates Tribunal, Indian Railways.\nThe Secretary, Indian Railways Conference Association.\nThe Director, National Archives of India.\nThe\tLibrarians,\tCentral\tSecretariat\tLibrary,\tNational\tLibrary,\tKolkata\tParliament\tLibrary\tand\tRailway\tBoard\t\nLibrary.\nThe\tSuperintendent,\tLibrary\tand\tResearch,\tMinistry\tof\tLaw,\tJustice\tand\tCompany\tAffairs", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "xvi\nGOVERNMENT OF INDIA\nMINISTRY OF RAILWAYS\n(RAILWAY BOARD)\nNOTIFICATION\nNew Delhi, Dated the 19th April, 2006\n* * *\nIn exercise of the powers conferred by Sub-section(2) of Section 60, read with Section 198 of the Railways Act, \n1989 (24 of 1989), the Central Government hereby makes the following rules further to amend the Indian Railways \n(Open Lines) General Rules,1976.\n----------------------", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "xvii\nARRANGEMENT OF RULES\nCHAPTER-I\nPRELIMINARY\nRules\n1.01 Short title and commencement.\n1.02 Definitions.\n1.03 Classification of stations.\nCHAPTER-II\nRULES APPLYING TO RAILWAY SERV ANTS GENERALLY\n2.01 Supply of copies of rules.\n2.02 Upkeep of the copy of rules.\n2.03 Knowledge of rules.\n2.04 Assistance in observance of rules.\n2.05 Prevention of trespass, damage or loss.\n2.06 Obedience to rules and orders.\n2.07 Attendance for duty.\n2.08 Absence from duty.\n2.09 Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation.\n2.10 Conduct of railway servants.\n2.11 Duty for securing safety.\nCHAPTER-III \nSIGNALS\nA. General Provisions\n3.01 General use of signals.\n3.02 Kinds of signals.\n3.03 Use of night signals by day.\n3.04 Placing of signals and signal arms; painting of signal arms.\nB. Description of Fixed Signals\n3.05 Use of fixed signals.\n3.06 Description of Warner signals and their indications.\n3.07 Description of Distant signals and their indications.\n3.08 Description of Stop signals and their indications.\n3.09 Kinds of fixed Stop signals for approaching trains.\n3.10 Kinds of fixed Stop signals for departing trains.\n3.11 Intermediate Block Stop Signal.\n3.12 Kinds of fixed Stop signals in Automatic Block territories.\n3.13 Calling-On Signals.\n3.14 Shunt signals.\n3.15 Co-acting signals.\n3.16 Repeating signals.\n3.17 Distinguishing markers and signs for Signals.\n3.18 Signals out of use.\n3.19 Placing of Stop signals at diverging junctions.\n3.20 Placing of Stop signals at converging junctions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "xviii\n3.21 Signals on bracket post or signal bridge or gantry.\n3.22 Placing of more than one signal on the same post.\n3.23 Electric repeater.\n3.24 Back-lights.\nC. Equipment of Signals\n3.25 Obligation to provide fixed signals at stations.\n3.26 Commissioning of fixed signals.\n3.27 Minimum equipment of fixed signals at stations provided with manually operated multiple-aspect \n signaling.\n3.28 Minimum equipment of fixed signals at stations provided with modified lower quadrant \nsignaling.\n3.29 Minimum equipment of fixed signals at other stations provided with two- aspect signaling.\n3.30 Additional fixed signals at stations generally.\n3.31 Signals at class ‘D’ stations.\n3.32 Provision of an Advanced Starter.\n3.33 Exceptions to Rules 3.27, 3.28, 3.29 and 3.32.\n3.34 Fixed signals at level crossings.\n3.35 Protection and working of points of outlying sidings.\nD. Working of Signals and Points\n3.36 Fixed signals generally.\n3.37 Normal aspect of signals.\n3.38 Points affecting movement of train.\n3.39 Locking of facing points.\n3.40 Conditions for taking ‘Off’ Home signal.\n3.41 Conditions for taking ‘Off’ Outer signal.\n3.42 Conditions for taking ‘Off’ Last Stop Signal or Intermediate Block Stop signal.\n3.43 Conditions for taking ‘Off’ Warner signal.\n3.44 Conditions for taking ‘Off’ Gate Stop signal.\n3.45 Conditions for taking ‘Off’ Calling-on-signal.\n3.46 Use of fixed signals for shunting.\n3.47 Taking ‘off’ signals for more than one train at a time.\n3.48 Stoppage of trains out of course at stations provided with two- aspect signalling.\n3.49 Care and lighting of signal lamps.\n3.50 Traps, slip sidings and catch sidings.\n3.51 Points.\nE. Hand Signals\n3.52 Exhibition of hand signals.\n3.53 Stop hand signal.\n3.54 Proceed hand signal.\n3.55 Proceed with caution hand signal.\n3.56 Hand signals for shunting.\n3.57 Banner flags.\n3.58 Knowledge and possession of hand signals.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "xix\nF. Detonating Signals\n3.59 Description of detonating signals.\n3.60 Method of using detonators.\n3.61 Placing of detonators in thick, foggy or tempestuous weather impairing visibility.\n3.62 Placing of detonators in case of obstruction.\n3.63 Replacement of detonators on the line.\n3.64 Knowledge and possession of detonators.\nG. Signals to warn incoming train of danger ahead\n3.65 Description of warning signals.\n3.66 Use of warning signals.\n3.67 Knowledge and possession of warning signals.\nH. Defective fixed Signals and Points\n3.68 Duties of Station Master generally when a signal is defective.\n3.69 Duties of Station Master when an approach Stop signal is defective.\n3.70 Duties of Station Master when a departure Stop signal is defective.\n3.71 Warner or Distant signals defective in the ‘Off’ position.\n3.72 Warner not to be used when a Stop signal is defective.\n3.73 Passing of a Gate Stop signal at “ON”.\n3.74 Absence of a fixed signal or a signal without alight.\n3.75 Passing of Intermediate Block Stop signal at “ON”.\n3.76 Intimation to officials when defects remedied.\n3.77 Defective or damaged points.\n3.78 Duties of engine crew in respect of signals.\n3.79 Duties of Loco Pilot in respect of a Calling-on signal.\n3.80 Duties of Loco Pilot when an approach Stop signal is “ON” or defective.\n3.81 Duties of Loco Pilot when a departure Stop signal is “ON” or defective.\n3.82 Permission before entering on or crossing a running line.\n3.83 Assistance of the engine crew regarding signals.\n3.84 Duties of Loco Pilot as to signals when two or more engines are attached to train.\n3.85 Reporting of defects in signals.\nCHAPTER-IV \nWORKING OF TRAINS GENERALLY\nA. Timing and Running of Trains\n4.01 Standard time.\n4.02 Adherence to advertised time.\n4.03 Setting watch.\n4.04 Time of attendance for train crew.\n4.05 Proper running line.\n4.06 Direction of running.\n4.07 Supply of Working Time Table and Schedule of Standard Dimensions.\nB. Speed of Trains\n4.08 Limits of speed generally.\n4.09 Caution Order.\n4.10 Limits of speed over facing points.\n4.11 Limits of speed while running through stations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "xx\n4.12 Engine pushing.\n4.13 Limits of speed with engine tender foremost.\nC. Equipment of Trains and Train Crew\n4.14 Head light and marker lights.\n4.15 Tail and side lights.\n4.16 Tail board or tail lamp.\n4.17 Responsibility of Station Master regarding tail board or tail lamp of passing trains.\n4.18 Means of communication.\n4.19 Train Manager’s and Loco Pilot’s equipment.\n4.20 Manning of engine in motion.\n4.21 Driving an electric train.\n4.22 Riding on engine or tender.\n4.23 Brake – Vans.\n4.24 Position of brake – van on train.\n4.25 Train Managers.\n4.26 Couplings.\nD. Vehicles and Cranes\n4.27 Cranes.\n4.28 Loading of Vehicles.\n4.29 Damaged or defective vehicles.\nE. Precautions before Starting Train\n4.30 Loco Pilot and Train Manager to examine notices before starting.\n4.31 Examination of trains before starting.\n4.32 Examination of train by Loco Pilot.\n4.33 Examination of single and multiple units by Loco Pilot.\n4.34 Duties of Train Manager when taking over charge of a train.\n4.35 Starting of trains.\n4.36 Train Manager to be in-charge of train.\n4.37 Subordination of Train Manager in station limits.\n4.38 Fireman & Assistant Loco Pilots to obey Loco Pilots.\n4.39 Loco Pilot to obey certain orders.\nF. Duties of Staff Working Trains during Journey\n4.40 Loco Pilot and Assistant Loco Pilot to keep a good look-out.\n4.41 Loco Pilot and Assistant Loco Pilot to look back.\n4.42 Exchange of signals between Loco Pilot, Train Manager and station staff.\n4.43 Guard to keep a good look-out.\n4.44 Train held up at First Stop signal.\n4.45 Attracting attention of Loco Pilot.\n4.46 Assistance from Train Managers hand brake.\n4.47 Application of Train Managers handbrake.\n4.48 Permission of Train Manager to detach engine from train.\n4.49 Starting and stopping of train.\n4.50 Sounding of engine whistle.\n4.51 Bell signals between Loco Pilot and Guard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "xxi\n4.52 Throwing out water, fire or cinders.\n4.53 Hose or water crane.\n4.54 Passengers.\nG. Duties of Staff on Arrival\n4.55 Shutting off power.\n4.56 Train Manager to see that train is stopped clear of fouling marks.\n4.57 Detaching engine.\n4.58 Loco Pilot to see that train is stopped clear of fouling marks.\n4.59 Moving of train carrying passengers after it has been stopped at a station.\n4.60 Train Manager not to leave train till handed over.\n4.61 Loco Pilot not to leave engine when on duty.\nH. Working of Material Trains\n4.62 Working of a Material train in a block section.\n4.63 Workers on Material train.\n4.64 Protection of Material train when stabled.\n4.65 Working of track maintenance machines.\nI. Private Engines and Vehicles\n4.66 Private engines and vehicles.\nCHAPTER-V\nCONTROL AND WORKING OF STATIONS\n5.01 Responsibility of the Station Master for working.\n5.02 Supply of copies of rules and distribution or exhibition of other documents.\n5.03 Obedience to orders and keeping of books and returns.\n5.04 Signal cabins.\n5.05 Report of neglect of duty.\n5.06 Station Working Rules.\n5.07 Forms.\n5.08 Access to and operation of equipment.\n5.09 Reception of a train on an obstructed line.\n5.10 Reception of a train on a non-signalled line.\n5.11 Departure of a train from a non-signalled line.\n5.12 Departure of a train from a line provided with a common departure signal.\n5.13 Control of shunting.\n5.14 Responsibility for shunting.\n5.15 Shunting at stations under Centralised Traffic Control.\n5.16 Shunting during reception of trains.\n5.17 Shunting near level crossing.\n5.18 Drawing of a train to an advanced position at night or in thick, foggy or tempestuous weather \nimpairing visibility.\n5.19 Obstruction of running line.\n5.20 Shunting on gradients.\n5.21 Loose shunting.\n5.22 Leaving vehicles in sidings outside station limits.\n5.23 Securing of vehicles at station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "xxii\nCHAPTER-VI\nACCIDENTS AND UNUSUAL OCCURRENCES\n6.01 Accident or obstruction.\n6.02 Working in case of accident or failure of communications.\n6.03 Protection of trains stopped between stations.\n6.04 Trains unusually delayed.\n6.05 Sending advice of accident or breakdown.\n6.06 Train in a block section without authority to proceed.\n6.07 Report of conditions likely to affect running of trains to Controller or Centralised Traffic Control \n Operator.\n6.08 Train parting.\n6.09 Portion of train left in a block section.\n6.10 Fire.\n6.11 Vehicles escaping from station.\nCHAPTER-VII \nSYSTEMS OF WORKING\n7.01 Systems of working.\n7.02 Applicability of General Rules referring to the working of signals and trains.\nCHAPTER-VIII\nTHE ABSOLUTE BLOCK SYSTEM\nA. Essentials\n8.01 Essentials of the Absolute Block System.\nB. Conditions for granting Line Clear.\n8.02 Conditions for granting Line Clear at a class ‘A’station.\n8.03 Conditions for granting Line Clear at a class ‘B’station.\n8.04 Conditions for granting Line Clear at a class ‘C’station.\nC. Obstruction – Double Line\n8.05 Obstruction on double line at a block station when a train is approaching.\n8.06 Obstruction on double line in the block section.\nD. Obstruction – Single Line\nD1. Class “A” Stations\n8.07 Obstruction on single line at a class ‘A’ station when a train is approaching.\n8.08 Obstructing the block section at a class ‘A’ station on single line.\nD2. Class “B” Stations\n8.09 Obstruction in the face of an approaching train at a class ’B’ station on single line.\n8.10 Obstruction within station section at a class ‘B’ station on single line.\n8.11 Obstruction outside station section at a class ‘B’ single line station equipped with two aspect \n signals.\n8.12 Obstruction outside station section at a class “B” single line station equipped with manually \noperated multiple aspect signals.\n8.13 Obstruction outside the first stop signal at a class “B” station on single line.\nE. General Provisions\n8.14 Block back or Block forward.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "xxiii\n8.15 Authority for shunting or obstruction in block section.\n8.16 Illustrative diagrams.\nCHAPTER-IX\nTHE AUTOMATIC BLOCK SYSTEM\nA. Rules applicable to Double Line\n9.01 Essentials of the Automatic Block System on double line.\n9.02 Duties of Loco Pilot and Train Manager when an Automatic Stop Signal on double line is to be passed \n at ‘ON’.\nB. Rules applicable to Single Line.\n9.03 Essentials of the Automatic Block System on single line.\n9.04 Minimum equipment of fixed signals in Automatic Block territory on single line.\n9.05 Additional fixed signals in Automatic Block territory on single line.\n9.06 Conditions for taking ‘off’ Manual Stop signals in Automatic Block territory on single line.\n9.07 Duties of Loco Pilot and Train Manager when an Automatic Stop signal on single line is to be passed at \n ‘ON’.\n9.08 Person in-charge of working trains on Automatic Block System on single line.\nC. Rules applicable to both Double and Single lines.\n9.09 Working of trains on Centralised Traffic Control territory.\n9.10 Protection of a train stopped in an Automatic block signalling section.\n9.11 Loco Pilot to report failures.\n9.12 Procedure during failure of Automatic signalling.\n9.13 Movement of trains against the direction of traffic on the Automatic Block System.\n9.14 Procedure when Semi-Automatic Stop signal is “ON”.\n9.15 Passing a Gate Stop signal at “ON” in Automatic signalling territory.\n9.16 Illustrative diagrams.\nCHAPTER-X\nTHE FOLLOWING TRAINS SYSTEM\n10.01 Essentials of the following Trains System.\n10.02 Report to the Commissioner of Railway Safety.\n10.03 Conditions to be observed in working trains on the Following Trains System.\n10.04 Delivery of authority to proceed to Loco Pilot or Train Manager on the Following Trains \nSystem.\n10.05 Authority to proceed on the Following Trains System.\n10.06 Responsibility as to proper preparation of authority to proceed on the Following Trains \nSystem.\n10.07 Obstruction in face of approaching train or trains on the Following Trains System.\n10.08 Cessation of working on the Following Trains System.\n10.09 Protection of trains on the Following Trains System.\nCHAPTER-XI\nTHE PILOT GUARD SYSTEM\n11.01 Essentials of the Pilot Guard System.\n11.02 Conditions to be observed for following Trains on the Pilot Guard System.\n11.03 Pilot Guard’s dress or badge.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "xxiv\n11.04 Pilot Guard to accompany train or give authority to proceed.\n11.05 Pilot Guard’s Tickets.\n11.06 Protection of trains on the Pilot Guard System.\nCHAPTER-XII\nTHE TRAIN – STAFF AND TICKET SYSTEM\n12.01 Essentials of the Train – staff and Ticket System.\n12.02 System where applicable.\n12.03 Conditions to be observed for following trains on the Train Staff and Ticket System.\n12.04 Loco Pilot to have Train – staff or Train – staff Ticket.\n12.05 Train – staff or Train – staff Ticket : by whom to be delivered to Loco Pilot.\n12.06 Train – staff or Train – staff Ticket : when to be delivered to Loco Pilot.\n12.07 Train – staff to be kept on engine.\n12.08 Trains not to be started until Train – staff returned.\n12.09 Train – staff or Train – staff Ticket to be given and Ticket to be cancelled on arrival of train.\n12.10 Procedure when engine is disabled on the Train – staff and Ticket System.\n12.11 Train – staff Tickets : how kept.\n12.12 Train – staff : how kept.\n12.13 Distinguishing marks on Train – staff Tickets and boxes.\n12.14 Form of Train – staff Ticket.\n12.15 Record of Train – staff Tickets issued .\n12.16 Obstruction outside the Home signal.\n12.17 Protection of trains on the Train – staff and Ticket System.\nCHAPTER-XIII\nTHE ONE TRAIN ONLY SYSTEM\n13.01 Use of the one train only system.\n13.02 Essentials of the One Train Only System.\n13.03 Authority to enter the section.\n13.04 Procedure in case of accident or disablement on the One Train Only System.\nCHAPTER-XIV\nBLOCK WORKING\nA. General Provision\n14.01 Means of granting or obtaining Line Clear.\n14.02 Provision of instruments.\n14.03 Consent required before interfering with block working equipment.\nB. BLOCK STATIONS AT WHICH ELECTRICAL BLOCK INSTRUMENTS, TRACK \nCIRCUITS OR AXLE COUNTERS ARE PROVIDED\n14.04 Certificate of competency.\n14.05 Bell code.\n14.06 Acknowledgement of signals.\n14.07 Train Signal Register.\n14.08 Authority to proceed.\n14.09 Loco Pilot to examine authority to proceed .\n14.10 Conditions for closing the block section.\n14.11 Responsibility of Station Master as to authority to proceed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "xxv\n14.12 Special responsibility as to electrical token instruments and to the token.\n14.13 Failure of electrical block instruments or track circuits or axle counters .\n14.14 Closing of Intermediate Block Post.\n C. Block Stations at which Electrical Block Instruments are not Provided\n14.15 Transmission of signals.\n14.16 Train Signal Register.\n14.17 Forms or messages and written authority to proceed.\n14.18 Distinction of messages.\n14.19 Writing and signing of messages and written authorities to proceed.\n14.20 Completion of message.\n14.21 Preservation of messages and written authorities to proceed.\n14.22 Cancellation of Line Clear.\n14.23 Loco Pilot to have authority to proceed.\n14.24 Authority to proceed ; when to be given to Loco Pilot.\nD. Line Clear Tickets\n14.25 Line Clear Tickets.\nE. Use and Operation of Block Working Equipment\n14.26 Use and operation of block working equipment.\nCHAPTER-XV\nPERMANENT WAY AND WORKS\nA. Railway Servants employed on the Permanent Way or Works\n15.01 Condition of Permanent Way and Works.\n15.02 Maintenance of line.\n15.03 Keeping of Material.\n15.04 Inspection of Permanent Way and Works.\n15.05 Patrolling of lines.\n15.06 Work involving danger to trains or traffic.\n15.07 Works in thick, foggy or tempestuous weather impairing visibility .\n15.08 Precautions before commencing operations which would obstruct the line .\n15.09 Showing of signals.\n15.10 Assistance in protection of trains .\n15.11 Gangmate in each gang.\n15.12 Knowledge of signals and equipments of gang.\n15.13 Inspection of gauges, signals, tools and implements.\n15.14 Responsibility of Gangmate as to safety of line .\n15.15 Blasting.\n15.16 Putting in or removing points or crossings.\n15.17 Duties of Gangmate and Gangman when apprehending danger.\nB. The Working of Lorries, Trolleys and Motor Trolleys\n15.18 Distinction between trolly, lorry and motor trolly.\n15.19 Red flag or light to be shown.\n15.20 Equipment of trolly, lorry or motor trolly.\n15.21 Efficient brakes.\n15.22 Qualified person to be in-charge of lorry or trolly when on the line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "xxvi\n15.23 Attachment to train prohibited.\n15.24 Time of running.\n15.25 Motor Trolly.\n15.26 Protection of trolly on the line.\n15.27 Protection of lorry on the line.\n15.28 Lorries and Trollies out of use.\nCHAPTER-XVI\nLEVEL CROSSINGS\n16.01 Knowledge of signals.\n16.02 Supply and care of equipment.\n16.03 Road traffic.\n16.04 Gateman to observe passing trains.\n16.05 Channel for flange of wheels.\n16.06 Defects at level crossings .\n16.07 Obstructions at level crossings.\n16.08 Parting of a train.\n16.09 Trespassing.\n16.10 Transfer of charge of gate.\n16.11 Height gauges.\nCHAPTER-XVII\nWORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS\n17.01 Applicability of General Rules.\n17.02 Special definitions applicable to this Chapter.\n17.03 Inspection of electrical way and works.\n17.04 Permit-to-work on electrical equipment.\n17.05 Warning to staff and public.\n17.06 Alterations to track.\n17.07 Tripping of circuit breakers of locomotives and electrical multiple units at neutral sections.\n17.08 Tower wagon.\n17.09 Additional rules for electrified sections\nCHAPTER-XVIII\nMISCELLANEOUS\n18.01 Repeal and Saving\nAPPENDICES\nAppendix -‘A’ Caution Order\nAppendix -‘B’ Reception and Dispatch of Trains at Non-Interlocked Stations\nAppendix -‘C’ Supply and Use of Detonating Signals\nAppendix -‘D’ Ghat Rules\n Appendix -‘E’ Traction Rules for Working of EMU Trains\nAppendix -‘F’ Rules for working of (DMU) Diesel Multiple Unit Trains \nAppendix -‘G’ Rules for working of push pull trains", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "Chapter I\nPRELIMINARY\n1.01 Short Title and Commencement:-\n(1) These rules may be called the Indian Railways (Open Lines) General (Third Amendment) \nRules, 2024.\n(2)\t They\tshall\tcome\tinto\tforce\tthe\tdate\tof\ttheir publication\tin\tthe\tOfficial\tGazette.\n1.02\t Definitions:-\tIn\tThese\tRules,\tUnless\tThe\tContext\tOtherwise\tRequires-\n(1) “Act” means the Indian Railways Act., 1989 (24 of 1989);\n(2)\t “Adequate\tDistance”\tmeans\tthe\tdistance\tsufficient\tto\tensure\tsafety;\n(3) “Approach Lighting” means an arrangement in which the lighting of signals is controlled \nautomatically by the approach of train;\n(4) “Approved Special Instructions” means special instructions approved of or prescribed \nby the Commissioner of Railway Safety;\n(5)\t “Authorised\t Officer”\tmeans\tthe\tperson\twho\tis\tduly\tempowered\tby\tgeneral\tor\tspecial\t\norder\tof\tthe\tRailway\tAdministration,\teither\tby\tname\tor\tby\tvirtue\tof\this\toffice,\tto\tissue\t\ninstructions or to do any other thing;\n(6) “Authority To Proceed” means the authority given to the Loco Pilot of the train, under \nthe system of working, to enter the block section with his train;\n(7) “Axle Counter” means an electrical device which, when provided at two given points on \nthe track, proves by counting axles in and counting axles out, whether the section of the \ntrack between the said two points is clear or occupied;\n(8) “Block Back” means to despatch a message from a block station intimating to the block \nstation immediately in rear on a double line, or to the next block station on either side \non a single line, that the block section is obstructed or is to be obstructed;\n(9) “Block Forward” means to despatch a message from a block station on a double line \nintimating to the block station immediately in advance the fact that the block section in \nadvance is obstructed or is to be obstructed;\n(10) “Block Section” means that portion of the running line between two block stations on \nto which no running train may enter until Line Clear has been received from the block \nstation at the other end of the block section;\n(11)\t “Centralised\tTraffic\tControl”\tmeans\ta\tsystem\tby\twhich\tthe\tworking\tof\ttrains\tover\ta\t\nroute,\tto\twhich\tthe\tsystem\tapplies,\tis\tgoverned\tby\tfixed\tsignals\tremotely\tcontrolled\tfrom\t\na designated place;\n(12)\t “Centralised\tTraffic\tControl\tOperator”\tmeans\tthe\tperson\ton\tduty\twho\tmay\tfor\tthe\ttime\t\nbeing\tbe\tresponsible\tfor\tthe\tworking\tof\ttrains\ton\tthe\tCentralised\tTraffic\tControl;\n(13) “Commissioner of Railway Safety” means an Inspector appointed to exercise any \nfunctions under the Act, and includes an Additional Commissioner of Railway Safety;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "CHAP. I) PRELIMINARY\n2\n(14) “Competent Railway\tServant”\tmeans\ta\trailway\tservant\tduly\tqualified\tto\tundertake\tand\t\nperform the duties entrusted to him;\n(15) “Connections” when used with reference to a running line, means the points and \ncrossings or other appliances used to connect such line with other lines or to cross it;\n(16) “Controller” means a railway servant on duty who may for the time being be responsible \nfor\tregulating\tthe\tworking\tof\ttraffic\ton\ta\tsection\tof\ta\trailway\tprovided\twith\tthe\tsystem\t\nof speech communication;\n(17) “Day”means from sunrise to sunset;\n(18)\t “Direction\tof\tTraffic”\tmeans-\n(a) on a double line, the direction for which the line is signalled;\n(b) on a single line, the direction for the time being established, under the system \nof working, to allow trains to move in that direction;\n(19) “Loco Pilot” means the engine driver or any other competent railway servant for the \ntime being in charge of driving a train;\n(20) “Electrical Communication Instrument” means either a telephone or a Morse \ntelegraph instrument;\n(21) “Facing And Trailing Points”: points are facing or trailing in accordance with the \ndirection a train or vehicle moves over them. Points are said to be facing points when \nby their operation a train approaching them can be directly diverted from the line upon \nwhich it is running;\n(22)\t “Fixed\t Signal”\tmeans\ta\tsignal\tof\tfixed\tlocation\tindicating\ta\tcondition\taffecting\tthe\t\nmovement\tof\ta\ttrain\tand\tincludes\ta\tsemaphore\tarm\tor\tdisc\tor\tfixed\tlight\tfor\tuse\tby\tday\t\nand\tfixed\tlight\tfor\tuse\tby\tnight;\n(23)\t “Fouling\tMark”\tmeans\tthe\tmark\tat\twhich\tthe\tinfringement\tof\tfixed\tStandard\tDimensions\t\noccurs, where two lines cross or join one another;\n(24) “Gangman” means a railway servant employed on permanent way or work connected \ntherewith;\n(25) “Gangmate” means the person in charge of a gang of workmen employed on permanent \nway or work connected there with;\n(26) “Gateman” means a competent railway servant posted at a level crossing for working \nthe gates;\n(27) “Goods Train” means a train (other than a material train) intended solely or mainly \nfor the carriage of animals or goods;\n(28) “Train Manager” means the railway servant in charge of a train and includes a \nBrakesman or any other railway servant who may for the time being be performing the \nduties of a Train Manager;\n(28\tA)\t Indian\tRailway\tAutomatic\t Protection\t System\t (IR-ATP)\t(Kavach),\t means\t a\t radio\t\ncommunication based control system, provided as an additional aid to Loco Pilots of \nfunctional\tKavach\tfitted\tlocomotives,\tin\tKavach\tterritory,\tthe\tuse\tof\twhich\tshall\tin\tno\t\nway infringe or override the provisions (codes and manuals) of regular train operation \nrequired to be followed by Loco Pilot’.\n(29) “Inspector of Way or Works” means any Inspector or Assistant Inspector responsible \nfor the construction or maintenance of permanent way , point and signals, bridges or \nother works connected therewith;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "CHAP. I) PRELIMINARY\n3\n(30) “Interlocking” means an arrangement of signals, points and other appliances, operated \nfrom a panel or lever frame, so interconnected by mechanical locking or electrical \nlocking or both that their operation must take place in proper sequence to ensure safety;\n(31) “Intermedi ate Block Post” means a class ‘C’ station on a single line or double line or \nmultiple lines remotely controlled from the block station in rear;\n(32) “Intermediate Block Signalling” means an arrangement of signaling on single line or \ndouble line or multiple lines in which a long block section is split into two portions each \nconstituting a separate block section by providing an intermediate Block Post;\n(33) “Isolation” means an arrangement, secured by the setting of points or other approved \nmeans, to protect the line so isolated from the danger of obstruction from other connected \nline or lines;\n(34)\t “Last\t Stop\tSignal”\tmeans\tthe\tfixed\tStop\tsignal\tof\ta\tstation\tcontrolling\tthe\tentry\tof\t\ntrains into the next block section;\n(35) “Level Crossing” means the intersection of road with railway track at the same level;\n(36) “Level Crossing Gate” means any form of movable barrier, including a chain, capable \nof being closed across the road at the level crossing, but does not include a wicket or a \nturnstile for the use of pedestrians;\n(37) “Line Clear” means the permission given from a block station to a block station in rear \nfor a train to leave the latter and approach the former; or the permission obtained by a \nblock station from a block station in advance for a train to leave the former and proceed \ntowards the latter;\n(38) “Main Line” means the line ordinarily used for running trains through and between \nstations;\n(39) “Material Train” means a departmental train intended solely or mainly for carriage of \nrailway material when picked up or put down or for execution of works, either between \nstations or within station limits;\n(40) “Mixed Train” means a train intended for the carriage of passengers and goods, or of \npassengers, animals and goods;\n(41)\t “Multiple-Aspect\tSignalling”\tmeans\ta\tsignalling\tarrangement\tin\twhich\tsignals\tdisplay\t\nat any one time any one of the three or more aspects and in which the aspect of every \nsignal\tis\tpre-\twarned\tby\tthe\taspect\tof\tthe\tprevious\tsignal\tor\tsignals;\n(42) “Night” means from sunset to sunrise;\n(43) “Obstruction” and its cognate expressions includes a train, vehicle or obstacle on or \nfouling a line, or a stop signal at “on” or any condition which is dangerous to trains;\n(44) “Overhead Equipment” means the electrical conductors over the tracks together with \ntheir\tassociated\tfittings,\tinsulators\tand\tother\tattachments,\tby\tmeans\tof\twhich\tthey\tare\t\nsuspended and registered in position for the purpose of electric traction;\n(45) “Passenger Train” means a train intended solely or mainly for the carriage of passengers \nand\tother\tcoaching\ttraffic,\tand\tincludes\ta\ttroop\t\ttrain;\n(46)\t “Point\tAnd\tTrap\tIndicators”\tare\tnot\tsignals,\tbut\tare\tappliances\tfitted\tto\tand\tworking\t\nwith points to indicate by day or by night the position in which the points are set;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "CHAP. I) PRELIMINARY\n4\n(47) “Running Line” means the line governed by one or more signals and includes connections, \nif any, used by a train when entering or leaving a station or when passing through a \nstation or between stations;\n(48) “Running Train” means a train which has started under an authority to proceed and \nhas not completed its journey;\n(49) “Shunting” means the movement of a vehicle or vehicles with or without an engine \nor\tof\tany\tengine\tor\tany\tother\tself-\tpropelled\tvehicle,\tfor\tthe\tpurpose\tof\tattaching,\t\ndetaching or transfer or for any other purpose;\n(50) “Special Instructions” means instructions issued from time to time by the authorised \nofficer\tin\trespect\tto\tparticular\tcases\tor\tspecial\tcircumstances;\n(51)\t “Station”\tmeans\tany\tplace\ton\ta\tline\tof\trailway\tat\twhich\ttraffic\tis\tdealt\twith,\tor\tat\twhich\t\nan authority to proceed is given under the system of working;\n(52) “Station Limits” means the portion of a railway which is under the control of a Station \nMaster\tand\tis\tsituated\tbetween\tthe\toutermost\tsignals\tof\tthe\tstation\tor\tas\tmay\tbe\tspecified\t\nby special instructions;\n(53) “Station Master” means the person on duty who is for the time being responsible for the \nworking\tof\tthe\ttraffic\twithin\tstation\tlimits,\tand\tincludes\tany\tperson\twho\tis\tfor\tthe\ttime\t\nbeing in independent charge of the working of any signals and responsible for the \nworking of trains under the system of working in force;\n(54)\t “Station\t Section”\tmeans\tthat\tsection\tof\tstation\tlimits\t-\n\t (1)\t At a\tclass\t‘B’\tstation\tprovided\twith\ttwo\taspect\tsignal,\twhich\tis\tincluded\t:-\n(a) on a double line, between the Home signal and the last Stop signal of the station \nin either direction; or \n(b)\t\t on\ta\tsingle\tline\t:-\n(i) between the shunting limits boards or advanced starter (if any) or\n(ii) between the Home signals if there are no shunting Limit Boards or Advanced \nStarters,or\n(iii) between the outermost facing points, if there are no Home signals or Shunting \nLimit Boards or Advanced Starters;\n(2)\t At\ta\tclass\t‘B’\tstation\tprovided\twith\tmanually\toperated\tmultiple-aspect\tor\tmodified\t\nlower\tquadrant\tsignals,\twhich\tis\tincluded:-\n(a)\t\t on\ta\tdouble\tline\t:-\n(i) between the outermost facing points and the last Stop signal of the Station in \neither direction or\n(ii) between the Block Section Limit Board, where provided and the last Stop signal \nof the station in either direction; or\n(b)\t on\ta\tsingle\tline\t :-\n(i) between the Shunting Limit Boards or Advanced Starters (if any), or\n(ii) between the outermost facing points, if there are no Shunting Limit Boards or \nAdvanced Starters;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "CHAP. I) PRELIMINARY\n5\n(55) “Subsidiary Rule” means a special instruction which is subservient to the General \nRule to which it relates and shall not be at variance with any General Rule;\n(56) “System of Working” means the system adopted for the time being for the working of \ntrains on any portion of a railway;\n(57) “Track Circuit” means an electrical circuit provided to detect the presence of a vehicle \non a portion of track, the rails of the track forming part of the circuit;\n(58)\t “Train”\tmeans\tan\tengine\twith\tor\twithout\tvehicles\tattached,\tor\tany\tself-propelled\tvehicle\t\nwith\tor\twithout\ta\ttrailer,\twhich\tcannot\tbe\treadily\tlifted\toff\tthe\ttrack;\n(59)\t “Train\tExaminer”\tmeans\ta\trailway\tservant\tduly\tqualified\tto\texamine\ttrains\tand\tcertify\t\ntheir\tfitness\tfor\tthe\tsafe\trunning\tand\tincludes\tany\tother\trailway\tservant\twho\tmay\tfor\t\nthe time being be performing the duties of a Train Examiner;\n(60)\t “Two-Aspect\tSignalling”\tmeans\ta\tsignalling\tarrangement\tin\twhich\teach\tsignal\tdisplays\t\nat any one time either of the two aspects.\nS.R. 1.02/1: General Rules & Subsidiary Rules - The General Rules apply to all Railways. The \nSubsidiary Rules are prefixed S. R. and apply only to Northern Railway.\nS.R. 1.02/2 : Revision of Rules - The General Rules are issued and are liable to revision by the \nGovernment of India (Railway Board) and Subsidiary rules by the General Manager.\nAuthority to issue SRs is vested with the Principal Chief Operations Manager alone. It is not delegated \nto any other officer. Revisions will be notified by Amendment slips.\nS.R. 1.02/3 : Authority to issue Working Rules and Instructions.\n(a) The Principal Chief Operations Manager is authorised to issue working rules and \ninstructions.\n(b) Powers to issue working rules and instructions is also delegated personally to Sr . \nDivisional Operations Managers/Divisional Operations Managers within their Divisions. \nNo other Officer has authority to issue working rules and instructions except when \nnecessary in an emergency and then only in the name of Sr. Divisional Operations \nManager/Divisional Operations Manager.\n(c) All Working Rules and Instructions must be in conformity with the General and \nSubsidiary Rules and is equally binding on the staff.\n(d) Working Rules of stations must be sent to the Commissioner of Railway Safety for \napproval before they are brought into use if they involve any matter in which the \nGeneral Rules require the issue of Approved Special Instructions.\nSR.1.02/4 : Definition of Engines- The following terms are used to designate engines according to the \nwork on which they are employed :-\n(a) A train engine is an engine which hauls a running train beyond station limits;\n(b) An Advance Pilot is an engine which runs in advance of a train as a Safety Precaution;\n(c) An assisting engine is an extra engine attached to a train which is too heavy to be \nhauled by train engine alone;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "CHAP. I) PRELIMINARY\n6\n(d) A banking engine is an assisting engine used to help a train up to a heavy grade. It \nusually pushes the train;\n(e) A relief engine is an engine sent out in the place of another engine which has broken \ndown, has been damaged or has been derailed; or to bring in vehicle which through \nsome accidents have been left outside station limits;\n(f) An attached engine is an engine other than a train, assisting, banking or relief engine, \nattached to train running outside station limits;\n(g) A light engine is an engine running outside station limits without vehicles attached;\n(h) A shunting engine or pilot is an engine specially provided for shunting trains/or vehicles.\nS.R. 1.02/5: Train Despatcher - At certain large stations two Station Masters are on duty at a time. \nThe Station Master entrusted with line clear working and the control of signals for the reception and \ndespatch of trains, in addition to any other duties that may be allotted to him, is designated ‘Train \nDespatcher’. At stations at which Train Despatcher is provided the working rules must clearly specify \ntheir duties and responsibilities in respect of reception and despatch of trains.\n1.03\t Classification\tof\tStations:-\n(1)\t Stations\t shall,\tfor\tthe\tpurpose\tof\tthese\trules,\tbe\tdivided\tinto\ttwo\tcategories\t-\tblock\t\nstations\tand\tnon-block\tstations.\n(2) Block stations are those at which the Loco Pilot must obtain an authority to proceed \nunder the system of working to enter the block section with his train; and under the \nAbsolute\tBlock\tSystem\tconsist of\tthree\tclasses-\n\t Class\t ‘A’\tStations\t-\twhere\tLine\tClear\tmay\tnot\tbe\tgiven\tfor\ta\ttrain\tunless\tthe\tline\ton\t\nwhich it is intended to receive the train is clear for at least 400 meters beyond the Home \nsignal, or up to the Starter;\n\t Class\t ‘B’\tStations\t-\twhere\tLine\tClear\tmay\tbe\tgiven\tfor\t\t\ta\ttrain\tbefore\tthe\tline\thas\tbeen\t\ncleared for the reception of the train within the station section; and\n\t Class\t ‘C’\tStations\t-\tblock\thuts,\twhere\tline\tclear\tmay\tnot\tbe\tgiven\tfor\ta\ttrain,\tunless\tthe\t\nwhole of the last preceding train has passed complete at least 400 meters beyond the \nHome signal, and is continuing its journey. This shall include an Intermediate Block \nPost.\n(3)\t Non-block\t stations\tor\tClass\t‘D’\tStations\tare\tstopping\tplaces\twhich\tare\tsituated\tbetween\t\ntwo consecutive block stations, and do not form the boundary of any block section.\nS.R. 1.03/1 : Class D Stations - Class D stations are of two types :-\n(a) Those stations at which there is an out-lying siding, are called ‘DK’ stations.\n(b) Those stations at which there is no siding, are called ‘Flag’ stations.\nS.R. 1.03/2 : Special Class Station - Any station which cannot be worked wholly under A, B, C or D \nclass conditions is termed “Special Class”.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "Chapter II\nRULES APPLYING TO RAILWAY SERVANTS GENERALLY\n2.01 Supply of copies of rules:- The Railway Administration shall supply-\n(a) A copy of these Rules -\n(i) to each station.\n(ii) to each locomotive running shed, and\n(iii)\t to\tsuch\tother\toffices\tas\tit\tmay\tprescribe.\n(b)\t to\t each\trailway\tservant\ton\twhom\tany\tdefinite\tresponsibility\tis\tplaced\tby\tthe\tsaid\trules,\t\na copy of the rules or of such portions thereof as relate to his duties, and\n(c)\t “to\t any\trailway\tservant\ta\tcopy\tof\tthese\trules\tor\ttranslation\tof\tthe\tsaid\trules\tor\tof\tsuch\t\nportions,\tthereof\tas\trelate\tto\this\tduties\tas\tmay\tbe\tprescribed\tby\tSpecial\tInstructions.”.\nSR 2.01/1: The copy of Rules to be supplied by Railway administration under GR 2.01 may be hard \ncopy or electronic copy of the document or relevant extracts thereof.\n2.02 Upkeep of the copy of rules:- “Each railway servant, who has been supplied with \na copy of these rules as prescribed under rule 2.01 shall-\n(a)\t keep\tit\tposted\twith\tall\t corrections.\n(b)\t produce\t the\tsame\ton\tdemand\tby\tany\tof\this\tsuperiors.\n(c)\t obtain\ta\tnew\tcopy\tfrom\this\tsuperior in\tcase\this\tcopy\tis\tlost\tor\tdefaced,\tand\n(d)\t ensure\t that\tthe\tstaff\tworking\tunder\thim\tare\tsupplied\twith\tall\tcorrections\tand\tthat\tthey\t\nalso\tcomply\twith\tthe\tprovisions\tof\tthis\trule.\n2.03 Knowledge of rules:- Every railway servant shall -\n(a)\t be\t conversant\twith\tthe\trules\trelating\tto\this\tduties\twhether\tsupplied\tor\tnot\twith\ta\tcopy\t\nor\ttranslation\tof\tthe\trules\trelating\tto\this\tduties\tand\tthe\tRailway\tAdministration\tshall\t\nensure that he does so\n(b)\t pass\t the\tprescribed\texamination,\tif\tany\n(c)\t Satisfy\t himself\tthat\tthe\tstaff\tworking\tunder\thim\thave\tcomplied\twith\tclauses\t(a)\tand\t(b),\t\nand\n(d)\t if\t necessary,\texplain\tto\tthe\tstaff\tworking\tunder\thim,\tthe\trules\tso\tfar\tas\tthese\tapply\tto\t\nthem.\nS.R. 2.03/1: All Train Managers/Loco Pilots/Motormen/Assistant Loco Pilots who are required to work \non Automatic signalling sections shall be imparted one day intensive course once a year, about the rules \npertaining to this system and competency certificate issued/renewed in token of their knowledge and \nproficiency in these rules.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "CHAP. II) RULES APPLYING TO RAILWAY SERVANTS GENERALLY\n8\n These competency certificates should be signed by a Traffic Inspector or Loco Inspector.\n A record of such competency certificates issued shall be maintained by office-in- charge of \nSafety, Mechanical and Electrical Departments.\n No Train Manager/Loco Pilot/Motormen/Asstt. Loco Pilot shall be put on duty on such \nsections unless he possesses a valid certificate as described above.\n2.04 Assistance in observance of rules:- Every railway servant shall render assistance \nin carrying out these rules and report promptly any breach thereof, which may \ncome to his notice, to his superior officer and other authorities concerned.\n2.05 Prevention of trespass, damage or loss:-\n(1)\t Every railway\tservant\tis\tresponsible\tfor\tthe\tsecurity\tand\tprotection\tof\tthe\tproperty\tof\t\nthe\tRailway\tAdministration\tunder\this\tcharge.\n(2)\t Every\trailway\tservant\tshall\tendeavour to\tprevent\t -\n\t(a)\t trespass\ton\trailway\tpremises.\n\t(b)\t theft,\tdamage\tor\tloss\tof\trailway\tproperty.\n (c) injury to himself and others, and\n\t(d)\t fire\tin\trailway\tpremises.\n2.06 Obedience to rules and orders:- Every railway servant shall promptly observe \nand obey -\n(a) all rules and special instructions, and\n(b) all\tlawful\torders\tgiven\t by\this\tsuperiors.\n2.07 Attendance for duty:- Every railway servant shall be in attendance for duty \nat such times and places and for such periods as may be fixed in this behalf \nby the railway administration and shall also attend at any other time and \nplace at which his services may be required.\n2.08 Absence from duty:-\n(1)\t No\t railway\tservant\tshall,\twithout\tthe\tpermission\tof\this\tsuperior,\tabsent\thimself\tfrom\tduty\t\nor\talter\this\tappointed\thours\tof\tattendance\tor\texchange\tduty\twith\tany\tother\trailway\t\nservant or leave his charge of duty unless properly relieved.\n(2)\t If\t any\trailway\tservant\twhile\ton\tduty\tdesires\tto\tabsent\thimself\tfrom\tduty\ton\tthe\tground\t\nof illness, he shall immediately report the matter to his superior and shall not leave his \nduty until a competent\trailway\tservant\thas\tbeen\tplaced\tin\tcharge\tthereof.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "CHAP. II) RULES APPLYING TO RAILWAY SERVANTS GENERALLY\n9\n2.09 Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation:-\n(1)\t While\t on\tduty,\tno\trailway\tservant\tshall,\twhether\the\tis\tdirectly\tconnected\twith\tthe\t\nworking\tof\ttrains\tor\tnot,\tbe\tin\ta\tstate\tof\tintoxication\tor\tin\ta\tstate\tin\twhich,\tby\treason\t\nof his having taken or used any alcoholic drink, sedative, narcotic or stimulant drug or \npreparation, his capacity to perform his duties is impaired.\n(2)\t No\t railway\tservant,\tdirectly\tconnected\twith\tthe\tworking\tof\ttrains,\tshall\ttake\tor\tuse\tany\t\nalcoholic\tdrink,\tsedative,\tnarcotic\tor\tstimulant\tdrug\tor\tpreparation\twithin\teight\thours\t\nbefore\tthe\tcommencement\tof\this\tduty\tor\ttake\tor\tuse\tany\tsuch\tdrink,\tdrug\tor\tpreparation\t\non duty.\nS.R. 2.09/1 Railway servant found intoxicated.\n(i) Railway servant found in a state of intoxication on Railway premises whether “ON” or \n“OFF” duty, will be liable to summary dismissal.\n(ii) When any Railway Servant is found intoxicated on the railway premises or suspected to be in \na state of intoxication, the evidence of two independent witnesses and, if possible, a medical \nreport regarding his condition should be obtained. Arrangements for his relief should be \nimmediately made and matter reported to the proper authority.\n2.10 Conduct of railway servants - A railway servant shall -\n(a)\t wear the\tbadge\tand\tuniform,\tif\tprescribed,\tand\tbe\tneat\tand\ttidy\tin\this\tappearance\twhile\t\non duty.\n(b)\t be\tprompt,\tcivil\tand\t courteous.\n(c)\t not\t solicit\tor\taccept\tillegal\tgratification.\n(d)\t give\t all\treasonable\tassistance\tand\tbe\tcareful\tto\tgive\tcorrect\tinformation\tto\tthe\tpublic,\t\nand\n(e)\t When\tasked,\tgive\this\tname\tand\tdesignation\twithout\t hesitation.\n2.11 Duty for securing safety:-\n(1)\t Every\trailway\tservant\tshall\t-\n(a)\t see\tthat\tevery\texertion\tis\tmade\tfor\tensuring\tthe\tsafety\tof\tthe\tpublic.\t\n(b)\t promptly\treport\tto\this\tsuperior\tany\toccurrence\taffecting\tthe\tsafe\tor\tproper\tworking\t\nof\tthe\trailway\twhich\tmay\tcome\tto\this\tnotice,\tand\n(c)\t render\ton\tdemand\tall\tpossible\tassistance\tin\tthe\tcase\tof\tan\taccident\tor\tobstruction.\n(2)\t Every\trailway\tservant\twho\tobserves\t-\n(a) that any signal is defective,\n(b)\t any\tobstruction,\tfailure\tor\tthreatened\tfailure\tof\tany\tpart\tof\tthe\tway\tor\tworks,\n(c)\t anything\twrong\twith a train, or\n(d)\t any\tunusual\tcircumstances\tlikely\tto\tinterfere\twith\tthe\tsafe\trunning\tof\ttrains,\tor\tthe\t\nsafety\tof\tthe\tpublic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "CHAP. II) RULES APPLYING TO RAILWAY SERVANTS GENERALLY\n10\n\t Shall\t take\timmediate\tsteps,\tsuch\tas\tthe\tcircumstances\tof\tthe\tcase\tmay\tdemand,\tto\t\nprevent\taccident;\tand\twhere\tnecessary,\tadvise\tthe\tnearest\tStation\tMaster\tby\tthe\t\nQuickest\tpossible\tmeans;\n\t Provided\t that\tin\tthe\tcase\tof\ta\ttrain\thaving\tparted,\the\tshall\tnot\tshow\ta\tStop\thand\t\nsignal\tbut\tshall\tendeavour\tto\tattract\tthe\tattention\tof\tthe\tLoco\tPilot\tor\tTrain\t\nManager\tshouting,\tgesticulating\tor\tother\tmeans.\nS.R. 2.11/1 : Precaution to be taken for working of trains during storm and strong wind:-\n(i) When the warning message forecasting cyclone, storm or strong wind has been received from \nthe Meteorological Department and/or there is a reasonable doubt that severe storm is going \nto break-out endangering the safety of passengers, trains, etc. the Station Master shall, in \nconsultation with the Train Manager and the Loco Pilot of the Train, detain the train and also \nrefuse to grant line clear to a train coming to his station until storm abates and he considers \nmovements of trains safe.\n(ii) Should a train be caught on the run in cyclone, storm or strong wind of an intensity which, in \nthe opinion of the Loco Pilot, is likely to endanger the safety of the train, he shall immediately \ncontrol the speed of his train and bring it to a stop at the first convenient place taking care as \nfar as possible to avoid stoppage of the train at places like sharp curves, high embankments \nand bridges (including approaches thereof). In controlling the speed and bringing the train \nto a halt, the Loco Pilot shall stop his train carefully and without a jerk. He shall restart the \ntrain in consultation with the Train Manager only after the cyclone, storm or strong wind \nabates and it is considered safe to proceed.\n(iii) The Train Manager and the Loco Pilot of the train in cooperation with the railway staff \ntraveling in the train shall try to see that doors and windows of the coaches are kept open by \nthe passengers to allow free passage of the wind through the coaches.\nS.R. 2.11/2 : In case of working of double stack containers in loaded/empty conditions when velocity \nof wind is more than 50 kmph, measured at one of the stations adjacent to vulnerable locations and \nspecially selected bridges, where Anemometers are installed to measure the velocity of the wind, the \nStation Master shall take the following action:-\n(i) The Station Master shall inform the Section Controller and Station Master on the other side \nimmediately about the need to control the movement of trains.\n(ii) The Station Master shall not start or allow the movement of trains through his station and \nalso not grant line clear to the trains, waiting at the adjacent station, to leave for his station.\n(iii) He shall resume normal running of trains in consulation with the Section Controller and the \nStation Master at the adjacent station, after the wind velocity is again below 50 kmph.\n(iv) For trains running in mid-section, the station master will use the available means of communications \nto inform the loco pilot and Train Manager of the train about the wind velocity as far as \npossible. Subsequently, Loco Pilot and Train Manager of the train will work the train \naccording to the instructions given below :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "CHAP. II) RULES APPLYING TO RAILWAY SERVANTS GENERALLY\n11\n(a) When containers are empty and wind speed increases more than 50 kmph measured at 10m \nheight from ground level, the train to be moved at speed of 30 kmph for clearing the block \nsection and stabled at nearest station/yard.\n(b) When containers are loaded, and wind speed increases more than 50 kmph measured at 10m \nheight from ground level, the train speed to be reduced to 40 kmph for clearing the block \nsection and stabled at nearest station/yard.\n(v) Engineering Department may install Anemometers at appropriate locations as technically \nneeded and feasible at vulnerable locations/stations. Audio-visual indication instrument \nshall be provided in Station Master’ s office. Regular monitoring through inspections at \nfixed periodicity and necessary preventive maintenance of Anemometer and its audio-visual \nindication instrument shall be ensured by designated Engineering official and its record shall \nbe kept at stations.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "Chapter III\nSIGNALS\n(A. General Provisions )\n3.01 General use of signals:- The signals prescribed in these rules shall be used for \ncontrolling the movement of trains in all cases in which exceptions are not allowed by \napproved special instructions.\n3.02 Kinds of signals:- The signals to be used for controlling the movement of trains shall \nbe:-\n(a) Fixed signals.\n(b) Hand signals.\n(c) Detonating signals, and\n(d) Warning signals.\n3.03 Use of night signals by day:- The signals prescribed in these rules for use by night \nshall also be used by day in tunnels and in thick, foggy or tempestuous weather impairing \nvisibility.\n3.04 Placing of signals and signal arms; painting of signal arms:-\n(1) Fixed signals shall be clearly visible to the Loco Pilots of trains approaching them and shall \nbe placed immediately to the left of or above the line to which they refer unless otherwise \nauthorised by special instructions.\n(2) In the case of semaphore signals, signal arms shall be placed on left hand side of the post \nas seen by the Loco Pilot of any approaching train to which they refer.\n(3) (a) Except as provided in clauses (b) and (c), signal arms shall be painted the same \ncolour as the light exhibited in the ‘ON’ position with a white bar on the side facing \ntrains to which they refer and white with a black bar on the other side. Such bars \nshall be parallel with the end of the arms.\n(b) In the case of a yellow arm, a black bar shall take the place of the white bar on the \nside facing trains.\n(c) Calling-on arms shall be painted white with a red bar on the side facing trains to \nwhich they refer, and white with a black bar on the other side.\nS.R. 3.04/1 : All signals on a section, in both directions, must be inspected jointly by Signal Inspector, \nTraffic Inspector and Loco Inspector both by day and by night at least once every quarter, to \nsee whether the Signal or their repeaters are clearly visible from the adequate distance. A joint \nreport shall be made to the Divisional Railway Manager on the result of such inspections.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "CHAP. III) SIGNALS\n13\n(B. Description of Fixed Signals)\n3.05\t Use\tof\tfixed\tsignals:-\n(1)\t Except\t under\tapproved\tspecial\tinstructions,\tall\trailways\tshall\tbe\tequipped\twith\tfixed\t\nsignals as prescribed in these rules.\n(2) The aspects of a semaphore signal shall be displayed by the position of the arm by day \nand by a light or lights by night.\nNote - In the illustrations given in this Chapter, which are not drawn to scale, the day aspect of \nthe semaphore signal is shown by the position of the arm and the night aspect is shown \nby the light or lights to the right of the signal concerned.\n(3) The aspects of a colour light and position light signal both by day and by night shall be \nthe\tsame\tand\tshall\tbe\tdisplayed\tby\tfixed\tlight\tor\t\tlights.\n(4) The arm of a semaphore signal shall work in -\n(a) the lower quadrant in two-aspect signalling and\n(b) the upper quadrant in manually operated multiple-aspect signalling.\n(5) The “OFF” position of a semaphore signal shall be displayed by day by the inclined \nposition of the arm from 45 to 60 below the horizontal in case of two-aspect lower \nquadrant signals and 45 or 90 above the horizontal in case of multiple-aspect upper \nquadrant signals.\n3.06 Description of Warner signals and their indications:-\n(1)\t A semaphore\tWarner\tsignal\thas\ta\tfish-tailed\tarm.\n(2) A Warner signal is intended to warn a Loco Pilot -\n(a) of the condition of the block section ahead or\n(b) that he is approaching a Stop signal.\n(3) A Warner signal may be placed either-\n(a)\t on\ta\tpost\tby\titself\twith\ta\tfixed\tgreen\tlight\t1.5\tto\t2\tmeters\tabove\tit\tby\tnight\tor\n(b)\t on\tthe\tsame\tpost\tbelow\tthe\tfirst\tStop\tsignal\tor\tthe\tlast\tStop\tsignal.\n(4) When placed in accordance with clause (b) of sub-rule (3), the variable light of the \nStop\tsignals\tshall\ttake\tthe\tplace\tof\tthe\tfixed\tgreen\tlight\tof\tthe\tWarner\tsignal\tand\tthe\t\nmechanical arrangement shall be such that the Warner signal cannot be taken ‘OFF’ \nwhile the Stop signal above it is ‘ON’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 40, + "text": "CHAP. III) SIGNALS\n14\n(5) The aspects and indications of a semaphore Warner signal are shown below:-\n(a) Semaphore Warner signal in Tw o-Aspect Signalling Terri tory-on a post by \n itself:\n‘ON’ position           ‘OFF’ position\n      \n ASPECT : Proceed with caution : Proceed\n Indication : Proceed with : Proceed\n caution and be prepared\n to stop at the next Stop \n signal\n (b) Semaphore Warner signal in Two-Aspect Signalling Territory-below a Stop \n signal:\n‘ON’ position\n      \n ASPECT : Stop Proceed with caution\n Indication : Stop dead Proceed with caution and be prepared to \n stop at the next Stop Signal", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 41, + "text": "CHAP. III) SIGNALS\n15\n(c) Semaphore Warner signal in Two-Aspect Signalling Territory-below a Stop signal:\n‘OFF’ position\nASPECT : Proceed\nIndication : Proceed\n(6) The aspects and indications of a colour light Warner signal are shown below:-\n(a) Colour light Warner signal in Two-Aspect Signalling Territory on a post by \nitself:\n ‘ON’ position      ‘OFF’ position\n ASPECT : Proceed with caution : Proceed\n Indication: Proceed with caution and : Proceed\n be prepared to stop at the \n next Stop signal", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 42, + "text": "CHAP. III) SIGNALS\n16\n(b) Colour Light Warner signal in Two-Aspect Signalling Territory- below a Stop \nsignal:\n ‘ON’ position         ‘OFF’ position\n \n \n ASPECT : Stop Proceed with caution Proceed\n Indication : Stop dead Proceed with caution Proceed\n and be prepared to \n stop at the next stop \n signal.\n(7)\t A Warner\tsignal\twith\ta\tfixed\tgreen\tlight\tabove\tit\tby\tnight,\ton\t\t\ta\tpost\tby\titself,\tshall\tbe\t\nlocated at an adequate distance in rear of the Stop signal, the aspect of which it pre-\nwarns:\n Provided that when such a Warner signal applies to a gate Stop signal, it shall \nnot display the ‘Proceed’ aspect unless there is adequate distance between the gate stop \nsignal\tand\tthe\tfirst\tStop\tsignal\tof\tthe\tstation\tahead.\tThe\tadequate\tdistance\tin\tsuch\ta\tcase\t\nshall never be less than 1200 metres.\n(8) Where special circumstances justify the use of an unworked Warner, it shall be secured \nin the ‘ON’ position and not be coupled or duplicated for directing purposes.\n3.07 Description of Distant signals and their indications:-\n(1)\t A semaphore\tDistant\tsignal\thas\ta\tfish-tailed\tarm.\n(2) The aspects and indications of a semaphore Distant signal working in the lower quadrant \nare shown below :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 43, + "text": "CHAP. III) SIGNALS\n17\nSemaphore Distant signal in Two-Aspect Signalling Territory\n‘ON’ position           ‘OFF’ position\n \n ASPECT : C aution Proceed\n Indication : Proceed and be prepared to Proceed\n stop at the next stop signal \nNote\t-\tThis\tsignal\tshall\tbe\tprovided\tonly\tin\tModified\tLower\tQuadrant\tsignalling.\n(3) The aspect and indications of a semaphore Distant signal working in the upper quadrant \nare shown below :-\nSemaphore Distant signal in Multiple-Aspect Signalling Territory\n ‘ON’ Position             ‘OFF’ position\n      \nASPECT : Caution Attention Proceed\nIndication : Proceed and Proceed and be prepared “Proceed, block\n be prepared to to pass next signal at such Section ahead is clear, train is\n stop at the next restricted speed as may be to pass run through the \n Stop signal prescribed by special instructions. station via Main line”.\n “Train is being received either on \n Main line and is required to stop at \n the starter signal; or on a loop line \n required to stop at the starter signal \n or to pass run through via Loop line”.\nNote: The distance between the two yellow lights shall be 1.5 meters when this signal displays \n‘Attention’ aspect at night.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 44, + "text": "CHAP. III) SIGNALS\n18\n(4) The aspects and indication of a colour light Distance signal are shown below:- \n Colour light Distant signal in Multiple Aspect Signalling Territory:\n ‘ON’ position            ‘OFF’ position\nASPECT:\nIndication:\nCaution\nProceed and be \nprepared to stop at the \nnext Stop signal\nAttention\nProceed and be prepared \nto pass next signal at such \nrestricted speed as may \nbe prescribed by Special \nInstructions. “Train is \nbeing received either on \nMain line and is required \nto stop at the starter \nsignal; or on a loop line \nrequired to stop at the \nstarter signal or to pass \nrun through via Loop \nline”.\nProceed\n“Proceed Block \nsection ahead is \nclear, train is to \npass run through \nthe station via Main \nline”. \n(5) A Distant signal shall be located at an adequate distance in rear of the Stop signal, the \naspect of which it pre-warns.\n(6) Where necessary more than one Distant signal may be provided. In such a case, \nthe\toutermost\tsignal,\tto\tbe\tlocated\tat\tan\tadequate\tdistance\tfrom\tthe\tfirst\tStop\tsignal,\t\nshall be called the Distant signal and the other called the Inner Distant signal, with the \nDistant signal capable of displaying ‘Attention’ or ‘Proceed’ aspect only.\n(7) “Under approved special instructions, a colour light Distant signal may be \ncombined with the last Stop signal of a station in rear or with an Intermediate \nBlock Signal or with a Stop signal protecting a level crossing. When a colour \nlight Distant signal is combined (i) with the last stop signal of a station in rear \nor (ii) with an Intermediate Block Signal or (iii) with a stop signal protecting a level \ncrossing, arrangements shall be such that the signal shall not display a less restrictive \naspect than the stop aspect till Line Clear has been obtained from the station ahead as in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 45, + "text": "CHAP. III) SIGNALS\n19\ncase of (i) and (ii) above and until the level crossing gates have been closed and locked for \nthe passage of trains in case of (iii) above”.\n “ Provided that, a colour light Distant Signal may be permitted to be combined with \nthe last Stop signal of a station in rear or with an Intermediate Block Signal or with a \nStop signal protecting a level crossing with arrangements as above, by the Sanctioning \nAuthority (in case of item (a) below-Principal Chief Signal and Telecom Engineer of the \nconcerned Zonal Railway and in case of item (b), (c) and (d) below-General Manager of \nthe concerned Railway) for the purpose of :-\n(a) Interlocking of level crossings outside limits;\n(b) Double Distant signaling alongwith corresponding changes at adjacent stations \nwithout yard remodelling;\n(c) Intermediate Block signaling except in section with Slip siding and Catch siding, \nalongwith corresponding changes at adjacent stations without yard remodelling; and\n(d) Automatic Block signaling except in section with Slip siding and Catch siding, \nalongwith corresponding changes at adjacent stations without yard remodelling”.\nSR 3.07/1 In case of Combination of Signals, the indications shall be as under.\n(A) Gate- cum-distant Signal:-\n(i)\t When\tthe\tLC\tgate\tis\topen\tto\troad\ttraffic\t-Red.\n(ii)\t When\tthe\tLC\tgate\tis\tclosed\tand\tthe\t\ttrain\t\tis\t\trequired\t\tto\tstop\tat\tthe\tHome\tsignal\t-Yellow\n(iii) When the LC gate is closed and the train is required to stop at the main line Starter or Loop \nline\tStarter\tor\tis\trequired\tto\tpass\tthrough\tvia\tLoop\tline\t–Double\tyellow.\n(iv) When the LC gate is closed and the train is required to pass run through via Main line \n-Green.\n(B) Intermediate Block Signal (IBS) -cum Distant signal:-\n(i) Whenever the block section ahead is not clear - Red.\n(ii)\t When\tthe\ttrain\tis\trequired\tto\tstop\tat\tthe\tHome\tsignal\tof\tStation\tahead-Yellow.\n(iii) When the train is required to stop at the Main line or Loop line Starter or is required \nto pass through via Loop line –Double Yellow\n(iv) When block section ahead is clear, train is to pass run through the station via Main \nLine\t-\tGreen\n(C) Last stop signal cum distant signal of LC gate:-.\n(i) When the line clear has not been obtained from the station in advance- Red.\n(ii)\t When\tthe\tline\tclear\thas\tbeen\tobtained\tand\tthe\tLC\tgate\tis\topen\tto\troad\ttraffic-Yellow.\n(iii)\tWhen\tthe\tline\tclear\thas\tbeen\tobtained\t\tand\tthe\tLC\t\tgate\t\tis\t\tclosed\t\tto\troad\ttraffic-\tGreen.\n(D) Last Stop Signal-cum Distant signal of intermediate Block Signal (IBS):-\n(i) When the block section is not clear for an adequate distance beyond Intermediate block \nsignal (IBS) - Red\n(ii) When the block section is clear for an adequate distance beyond Intermediate Block Signal \n(IBS) and the train is required to stop at Intermediate Block Signal (IBS) - Yellow.\n(iii) When the train is required to pass run through intermediate Block Signal (IBS) - Green.\nNOTE: The changes in aspects\tand\tindications\tof\tdistant\tsignals\tdo\tnot\trequire\tapproval\tof\tCRS.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 46, + "text": "CHAP. III) SIGNALS\n20\nSR 3.07/2: Double distant signal: Double distant signal wherever provided, the outermost signal \nshould be called distant signal and the other one shall be called inner distant signal. In such a case \ndistant signal shall display “Attention”(Double yellow) or “Proceed” (green) aspect, whereas inner \ndistant shall display “Caution” (one yellow) or “Attention” (double Yellow) or “Proceed”(Green) \naspect.\n3.08 Description of Stop signals and their indications:-\n(1) A semaphore Stop signal has a square ended arm.\n(2) The aspects and indication of a semaphore Stop signal working in the lower \nquadrant are shown below:-\n Semaphore Stop signal in Two-Aspect Signaling Territory\n ‘ON’ Position         ‘OFF’ Position\n \n ASPECT : Stop Proceed\n Indication : Stop dead Proceed\n(3) The aspects and indications of a semaphore Stop signal working in the upper quadrant \nare shown below:\n Semaphore Stop signal in Multiple-Aspect Signalling Territory:\n ‘ON’ Position         ‘OFF’ Position\n \n  \n   \n \n ASPECT : Stop Caution Proceed\n Indication : Stop dead Proceed and be prepared to Proceed\n stop at the next stop signal\n ( 4) The aspect and indications of a colour light Stop signal are shown below:-\n (a) Colour light Stop signal in Two-Aspect Signalling Territory:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 47, + "text": "CHAP. III) SIGNALS\n21\n‘ON’ position   ‘OFF’ position\n ASPECT : Stop Proceed\n Indication : Stop dead Proceed\n(b) Colour light Stop signal in Multiple Three-Aspect Signalling Territory:\n ‘ON’ position   ‘OFF’ position\n \n \nASPECT : Stop Caution Proceed\nIndication : Stop Proceed and be Proceed\n prep ared to stop \n at the next Stop \n signal\n(c) Colour light Stop signal in Multip le Four-Aspect Signalling Territory:\n ‘ON’ position            ‘OFF’ position\nASPECT : Stop Caution Attention Proceed\nIndication : Stop dead Proceed and be Proceed and be Proceed\n prepared to stop at prepared to pass\n the next stop signal next signal at such\n restricted speed as\n may be prescribed \n by special instructions", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 48, + "text": "CHAP. III) SIGNALS\n22\nS.R. 3.08/1 : Junction type route indicators in Multiple Aspect Signalling Territory\nRed or Yellow or Double Yellow or Green \nlit as the case may be with Junction Indicator blank \n(Indicates-No Diversion)\n3 to 5 white lights lit. Main signal yellow lit with left \nhand junction Indicator lit. \n(Indicates– LEFT HAND DIVERSION)\n3 to 5 white lights lit. Main signal yellow lit with Right hand \njunction Indicator lit \n(Indicates – RIGHT HAND DIVERSION)\nNote: For the purpose of diversion, a signal displaying yellow aspect with a minimum of 3 lights \nout of the 5 white lights of the junction indicator lit shall be taken as a signal correctly taken ‘OFF’\n3.09\t Kinds\tof\tfixed\tStop\tsignals\tfor\tapproaching\ttrains:\n(1) The Stop signals which control the movement of trains approaching a station are of \nthree kinds namely-Outer, Home and Routing signals.\n(2)\t The\t Outer\tsignal,\twhere\tprovided,\tis\tthe\tfirst\tStop\tsignal\tof\ta\tstation\tand\tis\tlocated\tat\t\nan adequate distance outside the point upto which the line may be obstructed after Line \nClear has been granted to or obtained by the station in rear.\n(3)\t The\t Home\tsignal\tis\tthe\tfirst\tStop\tsignal\tof\ta\tstation\tat\twhich\t\tan\tOuter\tsignal\tis\tnot\t\nprovided and the second Stop signal of a station at which an Outer signal is provided. \nIt shall be located outside all connections on the line to which it refers.\n(4) The Routing signal is a signal used to indicate to Loco Pilot which of two or more \ndiverging routes is set for him, when the Home signal is, in consequence of its position, \ninconvenient for this purpose.\n3.10\t Kinds\tof\tfixed\tStop\tsignals\tfor\tdeparting\ttrains:-\n(1) The Stop signals which control the movement of trains leaving a station are of two kinds, \nnamely- Starter and Advanced Starter .\n(2) When a train leaving a station is guided by one Starting signal, it is the last Stop signal \nof the station and is called the Starter.\n(3) When a train leaving a station is guided by more than one starter signal, the outermost \nstarting signal, the last stop signal of the station and is called the Advanced Starter.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 49, + "text": "CHAP. III) SIGNALS\n23\n(4) The Starter, where only one such signal is provided, or the Advanced Starter, shall be \nfixed\tat\tthe\tlimit\tbeyond\twhich\tno\ttrain\tmay\tpass,\tunless\tthe\tLoco\tPilot\tis\tgiven\tthe\t\nauthority to proceed required under the system of working, and shall be placed outside \nall connections on the line to which it refers except where otherwise allowed by \napproved special instruction. Shunting operations beyond this limit shall be carried \nout only in accordance with special instruction.\n(5) When an Advanced Starter is provided, the Starter referring to any line shall be placed \nso\tas\tto\tprotect\tthe\tfirst\tfacing\tpoints\tor\tfouling\tmark\tof\tthe\tconnections\tto\tanother\t\nrunning line.\nS.R. 3.10/1: At a ‘C’ Class station, Home Signal is also the Last Stop Signal.\n3.11 Intermediate Block Stop signal:- Intermediate Block Stop signal is the Home signal \nprovided at an Intermediate Block Post.\n3.12\t Kinds\tof\tfixed\tStop\tsignals\tin\tAutomatic\tBlock\tterritories:-\n(1) Stop signals in Automatic Block territory shall be colour light signals and may be of the \nfollowing kinds-\n (a) an automatic Stop signal which is not dependent upon manual operation but \nis controlled automatically by the passage of a train into, through and out of the \nautomatic block signalling section;\n (b) A Semi-Automatic Stop signal which is capable of being operated either as an \nAutomatic Stop signal or as a manual Stop signal, as required;\n (i) When a Semi-Automatic Stop signal works as an Automatic Stop signal, it \nassumes ‘ON’ and ‘OFF’ aspects automatically according to the condition of \nthe automatic block signalling sections ahead.\n ( ii) When a Semi-Automatic Stop signal works as a Manual Stop signal, it assumes \n‘ON’ aspect automatically on the occupation of the automatic block signalling \nsection ahead, but assumes ‘OFF’ aspect when operated manually, provided the \nrelevant automatic block signalling sections ahead are clear;\n ( iii) When a Semi-Automatic Stop signal works as an Automatic Stop signal, the \n‘A’ marker provided under the signals is illuminated. When the ‘A’ marker is \nextinguished, the signal shall be deemed to work as a manual Stop signal; and\n\t (c)\t A Modified\tSemi-\tAutomatic\tStop\tsignal\tby\tconverting\tone\tof\tthe\tAutomatic\tstop\t\nsignal in mid-section under special instructions, when the ‘A’ marker is illuminated, \nthe signal works as Automatic stop signal, and when the ‘A’ marker is extinguished \nit\t works\tas\t modified\tSemi-\tAutomatic\tstop\t signal\tand\t assumes\t‘OFF’ aspect \nautomatically or is taken ‘OFF’ manually as required and\n (d) A Manual Stop signal operated manually and which cannot work as an Automatic or \na Semi-Automatic Stop signal.\n(2) Colour light signals in Automatic Block territory shall be three- aspect or four-aspect.\n3.13 Calling-on signals:-\n(1) A calling-on signal is a subsidiary signal which has no independent aspect in the \n‘ON’ position and shall be -\n (a) a short square ended semaphore arm, or\n (b) a miniature colour light provided with a ‘C’ marker", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 50, + "text": "CHAP. III) SIGNALS\n24\n(2)\t A Calling-on\tsignal,\twhere\tprovided,\tshall\tbe\tfixed\tbelow\ta\tStop\tsignal\tgoverning\tthe\t\napproach of a train. Under special instructions, a Calling-on signal may be provided \nbelow any other Stop signal except the last Stop signal.\n(3) A calling on signal, when taken ‘OFF’ calls on the Loco Pilot of a train to draw ahead \nwith caution, after the train has been brought to a stop even though the Stop signal \nabove it is at ‘ON’ and indicates to the Loco Pilot that he should be prepared to stop \nshort of any obstruction.\n(4) A Calling-on signal shall show no light in the ‘ON’ position.\n(5) The aspects and indications of a semaphore Calling-on signal are shown below :-\n (a) Miniature Semaphore Arm type Calling-on signal in Two- Aspect Signalling Territory:\n‘ON’ position       ‘OFF’ position\n \n ASPECT : Proceed Slow\n Indication : Loco Pilot shall Stop and then draw ahead with caution and \n obey the aspect be prepared to stop short of any obstruction\n of the Stop signal \n (b) Miniature Semaphore Arm type Callin g-on signal in Multiple-Aspect Signalling \nTerritory:\n ‘ON’ position     ‘OFF’ position\n ASPECT : Proceed slow\n Indication : Loco Pilot shall obey Stop and then draw\n the aspect of the ahead with caution\n Stop signal and be prepared to stop short of any obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 51, + "text": "CHAP. III) SIGNALS\n25\n(6) The aspects and indications of a colour light type Calling-on signal are shown below :\n (a) Colour light type Calling-on signal in Two-Aspect Signalling T erritory:\n‘ON’ position        ‘OFF’ position\n ASPECT : Proceed slow\n Indication : Loco Pilot shall Stop and then draw ahead with\n obey the aspect of the caution and be prepared to\n Stop signal stop short of any obstruction\n (b) Colour light type Calling-on signal in Multiple Aspect Signalling Territory\n‘ON’ position        ‘OFF’ position\n ASPECT : Proceed slow\n Indication : Loco Pilot shall Stop and then draw ahead with \n obey the aspect of the caution and be prepared to\n Stop signal stop short of any obstruction", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 52, + "text": "CHAP. III) SIGNALS\n26\n3.14 Shunt signals: -\n(1) (a) A shunt signal is a subsidiary signal and shall be either-\n (i) a white disc with red bar across it, or\n (ii) a position light signal\n (b) Under special instructions, a Shunt signal may be a miniature semaphore arm. \n(2) Shunt signals control shunting movements.\n(3) A Shunt signal may be placed on a post by itself or below a Stop signal other than the \nfirst\tStop\tsignal\tof\ta\tstation.\n(4) More than one Shunt signal may be placed on the same post and when so placed the top \nmost Shunt signal shall apply to the extreme left hand line and the second Shunt signal \nfrom the top shall apply to the next line from the left and so on.\n(5) When a Shunt signal is taken ‘OFF’, it authorises the Loco Pilot to draw ahead with \ncaution for shunting purposes although Stop signal, if any, above it is at ‘ON’.\n(6) When a Shunt signal is placed below a Stop signal, it shall show no light in the ‘ON’ \nposition.\n(7) In case shunt signals are not provided, hand signals may be used for shunting.\n(8) The aspects and indications of a disc type Shunt signal are shown below :-\n (a) Disc type Shunt signal in Two-Aspect Signalling Territory\n ‘ON’ position         ‘OFF’ position\n ASPECT : Stop Proceed slow\n Indication : Stop dead Proceed with caution for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 53, + "text": "CHAP. III) SIGNALS\n27\n (b) Disc type Shunt signal in Multiple-Aspect Signalling Territory\n‘ON’ position        ‘OFF’ position\n ASPECT : Stop Proceed slow\n Indication : Stop dead Proceed with caution for shunting\n(9) The aspects and indications of a position light type Shunt signal are shown below :-\n (a) Position light type Shunt signal in Two-Aspect or Multiple-Aspect Signalling Territory:\n ‘ON’ position   ‘OFF’ position\n \n \n ASPECT : Stop Proceed slow\n Indication : Stop dead Proceed with caution for shunting\n(10) The aspects and indications of a semaphore arm type Shunt signal are shown below :\n (a) Miniature Semaphore Arm type Shunt signal in Two- Aspect Signalling Territory:\n ‘ON’ Position    ‘OFF’ Position\n ASPECT : Stop Proceed slow\n Indication: Stop dead Proceed with caution for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 54, + "text": "CHAP. III) SIGNALS\n28\n (b) Miniature Semaphore Arm type Shunt signal in Multiple- Aspect Signalling \nTerritory:\n‘ON’ Position         ‘OFF’ Position\n ASPECT : Stop Proceed slow\n Indication : Stop dead Proceed with caution for shunting\nS.R. 3.14/1 : Shunting permitted indicators are not signals but applications, which work in conjunction \nwith stop signals and are provided for shunting movement in either direction in the non-interlocked \nportion of a yard after being isolated from the interlocked portion.\n3.15 Co-acting signals:-\n(1)\t Co-acting\t signals\tare\tduplicate\tsignals\tfixed\tbelow\tordinary\tsignals\tand\tare\tprovided\t\nwhere, in consequence of the height of the signal post, or of there being an over-bridge \nor the obstacle, the main arm or light is not in view of the Loco Pilot during the whole \ntime that he is approaching it.\n(2)\t Co-acting\t signals\tshall\tbe\tfitted\tat\tsuch\theight\tthat\teither\tthe\tmain\tarm\tor\tlight,\tor\tthe\t\nCo-acting arm or light, is always visible.\n3.16 Repeating signals:-\n(1)\t A signal\tplaced\tin\tthe\trear\tof\ta\tfixed\tsignal\tfor\tthe\tpurpose\tof\trepeating\tto\tthe\tLoco\tPilot\t\nof an approaching\ttrain\tthe\taspects\tof\tthe\tfixed\tsignal\tin\tadvance\tis\tcalled\ta\tRepeating\t\nsignal.\n(2) A Repeating signal shall provided with an ‘R’ marker and shall be of -\n (a) banner type, or\n (b) a square ended semaphore arm or\n (c) a colour light signal.\n(3) The aspects and indications of a banner type Repeating signal are shown below :\n Banner type Repeating signal in Two-Aspect Signalling Territory:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 55, + "text": "CHAP. III) SIGNALS\n29\n‘ON’ position        ‘OFF’ position\n ASPECT : Signal ‘ON’ Signal ‘OFF’\n Indication : Signal which it repeats Signal which it repeats is ‘OFF’\n is at ‘ON’ \n(4) The aspects and indications of a semaphore arm type Repeating signal are shown below :\n Semaphore Arm type Repeating signal in Two-Aspect Signalling Territory:\n‘ON’ position        ‘OFF’ position\n ASPECT : Signal ‘ON’ Signal ‘OFF’\n Indication : Signal which it repeats is at ‘ON’ Signal which it repeats is ‘OFF’\n(5) The aspects and indications of a colour light type Repeating signal are shown below:\n Colour light type Repeating Signal:\n ‘ON’ Position      ‘OFF’ Position\n ASPECT : Signal ‘ON’ Signal ‘OFF’\n Indication : Signal which it Signal which it \n repeats is at ‘ON’ repeats is ‘OFF’", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 56, + "text": "CHAP. III) SIGNALS\n30\n3.17 Distinguishing markers and signs for signals:-\n(1) Where necessary signals shall be distinguished by prescribed markers. Such \nmarkers\tshall\tbe\tfixed\ton\tthe\tsignal\tposts\tbelow\tthe\tsignal\tas\tunder\t:-\n Appearance Provided on Description\n \n \n Automatic Stop signal Letter ‘A’ in black on white circular disc\n White illuminated letter ‘A’ against black \n Semi- Automatic background when working as an automatic \n Stop signal Stop signal, and letter ‘A’ extinguished when\n working as a Manual Stop signal\n Colour light Distant Letter ‘P’ in black on white circular disc\n Or Warner signal on\n a post by itself\n Note : Where a colour light Distant signal is combined with a Last Stop signal as provided for \nunder sub rule (7) of Rule 3.07 the marker shall be dispensed with.\n Appearance Provided on Description\n \n \n Intermediate Letter ‘IB’ in\n Block Stop black on white\n signal circular disc.\n Calling-on Letter ‘C’ in\n signal black on white circular disc.\n Repeating signal Letter ‘R’ in\n in semaphore black on white circular disc\n signalling territory\n Repeating signal white illuminated letter ‘R’\n in colour light signalling against black background\n territory", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 57, + "text": "CHAP. III) SIGNALS\n31\nG\nGA\n Appearance Provided on Description\n Gate Stop signal Letter ‘G’ in black on yellow \n circular disc\n Gate Stop signal Letter ‘G’ in\n in Automatic black on yellow circular disc \n Block territory and white illuminated letter \n ‘A’ against black background\nNote: Letter\t‘A’\tshall\tbe\tlit\tonly\twhen\tthe\tgates\tare\tclosed\tand\tlocked\tagainst\troad\ttraffic.\n(2) Where necessary, signal arms shall be distinguished by prescribed signs as under :\n \n Approach Stop One black ring\n signal for goods on semaphore arm\n running lines only\n Approach Stop Letter ‘D’ in\n signal for Dock black on\n platform semaphore arm\n(3) Other distinguishing markers or signs may be used with the approval of the Railway Board.\nS.R.3.17/1: When a gate stop signal of automatic signaling territory is converted into modified semi-\nautomatic stop signal of modified semi-automatic block signaling system for train operation during \nfog, the following arrangement shall be ensured.\n (a) The provision of ‘G’ letter painted black on a yellow disc shall be replaced by illuminated \n‘AG’ marker along with illuminated ‘A’ marker.\n (b) The indication of such signal shall be as under-\n (i) Letter ‘A’ shall be lit only when the gates are closed and locked against road traffic.\n (ii) Letter ‘AG’ shall be lit only when the gates are either open to road traffic or have \nfailed.\n (iii) When neither ‘A’ nor ‘AG’ marker is lit, the signal will work as a manual stop signal.\nModified Semi-Automatic Gate Stop Signal\nAGA", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 58, + "text": "CHAP. III) SIGNALS\n32\nSR 3.17/2 – In Automatic Signalling territory, when a semi-automatic stop signal is required to \nprotect a level crossing gate in addition to points, the signal shall be provided with an illuminated \n“AG” marker, in addition to the illuminated “A” marker against black background.\nThe indication of such signal shall be as under:\n (a) “A” marker shall be lit only when the gate is closed and locked against road traffic and \npoints where existing, are correctly set for main line and locked for the route.\n (b) “AG” marker shall be lit only when the gate is either open to road traffic or has failed but \npoints, where existing, are correctly set and locked for the route.\n (c) No marker shall be lit when points, where existing, are not correctly set and locked for the \nroute or have failed.\n (d) If both marker “A” and “AG” are lit, signal should be treated as defective.\n3.18 Signals out of use:-\n(1)\t When\ta\tfixed\tsignal\tis\tnot\tin\tuse,\tit\tshall\tbe\tdistinguished\tby\ttwo\tcrossed\tbars,\teach\tbar\t\nbeing not less than 1 metre long and 10 centimetres wide, as illustrated below :-\n(2) A semaphore or disc signal\twhen\tnot\tin\tuse\tshall\tbe\tkept\tfixed\tin\tthe\t‘ON’ position.\n(3) Signals not in use shall not be lit.\n3.19 Placing of stop signals at diverging junctions:-\n Unless otherwise permitted by approved special instructions, where two or more lines \ndiverge,\tthe\tsignals\tshall\tbe\tfixed\ton\t\ta\tbracket\tpost\tor\tan\tapproved\ttype\tof\troute\tindicator\t\nshall be provided instead of separate signals.\n Provided that for speeds upto 75 kilometres per hour with manually operated multiple \naspect signals, only a single arm Home signal may be provided instead of separate \nsignals on a bracket post or a Route indicator. The facing points must be provided with \npoint indicators.\n3.20 Placing of Stop signals at converging junctions:-\n Unless otherwise permitted by approved special instructions, where two or more lines \nconverge, signals shall be placed on separate posts. Where the number of signals is \nconsiderable, these may be provided on a bracket post or a signal bridge or gantry.\n3.21 Signals on bracket post or signal bridge or gantry:-\n Where signals are placed on a bracket post or a signal bridge or a gantry, these shall be:-\n(a) so grouped that the respective signals are easily distinguishable for each \nrunning line and are placed as nearly as possible over the running lines to which \nthey refer.\n(b) so placed that the signal referring to the main line is higher than the signal or \nsignals referring to the other running line or lines, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 59, + "text": "CHAP. III) SIGNALS\n33\n(c) so arranged that the extreme left hand signal refer to the extreme left hand line and \nthe second signal from the left refers to the next line from the left and so on.\nS.R. 3.21/1: Signals for Main Lines:-\n(a) The main line signals shall be placed at the same level as other signals where the speed \nof running through trains over the straight line is permanently restricted to 15 kmph. \nThe Warner Signal, if provided, shall be fixed in the ‘ON’ position.\n(b) Where the permanent speed restriction is higher than 15 kmph, the main line signal may \nbe placed at higher level but restricted speed shall be notified in the working Time Table \nand necessary speed indicators erected.\n3.22 Placing of more than one signal on the same post:-\n(1) Not more than one signal referring to trains moving in the same direction, whether on \nthe same line or on separate lines, shall be placed on the same post except -\n (a) as prescribed in these rules for Calling-on, Shunt, Co- acting and Warner signals, or\n (b) under approved special instructions.\n(2) Where under approved special instructions more than one signal is placed on the same \npost the topmost signal shall apply to the extreme left hand diverging line and the second \nsignal from the top shall apply to the next line from the left and so on.\n “Provided that in exceptional cases where two home signals are placed on the same post, \nunder approved special instructions, the top signal shall apply to the main line and the \nlower signal shall apply to the other lines”.\n3.23 Electric repeater:- The\tarm\tand\tlight\tof\tany\tfixed\tsignal\twhich\tcannot\tbe\tseen\tfrom\t\nthe place from which the signal is worked shall be repeated to such place by means of an \nefficient\telectric\trepeater.\nS.R. 3.23/1 : Failure of Electric Repeater:- In case of failure of electric repeater, the signal to which \nit refers should be taken as defective unless it can be ascertained by visual observation from a nearby \nconvenient place that the arm or indication of signal is clearly visible.\n3.24 Back-lights:-\n(1) Every semaphore or disc signal, the light of which cannot be seen from the place from \nthe signal is worked, shall be provided with a back-light to indicate whether the signal \nlight is burning or not.\n(2) Back-lights of signals shall show a small white light when ‘ON’, and no light at all in \nany other position.\n(3)\t Any fixed\tlight\tused\tin\tconjunction\twith\ta\tsemaphore\tsignal\tshall\tshow\ta\tback-light.\n(4) Back-lights may not be provided when alternative arrangements are made at the place \nfrom which the signal is worked to indicate whether signal lights are burning or not.\nC. Equipment of Signals\n3.25\t Obligation\tto\tprovide\tfixed\tsignals\tat\tstations:-\tFixed signals prescribed in this \nsub-chapter shall be provided at every station, except :—\n (a) at stations between which trains are worked on the One Train Only system, and\n (b) at stations which are exempted from the provision of signals under approved \n special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 60, + "text": "CHAP. III) SIGNALS\n34\n3.26\t Commissioning\tof\tfixed signals:- Fixed signals shall not be brought into use until \nthey have been passed by the Commissioner of Railway Safety as being sufficient to \nsecure the safe working of trains.\n “Provided that fixed signals can be brought into use if they have been passed by the \nSanctioning Authority (in case of item (a) below-Principal Chief Signal and Telecom \nEngineer of the concerned Zonal Railway, and in case of item (b), (c) and (d) below- \nGeneral Manager of the concerned Railway) as being sufficient to secure the safe \nworking of train, for the purpose of-\n(a) Interlocking of level crossings outside limits;\n(b) Double Distant signaling alongwith corresponding changes at adjacent stations \nwithout yard remodelling;\n(c) Intermediate Block signaling except in section with Slip siding and Catch siding, \nalongwith corresponding changes at adjacent stations without yard remodelling; \nand\n(d) Automatic Block signaling except in section with Slip siding and Catch siding, \nalongwith corresponding changes at adjacent stations without yard remodelling”.\nS.R. 3.26/1 : No new signal shall be brought into use until it has also been inspected jointly by a \nSighting Committee consisting of Traffic Inspector, Loco Inspector and Signal & interlocking \nInspector. The Sighting should be done from the footplate of an engine. The signal should be visible \nfrom an adequate distance both by days and night.\nSR 3.26/2: In case of commissioning of a new signal including IBS and Gate signal or shifting of \nexisting signal, caution order should be issued, drawing the attention of the Loco Pilots, for a period \nof 90 days with specific location of new signal kilometer wise and orientation wise (i.e. Left Hand \nside or Right hand side) and entry to that effect be made by Lobby Supervisor in the register/order \nbook/computer, kept in the crew booking lobbies.\nS.R. 3.26/3 : In IR-ATP (Kavach) territory, when a new signal is erected or existing signal is \nshifted/modified, the Signal Sighting Committee shall also inspect and certify the signal position in \ncorrespondence of the line side signal with the on-board signal and its aspect on the DMI (Driver \nMachine Interface) display in IR-ATP fitted Loco before it is brought into use. Kavach fitted loco \nshall be used for conducting sighting committee inspection, at least once in quarter.\n3.27 Minimum equipment of fixed signals at stations provided with manually operated \nmultiple-aspect signalling:- The minimum equipment of fixed signals to be provided for \neach direction shall be as follows-\n (a) At class ‘B’ stations ... A Distant, a Home and a Starter, and\n (b) at class ‘C’ stations ... A Distant and a Home.\n3.28 Minimum equipment of fixed signals at station provided with modified lower quadrant \nsignalling:- Modified lower quadrant signalling may be introduced only where it is expressly", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 61, + "text": "CHAP. III) SIGNALS\n35\nsanctioned by a special order\tof\tthe\tRailway\tBoard.\tThe\tminimum\tequipment\tof\tfixed\t\nsignals to be provided for each direction shall be as follows:-\n (a) at class ‘B’ stations .................... A Distant, a Home, a Warner below the Main \n Home, and a Starter, and\n (b) at class ‘C’ station .................... A Distant and a Home.\n3.29\t Minimum\t equipment\t of\t fixed\t signals\t at\t other\t stations\t provided\t with\t two-aspect\t\nsignalling:- The\tminimum\tequipment\tof\tfixed\tsignals\tto\tbe\tprovided\tfor\teach\tdirection\t\nshall be as follows.-\n (a) at class ‘A’ stations ... A Warner, a Home and a Starter,\n (b) at class ‘B’ stations-\n on a single line ... An Outer and a home.\n on a double line ... An Outer, a Home and a Starter, and both on a single \n and a double line, a Warner shall be provided in \n accordance with Rule 3.06, if trains run through at \n a speed exceeding 50 kilometres an hour without \n stopping, and\n (c) at class ‘C’ stations A Warner and a Home.\n3.30 Additional\tfixed\tsignals\tat\tstations\tgenerally:-\tIn\taddition\tto\tthe\tminimum\tequipment\t\nof\tsignals\tprescribed\tin\tRules\t3.27,\t3.28,\t3.29\tand\t3.32\tsuch\tother\tfixed\tsignals\tshall\tbe\t\nprovided at every station as may be necessary for the safe working of trains.\n3.31 Signals at class ‘D’ stations:- At a class ‘D’ station, a train may be stopped in such \nmanner as may be authorised by special instructions.\nS.R. 3.31/1 : To indicate to the train Loco Pilots of an \napproaching ‘D’ Class Station, Engineering official shall \narrange to provide an indicator board bearing letter ‘H’, \nwhich shall be fixed at a distance of 600 m from central \nline of such Stations. This Halt Indicator Board shall be in \naccordance with the diagram shown and shall consist of a \nsquare board having each side of 600 mm. Board shall be \npainted yellow bearing 300 mm high and 400 mm thick letter \n‘H’ in black. Board shall be fixed on a post 2 m high (from \nthe rail level to the bottom of the Board) painted with 300 mm \nhigh bands of white and black.\n3.32 Provision of an advanced Starter, Shunting Limit Board or Block Section Limit \nBoard -\n(1) On a single line class ‘B’ station worked on the Absolute Block System, if the obstructing \nof the line outside the Home signal or the outermost facing points in the direction \nof an approaching train is permitted under special instructions under Rule 8.09, a \nShunting Limit Board or an Advanced Starter shall be placed at such shunting distance", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 62, + "text": "CHAP. III) SIGNALS\n36\nfrom the Home sig nal or the outermost facing points as local conditions may require \nprovided the distance between the Shunting Limit Board (bearing the words ‘Shunting \nLimit’\ton\tthe\tside\twhich\tfaces\tthe\tstation,\tand\tfitted\twith\ta\tlamp\tshowing\ta\twhite\tlight\tin\t\nboth directions to mark its position by night) or the Advanced starter and the opposing \nfirst\tStop\tsignal\tis\tnever\tless\tthan\t400\tmetres\tin\tthe\ttwo-aspect\tsignalling\tterritory\tand\t\n180\tmetres\tin\tthe\tmultiple-aspect\tor\tmodified\tlower\tquadrant\tsignalling\tterritory.\tThe\t\nlocation of such board or Advanced Starter shall mark the limit upto which shunting \nmay be permitted.\n(2) On a double line class ‘B’ station worked on Absolute Block System equipped with \nmultiple-aspect or\tmodified\tlower\tquadrant\tsignalling\tand\twhere\tthere\tare\tno\tpoints\t\nor the outermost point at the approaching end are trailing. A Block Section Limit Board \n(bearing\tthe\twords\t‘Block\tSection\tLimit’\ton\tthe\tside\twhich\tfaces\tthe\tstation\tand\tfitted\t\nwith a lamp showing white light in both directions to mark its position by night) shall be \nprovided. It shall be placed at a distance of not less than 180 metres in advance of the \nHome signal and shall protect the fouling mark of the outermost trailing points, if any. \nThe location of such board shall mark the limit of the block section at such stations.\nSR 3.32/1 : Shunting Limit Board or Block Section Limit Board shall be fitted with a lamp showing \nwhite light in both directions OR shall be provided with reflective luminous paint/ fluorescent tape to \nmark its position by night.\n3.33 Exceptions to Rules 3.27, 3.28, 3.29 and 3.32:- Notwithstanding anything \ncontained in Rules 3.27, 3.28, 3.29 and 3.32 -\n(a)\t if\tthe\tstation\thas\tonly\tone\tconnection\toff\tthe\tmain\tline,\tthe\tstation\tshall\tbe\tworked\t\nin accordance with approved special instructions;\n(b)\t on\tany\tsection\twhere\ttraffic\tis\tlight\tand\tspeeds\tslow,\tone\tstop\tsignal\tonly\tin\teach\t\ndirection may be provided at each station; such signal to be located at an adequate \ndistance outside the outermost facing points of the station and trains worked in \naccordance with approved special instructions; and\n(c)\t on\tany\tRailway\thaving\tvery\tlight\ttraffic,\tall\tsignals\tmay\tbe\tdispensed\twith\tand\t\ntrains worked under approved special instructions;\n Provided that at stations with manually operated multiple aspect signals, where \nthe speed of trains through a station does not exceed 50 kilometres per hour, a \nDistant signal and a Home signal only may be provided in each direction under \napproved special instructions.\n3.34 Fixed signals at level crossing:-\n(1) Unless exempted under approved special instructions, every level crossing gate which \ncloses across the line at a level crossing shall, except when interlocked with station \nsignals,\tbe\tprovided\twith\tsignals\tfixed\tat\tan\tadequate\tdistance\tfrom\tthe\tlevel\tcrossing\t\nshowing Stop aspects in both Up and Down directions when the gates are open for the \npassage\tof\troad\ttraffic.\n(2) Except where otherwise prohibited under special instructions, a ‘G’ marker shall be \nprovided on a gate Stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 63, + "text": "CHAP. III) SIGNALS\n37\n3.35 Protection and working of points of outly ing sidings:- Where there are points in the \nmain line at a place which is not a block station, provision for the protection of such \npoints, by signals or otherwise, and for working them, shall be made in order to secure \nthe safe working of trains, as laid down under approved special instructions.\nS.R. 3.35/1 : Fixed Signals and Indicators at points of outlying sidings-\n(a) When siding points situated outside block station limits are so equipped that trains are \npermitted to run through in the facing direction at the maximum permissible speed of \nthe section, a stop signal shall be provided adjacent to the point and Warner signal or a \nWarning Board at an adequate braking distance in the rear. The signal shall normally \nremain in the ‘OFF’ position with the approval of the CRS. The points shall, in such \ncases, be controlled through the Block System in force i.e. by token, staff key, tablet, etc.\n(b) When speed restriction has been imposed on account of facing points of an outlying siding, \nan ‘S’ marker should be fixed at the points in addition to the speed and caution boards \nfixed in the rear of the points. Where, however, the sanctioned speed of the section does \nnot exceed 50 KMPH, the speed indicator and ‘S’ marker need not be provided except \nwhere the speed over the points is less than the sanctioned speed of the section.\n(c) The ‘S’ Marker shall be a yellow disc 900 mm. in diameter on which the letter ‘S’ 300 \nmm. in height shall be painted in black; the centre of the disc shall be 2150 mm. above \nrail level.\nS.R. 3.35/2 : Operation of points of out-lying siding - The mode of working outlying points shall be \nprescribed in the working rules of the stations controlling such points. Train Managers who have to \nperform shunting in such sidings shall be responsible for studying the relevant working rule and give \nan assurance to this effect.\nD. Working of Signals and Points\n3.36 Fixed signals generally-\n(1)\t Every\t fixed\tsignal\tshall\tbe\tso\tconstructed\tthat\tin\tcase\tof\tfailure\tof\tany\tpart\tof\tits\t\nconnections, it shall remain at, or return to its most restrictive aspect.\n(2) A signal which has been taken ‘OFF’ for the passage of a train shall not be placed ‘ON’ \nuntil the whole of the train which it controls has passed it, except-\n(a) in case of emergency to avert an accident, or\n“(aa) Where Starter and Advance Starter taken ‘OFF’ for departing trains that is train \nstarting from station after coming to stop are required to be put back for the \npurpose of movement of another train for precedence or crossing shall be put back \nonly after taking following precaution:-\n(i) relevant Starter and Advance Starter may be replaced to ‘ON’ position and \nthereafter the loco Pilot of the train for which the signals had been taken ‘OFF’ shall \nbe advised by on-duty Station Master through a secured means of communication, \nspecified\tunder\tspecial\tinstructions\tor\twhere\tsecured\tmeans\tof\tcommunication\tare\t\nnot\tavailable,\tthrough\ta\twritten\tmemo\tto\tthe\teffect\tthat\tthe\tsaid\tsignals\thave\tbeen\t\nreplaced to ‘ON’ and that the loco Pilot shall not start.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 64, + "text": "CHAP. III) SIGNALS\n38\n(ii) till the Loco Pilo t has been advised through secured means of communication \nreferred to in sub-clause (i) or through a written memo and his acknowledgement \nreceived, the route set shall not be altered except to avert an accident, or”\n(b) where arrangement is provided to restore, the signal to ‘ON’ automatically, the \ncontrol operating the signal shall not be restored to its normal position till the \nwhole of the train has passed it.\n(3)\t No\t fixed\tsignal\twithin\tstation\tlimits\tshall\tbe\ttaken\t‘OFF’\twithout\tthe\tpermission\tof\t\nthe Station Master, and in the case of a signal outside the station limits without the \npermission of such person as may for the time being be in independent charge of the \nworking of such signal.\nS.R. 3.36/1 : Signals for a train shall not be taken off more than 10 minutes before the train is \ndue. Ordinarily, reception signals shall be taken off after “The Train Entering Section Signal” has been \nreceived for the train from block station in rear , but in the case of short block section over which the \nrunning time less than 10 minutes the signal may be taken off before the receipt of the “Train Enter \nSection Signals”.\nS.R. 3.36/2 : The taking off of a Signal for a train is to be considered a danger signal for all other \nmovements which are liable to foul any part of the line over which the train is to run.\nS.R. 3.36/3.\n(a) If in an emergency, a signal has to be put back to the ‘ON’ position before the movement \nof the train for which it was taken ‘OFF’ no points or lock levers shall be moved until \ntrain has come to stand except to prevent accident. The emergency referred to GR. 3.36 \n(2) (a) shall be deemed to exist when accident is to be averted.\n(b) At station where points and signals are interlocked a Stop or Warner signal which has \nbeen taken “OFF” for a train movement, shall not except in an emergency, be put back \nto “ON” until the movement has been completed.\n(c) In case Starter and Advance Starter taken “OFF” for departing trains (i.e. trains \nstarting from a station after coming to stop) are required to be put back for purpose of \nmovement of another train (precedence or crossing), the following precaution must be \ntaken:-\n(i) Relevant Starter and Advance Starter may be replaced to ‘ON’ position. Then the \nLoco Pilot of the train for which the Signal had been taken “OFF” should be advised \nby on duty SM/Dy. SS through a secured means of communication (MTRC, etc.)to \nthe effect that his signal has been replaced to ‘ON’ and he should not start.\n(ii) Wherever secured means of communication in the form of MTRC, etc.is not \navailable and in case of diesel long hood leading loco, the Loco Pilot shall be \nadvised through a written memo that his signal has been replaced to ‘ON’ and he \nshould not start.\n(iii) The following systems may be considered as ‘Secured means of communication’ in \nregards to communication between Station Master and Loco Pilots:-\n\t• GSM-R based Mobile Train Radio Communication (MTRC) System;\n\t• TETRA based Mobile Communication System; and\n\t• Trunking Radio (MTP-1372) and CTCSS VHF System.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 65, + "text": "CHAP. III) SIGNALS\n39\n(iv) Till the Loco Pilot has been advised through a secured means of communication or \nthrough a written memo and his acknowledgement received, the route set should \nnot be altered except to avert an accident.\n(d) On single line section, where a Tangible authority has been delivered to the Loco Pilot, \nthe same should be withdrawn from him.\nS.R. 3.36/4 : Position of Signal arm to correspond with the position of corresponding level:- Except \nin the following cases the position of a signal arm must always correspond with the position of the lever \noperating it and if this is not so signal concerned shall be treated as defective :-\n(i) When a slotted signal is restored to the ‘ON’ position by returning the slot or slots.\n(ii) When, at a non-interlocked station an Outer Signal fitted with a detacher returns to the ‘ON’ \nposition as a result of the Home Signal being back to ‘ON’.\n(iii) When a signal goes automatically to ‘ON’, on account of automatic reverser operated by the \npassage of train.\nS.R. 3.36/5 : Signals not be taken “OFF” except by means of relevant levers. Under no circumstances \na signal is to be taken ‘OFF’ by pulling the wire working the signal by hand or by any other method \nexcept by pulling its appropriate lever.\n3.37 Normal aspect of signals:-\n(1)\t Unless otherwise\t authorised\t under\t approved\t special instructions,\tfixed\tsignals,\t\nexcept automatic signals, shall always show their most restrictive aspect in their normal \nposition.\n(2) The normal aspect of an Automatic Stop signal is ‘Proceed’. Where, however, the \nsignal ahead is manually operated, the aspect normally displayed may be ‘Caution’ or \n‘Attention’.\n3.38 Points\taffecting\tmovement\tof\ttrains: The Station Master shall not give permission to take \nsignals ‘OFF’ for a train until;\n(1) All facing points over which the train will pass are correctly set and locked, all trailing points \nover which the train will pass are correctly set, and the line over which the train is to pass is \nclear and free from obstructions.\n(2) When a running line is blocked by a stable load, wagon, vehicle or by a train which is to \ncross or give precedence to another train or immediately after the arrival of a train at \nthe Station, the points in rear on double line sections and at either ends on single line \nsections should be immediately set against the blocked line except when shunting or any \nother movement is required to be done immediately in that direction on that line.\nS.R. 3.38/1 :\n(a) Setting of points:- when two Trains are to be crossed at non-interlocked stations, and at such \ninterlocked stations on the single line where the layout and interlocking permits in the event \nof a crossing, the facing points must be set and locked for the respective lines on which each \ntrain is to be received, before signals are taken ‘OFF’ for any of the trains.\n(b) Setting of points against blocked line:- If all the lines at a station happen to be blocked, \nwhen line clear has been granted to a train, the points should be set for the line occupied by a \nstabled load or a goods train in that order.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 66, + "text": "CHAP. III) SIGNALS\n40\n In case all the lines at a station are occupied by passenger trains, points should be set for a \nloop line. In such cases points should be preferably set for a loop line occupied by a train, \nwhose engine is facing the direction of approach of the incoming train.\nS.R. 3.38/2 : Custody of keys and labels:-The Station Master on duty shall be responsible for the safe \ncustody of the keys of all points, point locks and signal locks as well as of the Station Master’ s set of \nline labels. These keys and labels, when not in use, shall be kept in the points key-box which shall \nalways be kept padlocked, the key of the padlock being kept in the personal custody of the Station \nMaster on duty (for reception and dispatch of train at non-interlocked station, see Appendix B).\nS.R. 3.38/3 : Use of Line Admission Books:- At stations where the Station Master Incharge of Line \nclear working is not in a position to decide independently on which line a train shall be received or \nto ensure that any particular line shall remain clear till the arrival of the train, lines for the reception \nof train shall be allotted by the person nominated in this behalf in the Station Working Rules.\nThe person so nominated shall in good time before the expected arrival of a train, decide on which \nline it is to be received. He shall then enter the No. of the line in the line Admission Book (Form \nOPT-113) and send the book to the Yard Foreman or other person in charge of shunting operations, \nwho shall sign his name in the prescribed space as an assurance that the line shall be kept clear till \nthe complete arrival of the train in question. The person authorized to allot the line shall not advise \nthe station master of the line allotted until he has received back the book and satisfied himself that the \nsignature of the shunting staff concerned has been correctly recorded.\nAt stations where one or more shunting engines work and where the Station Master is not in \na position to personally ensure that the line on which it is intended to receive the train is clear \n(excepting at stations where track circuiting is provided), the Station Master shall maintain a line \nadmission book which he shall send out to the person authorized to allot the line after filling in the \nrelevant columns. He shall not authorize lowering of the reception signals for the train until he has \nreceived back the book duly signed.\nThe Yard Foreman or other person incharge of shunting operations shall maintain a pocket book \nin which he shall keep a note of the number of line he is required to keep clear for the reception of \neach train during his duty hours.\nThe detailed procedure for the allotment of lines and for the use of Line Admission books shall be \nlaid down in the Station Working Rules.\nS.R. 3.38/4 : At big junction stations/yards having high density of traffic, where the Station Master, \nincharge of line clear working, is not in a position to either verify personally the clearance of \nreception lines or to know sequence of train arriving at his station line clearance book instead of line \nadmission book shall be maintained.\nThe lines without any reference to trains shall be allotted by person maintained in this behalf in the \nStation Working Rules, in line Clearance Book and trains shall be received on such allotted and clear \nlines as operationally convenient.\nThe procedure for ascertaining the physical clearance of lines through lines clearance book shall \nbe the same as for line admission book and shall be embodied in the Station Working Rules of the \nconcerned station.\nDivisional Railway Manager shall decide the station where line clearance book is to be used.\nSR 3.38/5: Track Clearance Certification: As per location/local condition of power cabin/Station, \nprocedure may be described in SWR, keeping safety aspect in view to reduce the detention. At \nStations where power cabins are located far from the Station yard, the provision of track clearance \ncertification shall be done by competent Operating staff under the exchange of private number. The", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 67, + "text": "CHAP. III) SIGNALS\n41\nabove mentioned competent staff shall be issued a separate private number booklet. This also must \nbe incorporated in SWR.\n3.39 Locking of facing points:- Facing points, when neither interlocked nor key locked, \nshall be locked for the passage of a train either by a clamp, or by a through bolt, with a \npadlock.\t\tIt\tis\tnot\tsufficient\tto\tlock\tthe\tlever\tworking\tthe\tpoints.\n3.40 Conditions for taking ‘OFF’ Home Signal:-\n(1) When a train is approaching a Home signal otherwise than at a terminal station, the signal \nshall not be taken ‘OFF’ until\tthe\ttrain\thas\tfirst\tbeen\tbrought\tto\ta\tstand\toutside\tit,\tunless-\n(a) on a double line, the line is clear for an adequate distance beyond the Starter, or\n(b) on a single line, the line is clear for an adequate distance beyond the trailing points, \nor for an adequate distance beyond the place at which the train is required to come \n to a stand.\n(2)\t Where\t a\ttrain\thas\tfirst\tbeen\tbrought\tto\ta\tstand\toutside\tthe\tHome\tsignal,\tthe\tsignal\tmay\tbe\t\ntaken ‘OFF’ if-\n(a) on a double line, the line is clear upto the Starter, or\n(b) on a single line, the line is clear upto the trailing point or under approved special \ninstructions upto the place at which the train is required to come to a stand.\n(3) Except under approved special instructions, the adequate distance referred to in sub-rule (i) \nshall never be less than-\n(a) 180 metres at station equipped with two-aspect lower quadrant or two-aspect colour \nlight signals or\n(b)\t 120\tmetres\tin\tthe\tcase\tof\tstations\tprovided\twith\tmultiple-\taspect\tsignals\tor\tmodified \nlower quadrant signals.\n(4) Where a sand hump of approved design, or under approved special instruction a derailing \nswitch, has been provided for the line on which a train is to be received, they shall be \ndeemed\t\tto\tefficient\tsubstitutes\tfor\tthe\tadequate\tdistance\treferred\tto\tin\tsub-rule\t(3).\n3.41 Conditions for taking ‘OFF’ Outer signal:-\n(1) When a train is approaching the Outer signal otherwise than at a terminal station, the \nsignal shall not be taken ‘OFF’\tuntil\tthe\ttrain\thas\tfirst\tbeen\tbrought\tto\ta\tstand\toutside\t\nthe signal, unless the line on which the train is to be received in the station is clear-\n(a) in the case of a double line, upto the Starter signal, and\n(b)\t in\tthe\tcase\tof\ta\tsingle\tline,\tfor\tan\tadequate\tdistance\tbeyond\tthe\tfirst\tfacing\tpoints.\n(2)\t Where\t the\ttrain\thas\tfirst\tbeen\tbrought\tto\ta\tstand\toutside\tthe\tOuter\tsignal,\tthe\tsignal\t\nshall not be taken ‘OFF’\tunless\tthe\tline\tis\tclear\tupto\tthe\tfirst\tfacing\tpoints,\tor\tupto\tthe\t\nHome signal at a station where there are no facing points.\nS.R. 3.41/1 : Outer Signal to be taken ‘OFF’ after Home signal:- The taking ‘OFF’ of the Outer \nSignal shall immediately follow the taking ‘OFF’ the Home Signal.\n3.42. Conditions for taking ‘OFF’ last Stop signal or Intermediate Block Stop signal:-\n(1) On double line, the last stop signal or Intermediate Block Stop Signal shall not be taken \n‘OFF’ for a train unless Line clear has been obtained from the block station in advance.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 68, + "text": "CHAP. III) SIGNALS\n42\n(2) On Single Line –\n(a) the last stop signal shall not be taken ‘OFF’ for a train unless line clear has been \nobtained from the block station in advance;\n(b) for Intermediate block signalling –\n(i)\t first,\t the\tdirection\tof\ttraffic\tshall\tbe\testablished\tand\tthen\tline\tclear\tshall\tbe\t\nobtained from the block station in advance as per the established direction of \ntraffic;\n(ii)\t only\tafter\testablishing\tthe\tdirection\tof\ttraffic\tthe\ttrain\tmovement\tin\tthe\t\n‘Station controlled Intermediate Block direction’ shall be permitted; and\n(iii) the Intermediate Block Stop signal shall not be taken ‘OFF’ unless the line \nclear has been obtained from the block station in advance and direction of \ntraffic\tis\t established.\n Explanation – On Single line Intermediate Block signaling, the line between \ntwo\tadjacent\tblock\tstations\tis\tdivided\tinto\ttwo\tsubsections,\tthe\tfirst\tsection\t\nwhich shall be termed as ‘station controlled Intermediate block section’ \nand the section between Intermediate Block signal to First Stop Signal of \nblock station ahead shall be termed as ‘block controlled Intermediate Block \nsection’.\nS.R. 3.42/1 : For despatch of a train the Starter/intermediate starter signal where provided shall \nbe taken “OFF” only after taking “OFF” the advanced starter signal. At terminal and large \nStations where lines are track circuited exception to this rule is permitted. It should be specifically \nincorporated in SWR.\n3.43 Conditions for taking ‘OFF’ Warner signal:- A Warner signal shall not be taken ‘OFF’ \nfor a train that is booked to stop or for a train that has to be stopped out of course.\n3.44 Conditions for taking ‘OFF’ gate Stop signal:- A gate Stop signal shall not be taken \n‘OFF’ until the concerned level crossing or crossings is or are free from obstruction and \nthe\tgates\tof\tsuch\tlevel\tcrossing\tor\tcrossings\tare\tclosed\tand\tlocked\tagainst\troad\ttraffic.\t\nWhere a gate Stop signal is interlocked with station signals it shall be worked in \naccordance with special instructions.\n3.45 Conditions for taking ‘OFF’ Calling-on signal:-\n A Calling on signal shall not be taken ‘OFF’ until the train has been brought to a stand \nat the Stop signal below which the Calling on signal is provided-\n3.46\t Use\tof\t\tfixed\t\tsignals\tfor\t\tshunting:-\n(1) The Outer, Home and the last Stop signal of a station shall not be taken ‘OFF’ for \nshunting purposes.\n(2) At station where Advanced Starters are provided, starters may be taken ‘OFF’ for \nshunting purposes, except where the interlocking interferes with this practice, in \nwhich case hand signals should be used where Shunting signals are not provided.\n3.47 Taking ‘OFF’ signals for more than one train at a time:\n When two or more trains are approaching simultaneously from any direction, the signals \nfor one train only shall be taken ‘OFF’ other necessary signals being kept at ‘ON’, until \nthe train for which the signals have been taken ‘OFF’ has come to a stand at the station, \nor has cleared the station, and the signals so taken ‘OFF’; for the said train have been put \nback to ‘ON’, except where under special instructions, the interlocking or the layout of the \nyard renders a contrary procedure safe.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 69, + "text": "CHAP. III) SIGNALS\n43\nG.R 3.47/1 :“(1) Taking ‘OFF’ signals for more than one train at a time when two or more trains \nare approaching simultaneously from any direction may be permitted over non-isolated \nlines; under special instructions when requirements of adequate distance under Rule 3.40 \nare\tfulfilled;\tand\tunder\tapproved\tspecial\tinstructions\twhen\trequirements\tof\tadequate\t\ndistance\tunder\tRule\t3.40\tare\tnot\tfulfilled.”\nNote: The rule GR 3.47 is to be read along with the following instructions:\n1. All such dispensations under GR 3.47(1) shall be separately listed under heading \n“Simultaneous Movements without Physical isolation” in the SIP & SWR Diagram.\n2. All “Simultaneous Movements without Physical isolation” shall be included in Station \nWorking Rules along-with instructions as approved under “special instructions” or under \n“approved special instructions”.\n3. Special precautions for allowing directly opposite movements may be considered by the \nZonal Railways as per site requirements, if any.\n4. Before permitting movements under GR 3.47(1), local conditions like gradients, speed, \ncurvature, in the yards etc. may be considered. \n3.48 Stoppage of trains out of course at stations provided with two- aspect signaling :- When \na train which is booked to run through has to be stopped out of course at a station \nequipped with two- aspect signals, it shall not be received until -\n(a) at station provided with working Warners but not provided with Starters, the working \nWarner is kept at ‘ON’,\n(b) at stations provided with Starters but not provided with working Warners, the relevant \nStarter is kept at ‘ON’,\n(c) at stations provided with both working Warners and Starters, both the signals are \nkept at ‘ON’ and\n(d)\t at\tstations\tprovided\twith\tneither\ta\tworking\tWarner\tnor\ta\tStarter,\tthe\tfirst\tStop\t\nsignal is kept at ‘ON’ and the train brought to a stand outside it.\n3.49 Care and lighting of signal lamps:-\n(1)\t The\t Station\tMaster\tshall\tsee\tthat\tlamps\tof\tfixed\tsignals,\tindicators\tand\tboards\tsuch\t\nas Shunting Limit Board, Block Sections Limit Board and Stop Board at his station are \nlighted at sunset, and are not put out until after sunrise, or at such earlier or later time \nas may be prescr ibed by special instructions.\n(2) Sub-rule (1) shall not apply to -\n(a) approach lighted signals.\n(b) colour light and position light signals which shall be kept lit throughout the day and \nnight, and\n(c) the sections where no train is scheduled to run at night.\n(3)\t The\t Station\tMaster\tshall\tensure\tthat\tthe\tlamps\tof\tfixed\tsignals,\tindicators\tand\tboards\t\nsuch as Shunting Limit Board, Block Section Limit Board and Stop Board, when lit, are", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 70, + "text": "CHAP. III) SIGNALS\n44\nburning brightly and that the lenses of lamps and spectacle glasses are properly cleaned \nand back lights clearly visible.\n(4) Whenever night signals are used the Station Master shall not grant Line Clear unless he \nhas ensured, either personally or in the manner prescribed under special instructions, \nthat\tthe\tlamps\tof\tfixed\tsignals\tat\this\tstation\twhich\tare\tnot\tapproach\tlighted\tand\twhich\t\napply to the train are burning. If signal lights cannot be kept burning he shall, before \ngiving Line Clear, initiate action in accordance with the procedure prescribed in Rules \n3.68 or 3.72.\n(5) Before lighting a semaphore signal or indicator lamp, the railway servant deputed for \nlighting\tit,\tshall\tinspect\tthe\tlenses\tand\tspectacle\tglasses.\tIn\tcase\the\tfinds\tthe\tred\troundel\t\nbroken, cracked or missing, shall not light the lamp and shall report the fact immediately \nto the Station Master who shall treat the signal as defective.\n(6) Every railway servant in charge of signals shall see that the greatest care is taken in the \nfocusing, cleaning and trimming of signal lamps.\nS.R. 3.49/1 : Divisional Rly. Managers will notify to the staff concerned time of lighting and extinguishing \nof Signal lamps taking into consideration the local conditions prevailing on their divisions in respect of \nthe rising and setting of the Sun.\nS.R. 3.49/2 : Signal lamps to be lit up during thick or foggy weather- In the event of the weather not \nbeing clear due to storm, fogs, etc. signal lamps should be lit during day light hours as well.\nS.R. 3.49/3 : At stations where light repeaters are not provided and Station Master cannot verify \npersonally that lamps of fixed signals are burning, station working Rules shall embody definite \ninstructions how Station Master will ensure compliance of G.R. 3.49(4).\nS.R. 3.49/4 : At non-interlocked stations, the Station Master on duty shall check that the Point and \nTrap Indicator glasses are clean and intact by operating all points daily after the Point Indicator \nlamps have been lit and observing the indication of the light.\n3.50 Traps, slip sidings and catch sidings:- The Station Master shall take steps to ensure that \nthe point of all traps, slip sidings and catch sidings, and other points are set against the \nline which they are intended to isolate, except when it is not necessary that they should \nbe open for the purpose of isolation.\n3.51 Points:-\n(1) All points shall normally be set for the straight except when authorized by special \ninstructions.\n(2) The railway servant concerned with the operation of points and signals shall not, while \non duty, leave the place of operation of points or signals which are under his charge \nexcept under special instructions.\n(3)\t No\t railway\tservant\tshall\tinterfere\twith\tany\tpoints,\tsignals,\tor\ttheir\tfittings,\tsignal\twires\t\nor\tany\tinterlocking\tor\tblock\tgear\tfor\tthe\tpurpose\tof\teffecting\trepairs,\tor\tfor\tany\tother\t\npurpose, except with the previous permission of the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 71, + "text": "CHAP. III) SIGNALS\n45\nS.R. 3.51/1 : Where there are motor operated points and emergency crank handle is not interlocked \nwith the panel, the emergency crank handle shall be kept padlocked in the cabin, with padlock key in \nthe custody of cabinman/Station Master on duty. Since the issue of crank handle can result in the \ndisconnection of points, a disconnection memo must be issued by the maintainer, in addition to the \nentries to be made in the Emergency Crank Handle Register whenever the Crank handle is issued to \nthe signal maintainer staff. Similarly a reconnection memo must be issued when the crank handle is \nreturned by the Maintainer . Station working rules of stations where crank handle is not interlocked \nwith the panel , shall embody definite instructions regarding use of emergency crank handle by the \nTransportation staff.\n E. HAND SIGNALS\n3.52 Exhibition of hand signals:-\n(1)\t All\t hand\tsignals\tshall\tbe\texhibited\tby\tday\tby\tshowing\ta\tflag\tor\thand\tand\tby\tnight\tby\t\nshowing a light as prescribed in these rules.\n(2)\t During day\ta\tflag\tor\tflags\tshall\tnormally\tbe\tused\tas\thand\tsignals.\tHands\tshall\tbe\tused\t\nin\temergencies\tonly\twhen\tflags\tare\tnot\tavailable.\n(3) During night a hand signal shall normally be given by showing a red or green light. A \nwhite light waved violently shall be used as a Stop signal only when the red light is not \navailable.\n(4) “Red or green light referred to in sub-rule (3)\tshall\tbe\teither\ta\tstatic\tor\tflashing\ttype”.\n3.53 Sto p hand Signal:\nIndication : Stop dead\nHow given by day :\nBy\tshowing\ta\tred\tflag\tor\tby\traising\tboth\tarms\twith\t\nhands above the head as illustrated right side:\nHow given by night:\nBy showing a red light or by violently waving a white light or \nhorizontally across the body of the person showing the signal \nas illustrated right side:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 72, + "text": "CHAP. III) SIGNALS\n46\n3.54 Proceed hand signal:- \nIndication : Proceed\nHow given by day :\nBy holding a green\tflag\tor\tby\tholding\tone\tarm\tsteadily\tas\tillustrated\tbelow:\nHow given by night:\nBy holding a green light steadily as illustrated below :\n3.55 Proceed with caution hand signal:-\nIndication: Proceed slowly reducing speed further if the signal is given at a progressively \nslower rate\nHow given by day :\nBy\twaving\ta\tgreen\tflag\tvertically\tup\tand\tdown\tor\tby\twaving\tone\tarm\tin\ta\tsimilar\tmanner\t\nas illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 73, + "text": "CHAP. III) SIGNALS\n47\nHow given by night:\nBy waving a green light vertically up and down as illustrated below :-\nNote :- When the speed is to be reduced further, this signal shall be given at a slower and \n slower rate and when a stop is desired, the Stop hand signal shall be shown.\n3.56 Hand signals for shunting:-\nThe following hand signals shall be used in shunting operations in addition to the Stop hand \n signal:-\n(a) Indication: Move away from the person signaling\n How given by day:\n\t By\ta\tgreen\tflag\tor one\tarm moved slowly up and down as illustrated below:\nHow given by night:\nBy a green light moved slowly up and down as illustrated below :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 74, + "text": "CHAP. III) SIGNALS\n48\n(b) Indication: Move towards the person signalling \n How given by day:\n By\ta\tgreen\tflag\tor\tone\tarm\tmoved\tfrom\tside\tto\tside\tacross\tthe\tbody\tas\tillustrated\tbelow :-\n How given by night:\n By a green light moved from side to side across the body as illustrated below:\nNote :- The hand signals for Move away from the person signalling and Move towards the \nperson signalling shall be displayed slower and slower, until the stop hand signal is given \nif it is desired to stop.\n(c) Indication: Moving slowly for Coupling\n How given by day :\n By\ta\tgreen\tand\ta\tred\tflag\theld\tabove\tthe\thead\tor\tboth\t\n hands raised over the head and moved toward and \n away from each other as illustrated below :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 75, + "text": "CHAP. III) SIGNALS\n49\nHow given by night :\nBy a green light held above the head and moved by \ntwisting the wrist as illustrated below:-\n3.57 Banner\tflags:-\n\t A banner\tflag\tis\ta\ttemporary\tfixed\tdanger\tsignal,\tconsisting\tof\ta\tred\tcloth\tsupported\tat\t\neach end on a post and stretched across the line to which it refers.\n3.58 Knowledge and possession of hand signals:-\n(1) Every railway servant connected with the movement of trains, shunting operations \nmaintenance\tof\tinstallations\tand\tworks\tof\tany\tnature\taffecting\tsafety\tof\ttrains\tshall\t\nhave -\n(a) a correct knowledge of hand signals; and\n(b) the requisite hand signals with him while on duty and keep them in good working \norder and ready for immediate use.\n(2) Every railway servant shall see that the staff under him concerned with use of hand \nsignals are adequately supplied with all necessary equipment for hand signalling and \nhave a correct knowledge of their use.\n(3)\t A red\tflag\tand\ta\tgreen\tflag\tby\tday\tor\tlamp,\twhich\tis\tcapable\tof\tshowing\tred,\tgreen\tand\t\nwhite lights by night, shall constitute the requisite equipment for hand signalling.\n(4) Every Station Master shall see that his station is adequately supplied with all necessary \nequipment for hand signalling.\nF. Detonating Signals\n3.59 Description of detonating signals:-\n Detonating signals, otherwise known as detonators or fog signals, are appliances which \nare\tfixed\ton\tthe\trails\tand\twhen\tan\tengine,\ta\tvehicle\tpasses\tover\tthem,\tthey\texplode\twith\t\na loud report so as to attract the attention of the Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 76, + "text": "CHAP. III) SIGNALS\n50\n3.60 Method of using detonators:-\n(1) A detonator when required to be used shall be placed on the rail with the label or brand \nfacing\tupwards\tand\tshall\tbe\tfixed\t\tto\tthe\trail\tby\tbending\tthe\tclasps\taround\tthe\thead\t\nof the rail.\n(2) In the case of a mixed gauge, detonators shall be placed on the common rail or on one \nrail of each gauge.\n3.61 Placing of detonators in thick, foggy or tempestuous weather impairing \nvisibility:-\n(1) In thick, foggy or tempestuous weather impairing visibility, whenever it is necessary to \nindicate to the Loco Pilot of an approaching train the locality of a signal, two detonators \nshall be placed on the line by a railway servant appointed by the Station Master in \nthis behalf about 10 metres apart, and at least 270 metres outside the signal or signals \nconcerned.\n(2)(a) The Station Master may comply with the provisions of sub-rule (1) at his discretion; \nbut shall always do so when visibility conditions from any cause prevent him from \nseeing a prescribed visibility test object from a di stance of not less than 180 metres or \na lesser distance if expressly sanctioned by the Railway Board.\n (b) The visibility test object may be-\n(i) a post erected for the purpose and lighted at night; or\n(ii) the arm by day and the light or the back-light by night of a fixed \nsemaphore signal specified by special instruction; or\n(iii)\t the\tlight\tof\ta\tfixed\tcolour\tlight\tsignal\tboth\tby\tday\tand\tnight\tspecified\tby\t\nspecial instructions.\nS.R. 3.61/1 (a):\n(i) The purpose of VTO is not only to guide the SM for taking decision about placement of \ndetonators but also be decide about on set of thick, foggy or tempestuous weather, impairing \nvisibility which call for lighting of signals before granting line clear fixing of tail lamp even \nduring day time and shunting in face of an approaching train etc.\n(ii) VTO for “SEMAPHORE” Signaling and for two aspects colour light signaling (CLS) \nterritory: The VTO may be the light (or arm by day) of a starter signal (where it exists) or the \nbacklight of the Home Signal. In such cases, the VTO is normally located 300-350 meters from \na nominated place from where; it is to seen by the SM. During foggy or tempestuous weather, \nwhen such a VTO is not seen by the SM, it shall determine the fog has set in.\n Note: :- The Visibility Test Object should be on each end of a station which qualify for \nplacement of detonators (for junction station there may be more than two VTOs) and must be \ndefined in the station working rules (SWR) of the stations.\n(iii) Prescribed VTO for multiple aspects colour light signalling (MACLs):- the visibility test \nobject in MACLs shall be the signal light of the nearest starter signal on the platform on \nwhich the station masters office is located and should be clearly defined in the SWR of the \nstation.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 77, + "text": "CHAP. III) SIGNALS\n51\n A place shall be earmarke d on the platform at a distance of 180 meters from the \nprescribed starter signal from where the station master shall normally stand to see the light \nof starter signal prescribed as VTO.\n The sighting place so identified and marked by a yellow circle of around one meter \ndiameter shall be clearly define in the SWR of the station, duly indicating the location, giving \nreference to the fixed structure in the station building.\n(b)(i) In foggy or tempestuous weather or in dust storms when station signals cannot be seen: \nThe Station Master on duty shall personally ensure that the station signals are lit and then \nsend two trained men to act as detonator (fog) signal men one in either direction to the fog \nsignal posts.\n Fog signal posts which are erected at all stations 270 meter in rear from the First Stop Signal. \nNo fog signal post be provided at stations with double distant signal and at stations which do \nnot qualify for placement of detonators.\n(ii) On Electrified sections: OHE mast 270 meters in rear (i.e. outside) the first stop signal on \neither direction are painted in the direction of traffic at a height of 3 feet from all rail level, \none foot wide white band with two circular Read marks of the size of a detonator to serve as \nfog signal post.\n(c) Each of these men shall be provided with 20 detonating (Fog) Signals except on branch lines \nwhere only 10 numbers shall be provided. The Fog Signal man shall place two detonators \non the centre of the head of the rail with the label or brand upwards, which shall be securely \nfastened to the rail by bending the clasp round the upper flange of the rail, about 10 meters \napart from each other, which on explosion under the wheels of an engine will warn the Loco \nPilot of his proximity to the Outer or Home, signal of the station as the case may be.\n(d) After the passage of each train over the detonating (fog) signals, which have been so placed \non the rails, the fog signalmen shall immediately replace them by two fresh detonators.\n(e) When a railway servant has placed one or more detonators on the line, he must withdraw \nbeyond the safety radius of 45 meter from the detonator or detonators before they are \nexploded by an approaching engine or train. He shall be responsible for warning as far \nas circumstances permit, any person in the vicinity to stand beyond the safety radius. Staff in \nobserving the safety radius of 45 meter shall place themselves as far as possible in rear of \nthe locomotive, train or wagon passing over the detonators.\n(f) The fog signalman must see that the Outer/Home signal which has/have been lowered for a \ntrain to pass is replaced at danger after the passage of the train.\n(g) The position of the fog signal post, t he fog signals and the fog signalman are shown in the \ndiagram below :-\n(h) Each of the trained men sent out with detonating (fog) signals, shall carry a lighted hand \nsignal lamp. Should the fog signalmen be aware of any obstruction on the line, he shall", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 78, + "text": "CHAP. III) SIGNALS\n52\nshow a stop hand signal in accordance with General Rule 3.53 in the direction in which a \ntrain is expected or approaching. On single line sections for trains leaving a station, the fog \nsignalman deputed to place detonators shall show to the Loco Pilot a ‘proceed’ hand signal in \naccordance with G.R. 3.54.\n(i) As soon as it is necessary for the Station Master on duty to take action under S.R. 3.61/1 (b), \nhe will immediately call on duty, two of the Station group ‘D’ staff who are off duty. The Station \nMaster on duty may either use the two men called from off duty or two of the men already \non duty for the purpose of seeing that signals are lit and for sending two men trained in fog \nsignalling duties to either end of the station limits, or he may utilise, if available, two trained \ngangmen detailed for the purpose by the SE(P .W ay) but in any event, the trained men sent out \nto the fog signal posts must be regular employees of the Railway and not ‘Substitutes’.\n(j) The procedure in S.R. 3.61/1 (i) refers to action to be taken by the Station Master on duty in \nan emergency. Sr . DOM will notify the names of stations at which fog prevails persistently. At \neach such station, two of the station group ‘D’ staff (or if this number is not available, it may \nbe made up by one or maximum of two gangmen per station being deputed by the SE/P .Way) \nshall be posted and detailed to act as fog signalman. All two men must be fully trained in fog \nsignal duties and must be regular employee of the Railway, and not ‘substitute’. These two men \nwill be on duty at each end of the station. The two employees detailed as fog signalmen will \nbe replaced by the appointment of two group ‘D’ staff at the station or by two temporary men \nhave been withdrawn. The duty roster of fog signalman shall be incorporated in SWR keeping \nin view the pattern of rail traffic.\n (i) At a double line station if the fog appears for about 7 days in the month it should be \ntreated as persistent fog and separate fog porters should be appointed. If fog is for less \nthan 7 days in the month, the Station Master will act according to S.R. 3.61/1 (i), that is, \nhe will immediately call out two of the station group ‘D’ staff who are ‘off duty’ to work at \nthe station as porters and the staff who are on duty will be utilised for fogging duties. The \n‘off duty’ staff will be paid overtime that is due and will be replaced by substitutes to work \nduring their normal turn of duty. This arrangement will obviate the necessity of retaining \nfog porters permanently and substitutes will be required for permanent staff only when \nthey are actually utilised on fogging duty. It should, however, be noted that only regular \nemployees will be utilised on fogging duty.\n(ii) At single line stations where the stations porters are required for delivering tokens also, \nDivisional Rly. Managers should examine both the duration of fog and the number of days \nin a month on which it appears and then taking the over all work into consideration, \ndetermine whether special fog porters are required or not. If fog appears only on one \nor two days in a month and for a short duration it would obviously not be necessary to \nhave separate fog porters and the procedure stated in sub-paragraph (i) above should be \nfollowed.\n(k) On branch or sections on which traffic is light, instead of a fog signalman remaining \ncontinuously on duty at each fog signal post, a fog signalman may be sent out to place \ndetonating (fog) signals for each individual train. This procedure may only be adopted under \nspecial ‘instructions’. In such cases, ‘permission to approach’ (line clear) shall not be given \nfor a train, unless the fog signalman has been sent out at least 30 minutes before the train is \ndue to leave the station in rear.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 79, + "text": "CHAP. III) SIGNALS\n53\n(l) The Station Master shall ensure that fresh supplies of detonators are sent to the man in \nreplacement of those used.\n(m) A ‘Station Detonator Register’ whose proforma is given at the end of Appendix ‘C’ must be \nmaintained at each station, and must show the names of fog signalmen on duty, periods of \nduty, the stock of detonators, the number of detonators sent out with each fog signalman, the \nnumber of each train under which detonators have been exploded and the number of unused \ndetonators and used cases (including those which have failed to explode) returned each time \nby fog signalman to the Station Master on duty.\n(n) The Station Master will obtain in the ‘Station Detonator Register’, the signature or thumb \nimpression of all men deputed and/or posted to his station as detonator (fog) signalmen, as an \nacknowledgement that they understand the rules relating to the fog signalling of train.\n Instructions for detonator (fog) signalman are contained in Appendix (C).\n(o) In foggy or tempestuous weather or in dust storms, SE(P .W ay) or the Ganger , Permanent Way \nGangmate must promptly arrange for regular gangmen to be deputed to place detonators on \nthe rails 270 metres in near of (i.e. outside) the first caution signal in each direction when \ncautious driving is necessary due to repairs of the line or other works being in progress vide\n G.R. 15.09 and Subsidiary Rules 15.09 (a) to (d).\nNote:- SR 3.61/1 do not apply on the Automatic Block Territory.\nS.R. 3.61/2 : Crossing of trains at station during thick, foggy or tempestuous weather on Single \nLine Section:-\nDuring thick, foggy or tempestuous weather, when under General Rule 3.61 and S.R. 3.61/1 (b), \nit is necessary to have detonators (fog signals) placed on the line to indicate to the Loco Pilots \nof approaching trains the locality of signals, the following additional precautions shall be taken by \n‘Control’ on controlled sections and by the Station Master on non-controlled section, in arranging \nthe crossing of trains-\n(i) Both on controlled sections, i.e. sections of the line on which stations are connected by \ntelephone with a “control office” and with adjoining station and on section on which there \nis no “control” when the conditions of weather are such as to require the deployment of fog \nsignalmen under General rule 3.61 and SR 3.61/1 (b), the fact will be advised by the SM on \nduty to adjoining SM & Control Office through DOT phone/Rly. Phone/Hot Iine/Block \ninstruments/CUG phone under exchange of Private Number.\n(ii) Except in the case of booked crossings, as shown in working Time T able between trains carrying \npassengers ‘Control’ on controlled section and Station Masters on non-controlled sections shall \nnot arrange a crossing between two trains at a station, unless there is clear margin of not less \nthan 10 minutes between the due arrival of the two trains to be crossed. This margin of ten \nminutes shall be over and above the normal running time or running time inclusive of the \ntime allowed over any temporary restriction which may be in force at the time.\n(iii) The procedure prescribed in Clause (ii) above, shall apply to crossing in the following cases :-\n(a) When one or both of the trains carrying passengers booked to cross or take precedence \nor give way at a station, runs late causing the crossing to take place at another station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 80, + "text": "CHAP. III) SIGNALS\n54\n(b) A train carrying passengers and a goods train of any description, including express \nGoods trains, even though a booked crossing is shown in working Time Table.\n(c) A train carrying passengers and a light engine.\nNote - For the definition of ‘train’, attention is called to G.R. 1.02 (58)\n(iv) So as to avoid a detention to the train carrying passengers, a crossing shall not be arranged \nunder clause (iii) (b) and (c) unless the non-passenger train or light engine is the first due to \narrive.\n(v) Not more than two trains, one of which is a train carrying passengers shall be permitted to \ncross at a station, except where a sufficient number of properly isolated reception lines are \nprovided.\nNote :- At stations where more than two trains are permitted to cross a clause to this effect shall be \nentered in the Station Working Rules.\nS.R. 3.61/3 : Necessity of placement of detonators:-\n(i) Where not necessary to place Detonators:- It is not necessary to place detonators to indicate \nlocation of a Stop signal to the Loco Pilot in following circumstances.\n(a) In sections where a reliable Fog Safe Device has been provided on locomotives.\n(b) Where adequate pre-warning is provided; i.e. at stations where double distant signals \nare provided;\n(c) Where maximum speed allowed in the station section is up to 15 kmph even at stations \nwhere pre warning signal is not available, but a Warning Boards exists;\n(d) Where speed of the section is less than 50 kmph but more than 15 kmph and the first \nsignal of a Station is not a stop signal.\n(e) In Automatic Signalling territory;\n(f) On Gate Signal\n(g) On departure signal\n(h) At the site(s) of Temporary Speed restriction imposed due to maintenance of Track / \nOHE / Signal.\n(ii) Where it is necessary to place Detonators:- The Detonators should be placed at 270 metres \nshort of the First Stop signal at stations detailed as under:-\n(a) At ‘A’ class stations where Warner exists - Detonators to be placed short of Home signal \nand not the Warner.\n(b) At ‘B’ class stations equipped with Lower quadrant Signals - Detonators to be placed \nshort of Outer signal.\n(c) In Multiple Aspect Signalling. where single Distant Signal is provided- Detonators to \nbe placed short of Home signal.\nNote: The fog signal posts will be provided only at stations where may be a requirement for placing \ndetonators. Such post may therefore, be shifted suitably based on the above mentioned \nposition (s).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 81, + "text": "CHAP. III) SIGNALS\n55\nSR 3.61/4 : - With the use of Fog Safe Device in locomotives, the Loco Pilot shall take action in \nregard to speed of train during fog as under:\n(i) In Absolute Block System the speed of the trains should not exceed 75 KMPH.\n(ii) In Automatic Block Territory the speed of the trains should not exceed.\n (a) After passing Automatic Signal at green - 75 KMPH,\n (b) After passing Automatic Signal at double yellow - 30 KMPH,\n (c) After passing Automatic Signal at yellow-be prepared to stop at the next stop signal.\n In case the Fog Safe Device is not available in locomotive or the device \nbecomes defective enroute, the maximum speed of 75 KMPH as indicated above \nshall be reduced to 60 KMPH or less in double distant/automatic signaling territory \nsubject to judgment of Loco Pilot. On all other sections the maximum speed of \n75 KMPH shall be reduced to below 50 KMPH or at a speed at which the loco pilot is able \nto control the train, whichever is less.\n(iii) In Automatic Signalling Territory, when modified Automatic Signaling System is introduced \nand visibility is not clear due to fog, the loco pilot shall comply with SR 3.61/4 (ii) as indicates \nabove. However, in case of clear vi sibility, he shall run the train at maximum permissible \nspeed subject to any other temporary or permanent speed restrictions in force.\n3.62 Placing of detonators in case of obstruction:\n(1) Whenever in consequence of an obstruction of a line, it is necessary for a railway servant \nto stop approaching trains, he shall proceed, plainly showing his Stop hand signal, \nto a point 400 metres from the obstruction and place on the line one detonator and \nthen proceed to a point 800 metres from the obstruction and place on the line three \ndetonators, about 10 metres apart, at such place :-\n\t Provided\t that\ton\tthe\tbroad\tgauge\tfirst\tdetonator\tshall\tbe\tplaced\tat\t600\tmetres\tand\tthree\t\ndetonators at 1200 metres from the obstruction about 10 metres apart from each other.\n(2) If the said railway servant is recalled before the obstruction is removed, he shall leave \ndown three detonators and, on his way back, pick up the intermediate detonator.\nS.R. 3.62/1 : The Railway servants deputed to place detonators in accordance with G.R. 3.62 (1) \nshall, after placing the detonators take his stand at a place from where he can obtain a good view of \nan approaching train and display a stop hand signal until he is recalled.\nS.R. 3.62/2 : Placing of Detonators on Single and Double Lines:- On single lines, the lines shall \nbe protected vide G.R. 3.62 (1) on each side of the obstruction. On double line, both tracks will be \nsimilarly protected whenever necessary to stop approaching trains (see also G.R. 6.03).\n3.63 Replacement of detonators on the line:- Every railway servant placing detonators on \nthe line shall see that they are, when necessary, replaced immediately after a train has \npassed over them.\nS.R. 3.63/1: On single line sections for trains leaving a station, the fog signalman deputed to place \ndetonator shall show to the Loco Pilot “Proceed” (Green) hand signal in accordance with G.R. 3.54.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 82, + "text": "CHAP. III) SIGNALS\n56\n3.64 Knowledge and possession of detonators:-\n(1) (a) All Station Masters, Train Managers, Loco Pilots, Gangmates, Gatemen and all \n other railway servants on whom this duty is laid by the Railway Administration, \n shall keep a stock of detonators.\n(b) The Railway Administration shall be responsible for the supply, renewal, periodical \ntesting and safe custody of such detonators and for ensuring that their use is \nproperly understood.\n(2) Every railway servant concerned with the use of detonators shall have a correct \nknowledge of their use and keep them ready for immediate use.\n(3) Every railway servant shall see that the railway servants in his charge concerned with \nthe use of detonators have a correct knowledge of their use.\nS.R.- 3.64/1 : Stock of Detonators:\n(i) A case containing 10 detonators shall form part of the equipment when on duty of every \npermanent way gang mate, Patrolman, Gateman, Bridge Guard, Cutting Guard, Train Manager \nand Loco Pilot on footplate, Key man and push trolley/motor trolley and lorry.\n(ii) The Sr. DOM shall prescribe the minimum number of detonators, which must be kept in stock \nat stations.\n(iii) The Divisional Rly Manager shall prescribe the number of detonators which must be kept in \nstock in each SE(P .Way) office and Loco Sheds respectively and also the minimum number \nbelow which the stock must not be allowed to fall.\n(iv) Station Masters, Loco Foremen and SE(P .Way) are responsible for seeing that the stock of \ndetonators is never allowed to fall below the minimum.\nS.R. 3.64/2. Supply of Detonators:-\n(i) Station Masters will supply detonators to Train Managers headquartered at their Station and to \nGateman working under their control.\n(ii) SE(P .Way) shall supply detonators to Gangmates, Keymen, Gateman (not covered in (i) \nabove), Bridge Guards, Cutting Guard and Patrolmen.\n(iii) Loco Foremen will supply detonators to Loco Pilots.\n(iv) The users of push trolley, motor trolley, lorries, etc. shall arrange for the supply of detonators \neither direct from the Divisional Rly. Manager’ s office or through the Station Masters, SE(P .Way) \nor Loco Foreman of their Headquarters station, as may be convenient.\nS.R. 3.64/3 : Storage of Detonators:-\n(i) Detonators must be carefully handled as they are liable to explode if roughly handled.\n(ii) Detonators shall be kept in Tin cases specially supplied and they shall be stored in dry places \nand not left in contact with the brick walls, damp wood, chloride of lime or other disinfectants, \nnor exposed to dampness or steam or other vapours.\n(iii) The month and year of manufacture is shown on the label outside each case and is also stamped \non each detonator/detonators must be used in the order of the dates stamped on them, those of \nthe oldest date being always used first. To facilitate ready withdrawal in this sequence, they \nshould also be stored accordingly.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 83, + "text": "CHAP. III) SIGNALS\n57\nS.R. 3.64/4 : Use of Detonators:-\n(i) For use, a detonator shall be placed on the centre of the head of the rail with the label or \nbrand of the detonator upwards, and shall be securely fastened to the rail by bending the \nclasps, attached with the detonators, round the upper flange of the rail.\n(ii) Station Masters, Loco Foremen and SE(P .W ay) are responsible for ensuring that the detonators \nin possession of the railway servants under them are tested as prescribed under the rules \nand that the staff know how and when to use them. For gatemen within station limits, this \nresponsibility will lie with the Station Master or Transportation Inspector of the section. \nSuch staff as are expected to use the detonators should be tested once in three months by the \nInspecting Officials and Senior Subordinates in regard to their knowledge of use of detonators.\n(iii) Each Station Master , Loco Foreman and SE(P .Way) will maintain a register of receipts, use \nand testing of detonators in respect of railway staff to whom the detonators were issued by \nhim.\nS.R. 3.64/5 : Testing of Detonators:-\n(i) At stations, Loco Sheds, etc. where stocks of detonating signals are kept for issue to Train \nManagers, Loco Pilots, Fog Signalmen or other railway servants, Station Masters, the Loco \nforemen or other railway persons in charge of such stock must test at least one detonator from \neach tin case issued to the staff. The deficiency in each of these cases should be made up by \na detonator or detonators from another tin case from which one detonator has been tested.\n(ii) Transportation Inspectors, Station Masters, Loco Foremen and SE(P .Way) are responsible to \nensure that the detonators in possession of railway servants within the jurisdiction are tested \nonce in 12 months.\n(iii)(a) The life of detonator is normally 5 years reckoned from the month of its manufacture. It \ncan, however, be extended further for a maximum of 3 years provided that detonators which \nare more than 5 years old are effective. For this purpose, two detonators of each batch/lot \nshould be tested at the end of 5 years and if the result of these tests are satisfactory, life of the \ndetonators of that batch should be extended by one more year, on expiry of which similar tests \nshould be conducted annually to extend the life of the detonators of that particular batch/lot \nup to a maximum of 8 years from the month/year of manufacture. Where, however, the tests \nindicated that the performance of detonators is not satisfactory; the whole of the stock of \nthe particular batch/lot should be withdrawn and replaced by fresh stock. Such tests should \ninvariably be conducted by a person not lower than the rank of a Senior Subordinate viz. TI, \nSE (P . Way), LI, LF , TFO and SE (Sig.). \nDetonators which are more than 5 years old and whose satisfactory performance has been \nassured through tests as prescribed above should be used. Unused detonators which are more than 8 \nyears old and others considered unfit for use shall be destroyed by the following methods-\n(i) By soaking them in light mineral oil for 48 hrs. and throwing them one by one into fire with \ndue precautions.\n(ii) By burning them in incinerator.\n(iii) By detonating them under the wagons during shunting operations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 84, + "text": "CHAP. III) SIGNALS\n58\n The destruction of time-barred detonators should be arranged in the presence of a railway \nservant who should preferably be a Gazetted Officer and in no case below the rank of senior \nsubordinate. He should ensure that during destruction every care is taken to see that the \nsplinters of detonators do not cause any injury to life and property.\nNote: There need not be any distinction between use of detonators for main line and Branch line \nduring this extended period. The detonators which are effective after their normal shelf life of \n7 or 5 years (as the case may be) need not be shifted to branch lines, after the expiry of their \nnormal shelf life, irrespective of their year of manufacture. These may continue to be used by \nthe same user, till their extended life is completed.\n Important warning:\n In no case the detonators should be buried or thrown in water at such places where they \ncould be recovered by human beings.\n(b) In case when at a station the fog signals are totally exhausted the following action should \nbe taken :-\n(i) Fog signalman must remain posted at the fog signal post with hand signal lamp showing yellow \nlight to the Loco Pilot so as to attract his attention. The fog Signalman should continuously try \nto draw the attention of the Loco Pilot by all means at his command including by lighting of \nmashals, and shouting etc.\n(ii) Loco Pilot should be more vigilant and on the look out for the fog signalman.\n(iii) Running of the trains be monitored by utilising inspectors of all concerned departments \nduring the period when normally dense fog is expected in a particular area.\n(iv) Control staff should frequently check the alertness of the staff and ensure that they are awake \nand cautious.\n(v) Use of loop lines for stabling of loads be avoided and trains should be passed on main lines as \nfar as practicable.\n(vi) Loco Pilots should make use of the inter station distances indicated in the working time table \nalong with the kilometre reading on their speedometers while passing stations so that they \nmay control the speed of their trains.\n(vii) Detonators bearing any sign of rust on the surface or appearing unsatisfactory in any way, or \nthose failing to explode during tests or in actual working shall be promptly returned to the \nissuing officer for replacement.\n(viiii) While testing detonators from a tin case the one which is the oldest as regards the date of \nmanufacture should be used.\n(ix) Detonators shall be tested under an empty wagon moving at 8 to 11 km per hour . The empty \nwagon must be propelled by a steam or electric locomotive. Tests shall not be carried out by \nan official lower in rank than Traffic Inspector , SE(P .Way), Transportation Inspector (Power) \nand Loco Foreman. Station Masters or Train Managers headquarter stations are, however, \nauthorised to test detonators in their charge or issued to them. Care must be taken to ensure \nthat test is not conducted in a crowded locality or near a level crossing where splinters from \ndetonators may cause injury.\n(x) Excepting the crew of the locomotive employed i n the test, no person shall be allowed to \nremain within a radius of 45 metres of the detonator which is being tested. The engine crew \nshall also keep themselves well within the cab while passing over the detonators. The official", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 85, + "text": "CHAP. III) SIGNALS\n59\nincharge of the testing operation shall, before commencement of the operation, be responsible \nfor posting sufficient men to ensure that no person encroaches upon the 45 metres safety \nradius until the test is completed.\n(xi) The staff while observing the safety radius of 45 metres laid down in sub- rule (x) above, \nplace themselves as far as possible in rear of the locomotive or train or wagon passing over \nthe detonators as it has been found in practice that splinters from detonators seldom fly in a \ndirection towards the rear of the wheel which explodes them.\n(xii) A record of the number of detonators tested as also the results of test shall be maintained in a \nspecial register kept for the purpose at the place of testing. Whenever detonators are issued for \nuse the following particulars shall be entered in the register:-\n (i) The No. of detonators issued;\n (ii) The person to whom issued;\n (iii) The purpose for which issued; and\n (iv) The number of detonators used;\n The person to whom the detonators were issued shall countersign the entry or record his \nthumb impression against it.\n(xiii) After the test is completed, result of the tests, shall be communicated to the issuing officer of \nthe detonators, by the official conducting the test.\n(xiv) The staff in possession of detonators must not make any improper use of them.\nG. Signals to warn incoming train of danger ahead\n3.65 The signals to be used to warn the incoming train of an obstruction shall be \na\tred\tflashing\thand\tsignal\tlamp\tat\tnight\tor\ta\tred\tflag\tduring\tday.\nS.R.3.65/1 : Warning Signals:-\n(a) Description : The signals to be used to warn the incoming train of an obstruction or danger \nahead shall be a red flashing hand signal lamp during night/weather impairing visibility or a \nred flag during day.\n(b) Stock : Minimum stock of flashing hand signal lamp to be kept with Railway servant while on \nduty is prescribed as under :\n Train Manager – One\n Loco Pilot/Motorman and Assistant Loco Pilot – One each\n Patrolman – One\n Gateman – Two\n3.66 Use of warning signals:- When it becomes necessary to protect an obstruction in a \nblock section, a signal may be used, as prescribed by special instructions under rule \n3.65, while the railway servant proceeds to place detonators.\n3.67 Knowledge and possession of warning signals:-\n(1) (a) All concer ned railway servant on whom this duty is laid by the Railway \nAdministration shall keep a stock of such signal as may be prescribed by special \ninstructions under rule 3.65;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 86, + "text": "CHAP. III) SIGNALS\n60\n (b) The Railway Administration shall be responsible for the supply, renewal and safe \ncustody of such signals as may be prescribed by special instructions under rule \n3.65 and for ensuring that their use is properly understood;\n (c) The Railway Administration shall supply every Train Manager, Loco Pilot, \nPatrolman and Gateman working on the Double or Multiple line, Ghat, \nSuburban or Automatic Block Territories with such signal as may be prescribed \nby special instructions under rule 3.65.\n(2) Every Railway servant concerned with the use of signals as prescribed by special \ninstructions under rule 3.65, shall have a correct knowledge of their use and keep them \nready for immediate use.\n(3) Every railway servant shall see that the railway servants in his charge concerned with \nthe use of warning signals as prescribed by special instructions under rule 3.65, have \na correct knowledge of their use.\nS.R. 3.67/1 : The Railway administration mentioned in GR 3.67(1)(a), (b), (c) shall be Divisional \nRailway Manager or an authorised railway official on his behalf.\nH.\tDefective\tfixed\tSignals\tand\tPoints\n3.68 Duties of Station Master generally when a signal is defective:-\n(1) As soon as a Station Master becomes aware that any signal has become defective or has \nceased to work properly, he shall -\n(a) immediately arrange to place the signal at ‘ON’ if it is not already in that position;\n(b) depute competent railway servants with such hand signals and detonators \nas may be required to give signals at the foot of the defective signal until he is \nsatisfied\tthat\tsuch\tsignal\thas\tbeen\tput\tinto\tproper\tworking\torder;\n(c) take action in accordance with Rules 3.69 and 3.70 as may be required for \nmovement of trains passing the defective signals; and\n(d) report the occurrence to the railway servants responsible for the upkeep of \nthe signals, and if the section is controlled, the Controller also.\n(2) When the Station Master receives information of any defect in a signal not pertaining \nto his station from the Loco Pilot or the Train Manager or any other railway servant, \nhe shall immediately inform the Station Master concerned of the fact and keep the \nController advised, where the section is controlled.\n(3)\t In\t case\tof\tsignals\tbecoming\tdefective\tat\tstations\tsituated\ton\tCentralised\tTraffic\tControl\t\nterritories,\tthe\tCentralised\tTraffic\tControl\tOperator\ton\tbecoming\taware\tof\tsuch\tdefects,\t\nshall take action in accordance with special instructions.\nS.R. 3.68/1 :\n(a) At an interlocked station provided with a cabin or cabins, should it be found even after due \ncheck that a signal governing the movement of a train cannot be taken ‘OFF’ the Station \nMaster on duty shall be informed. He shall arrange to have it checked by the Cabinman/\nSwitchman concerned or , where there is a Cabin S.M., by the latter, whether:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 87, + "text": "CHAP. III) SIGNALS\n61\n(i) all relevant points have been correctly set;\n(ii) all relevant facing points have been locked;\n(iii) interlocked level crossing gates, if any, have been closed and locked;\n(iv) correct slot has been given or received;\n(v) The relevant line is clear and free from obstructions.\n If after these checks, the concerned signals come ‘OFF’ normal working shall be resumed, with \nthe permission of the Station Master. If a signal still does not come ‘OFF’, the Cabinman/\nSwitchman or Cabin S.M. as the case may be, shall then ascertain whether there is a gap in \nany of the points caused by ballast or any other obstruction and arrange to remove them. \nIf, after this, the signal comes ‘OFF’ normal working shall be resumed with the permission \nof the Station Master . Should, however, the signal still fails to come ‘OFF’ the Cabinman/\nSwitchman or the Cabin S.M., as the case may be, shall confirm to the Station Master on \nduty that the signal is defective and such advice shall be confirmed by an exchange of private \nnumbers.\n(b)(i) At stations where electric point indications are provided in cabins to indicate the position of \nelectrically detected points and in cases where such an indication does not appear inspite of \ncorrect route having been set locked, the signal concerned should be operated and by pulling \nits relevant lever in case of colour light or motor operated signals. If signals come ‘OFF’ \nthe train should be received/despatched on signals as usual. If, however, the signal fails to \nrespond, the signal should be treated as defective and reception/ departure arranged as per the \nprocedure prescribed in these rules for reception/ despatch of trains on defective signals. In the \ncase of semaphore signals provided with electric signal reversers, if the point indication does \nnot appear , the signal should be treated as defective and reception/departure arranged as per \nthe procedure prescribed in these rules for reception/despatch of trains on defective signals.\nNOTE :- The station Working Rules of each station shall enumerate the precise signals provided \nwith reverser or electric signal motors or colour light signal units to make the application of \nthis procedure clear to the Cabinman.\n(ii) In case of electric indication of slots provided in Cabins, if electric indication of the slot \nfails due to failure of bulb or any other reason, the colour light/ or electric motor operated \nsignal should be operated by the Cabinman by pulling its relevant lever after verifying under \nexchange of private numbers that the relevant slot has been given. If the signal comes off, \nthe train should be received/despatched on signals as usual. If, however, the signal fails to \nrespond, the signal should be treated as defective and reception/despatch arranged as per the \nprocedure prescribed in these rules for reception/despatch of trains on defective signals.\n(iii) On Panel interlocking wherever the signal does not come ‘OFF’ but the route light appears \non the panel then all the relevant points are to be taken as to be correctly set and all relevant \nfacing points as locked, thereby fulfilling the requirement of SR 3.68/1(a). Reception /despatch \narranged as per the procedure laid down for reception/despatch of trains on defective signals.\n(iv) In Mechanical Interlocking when the point and lock levers are pulled properly, the proper setting \nof the point and also the locking of the relevant facing point can be taken as confirmed; \nWhere the light indication of the point i.e. for the ‘ N’ or ‘R’ aspect have been provided in the \nSM’ s office/cabin and the light indication of the point is working order then in case of failure \nof signal, the relevant point may be taken to be correctly set and facing point locked.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 88, + "text": "CHAP. III) SIGNALS\n62\n(c) At interlocked stations except major yards having RRIs and relay huts manned by S&T staff \nround the clock where no cabin man/ Switchman or Cabin SM are posted, if even after checks \nconducted as mentioned in SR 3.68/1(a) item (i) to (v) by SM on duty, signal still does not \ncome ‘OFF’, it shall be ascertained by the authorized staff deputed by SM on duty, whether \nthere is a gap in any of the point caused by ballast or any other obstruction and arrange to \nremove them. If after removing obstruction the signal still does not come “OFF”, the S&T staff \nwill be informed to rectify the failure.\n At major yards having RRI and relay huts manned by S&T staff, round the clock, if, even after \nchecks conducted as mentioned in SR 3.68/1(a) item (i) to (v) by SM on duty, signal still does \nnot come “OFF”, SM will advise S&T staff of the relay hut in jurisdiction of which the point \nlies, to check whether there is a gap in any of the point caused by the ballast or any other \nobstruction and arrange to remove them. If after removing obstruction the signal still does not \ncome “OFF” SM will issue failure memo to the S&T staff to rectify the failure. If the S&T staff \nof that relay hut is not available or busy in attending other failure at that point of time, the \nSM will ensure removal of obstruction mentioned above by authorized operating staff.\n(d) At non-interlocked station where points are fitted with key lock, the Station Master shall \ndepute an authorized staff to check that there is no gap in the point due to ballast etc. or \nany obstruction and if there is, should remove it. If this results, the signal comes ‘OFF’ then \nnormal working shall be resumed at such stations. The extraction of appropriate key will \nensure that the point have been correctly set and locked without any gap.\nS.R. 3.68/2 : If interlocking is in order and whenever possible, relevant levers shall be pulled in order \nto obtain the security provided by the interlocking.\nS.R. 3.68/3 : The Station Master on duty at the Station where any signal has become defective, shall \nact in accordance with G.R. 3.68 (a). Where it is not possible to put the signal back to ‘ON’, he shall \narrange to have a stop hand signal exhibited continuously at the foot of the defective signal. If the \nsignal lamp has been lit, it shall be put out until the signal is put back to ‘ON’.\nS.R. 3.68/4 : Defective interlocking:- When interlocking fails or becomes defective at an interlocked \nstation, the relevant signals shall be treated as defective.\nS.R. 3.68/5 : A shunt signal where provided should be used for shunting operations unless it is \ndefective. The Loco Pilot will ensure that shunt signal is taken ‘OFF’ before he passes it except in \nthe case he is informed that it is defective. In such a case he will be guided by hand signal exhibited \nby the person incharge of shunting operations.\nThe person-incharge of shunting operation shall ensure that all relevant points are properly set and \nfacing points are not gaping and also the facing point locks where provided are operated locking the \npoints.\nS.R. 3.68/6 :\n(a) Reporting of Defective Singal/Signals to the Signal Maintenance Staff- After confirming \nthat, the signal/signals is/are being declared defective, the Station Master on duty shall report \nsuch defects with complete particulars either in writing or on control/DOT phone/Rly phone/\nVHF set/CUG mobile to the concerned signal maintainers/SSE/SE(S&T). The defect of signal/\nsignals shall also be reported to Sectional TI, and the control on controlled section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 89, + "text": "CHAP. III) SIGNALS\n63\n The Station Master shall also make an entry of the failure immediately in the signal failure \nregister.\n(b) On arrival, the Signal Maintainer shall contact the Station Master, inspect the defective gear , \nissue disconnection memo (if required) rectify the faults and certify the failure in the Signal \nFailure Register. In case of doubt, he should ask the Station Master to demonstrate the failure. \nIf the failure cannot be demonstrated by the Station Master to the person attending the fault \nthen “Unable to Demonstrate” remarks should be entered in the signal Failure Register and \njointly signed.\n(c) If the defect has been put right and certified by the person attending to the fault, the Station \nMaster should satisfy himself, if necessary, by demonstration by the person attending to the \nfault.\n Thereafter , the Station Master and the person attending to the fault shall jointly issue a rectification \nmessage to all concerned and make an entry in the Signal Failure Register.\n3.68/7: Failure of signal lights, where colour light signals are provided -\n(a) At station provided with colour light signals where signal lights cannot be kept burning due to \npower failure including failure of standby arrangements, the SM must inform the station on \neither side and the section controller immediately, who shall inform the Sr. DEE/DEE and \nSr. DSTE/DSTE concerned.\n(b) Before despatching a train to such a station, SM of the previous Station shall issue T/409 to the \nLoco Pilot advising him of the absence of any light on the signals and therefore for keeping a \nlook out and to stop, at the foot of the first stop signal post of the station where signal light \nare out.\n(c) T/369-3(b) shall be issued to Loco Pilot by the Station Master of the station where the failure \nhas occurred, at the foot of the last stop signal/starter signal.\n Provision of SR 3.69/1, for issue of T/369(1) by the station in rear and the last nominated \nstation shall be applicable in such a case.\n3.69 Duties of Station Master when an approach Stop signal is defective:-\n(1) In the event of Outer or a Home or a Routing signal becoming defective, the Station \nMaster shall advise the station in rear and the nominated station in rear save in a case \nwhere a signal post telephone or a Calling-on signal is provided on the defective signal, \nin order that the Loco Pilots of approaching trains may be warned of the defective \nsignal and issued a written authority to pass such signal on receipt of proceed hand \nsignal at the foot of the defective signal.\n(2) The Station Master in rear as referred to in sub-rule (1) on receiving the advice of the \ndefective signal, shall immediately acknowledge it and advise the Station Master of the \nStation\twhere\tthe\tsignal\thas\tbecome\tdefective,\tof\tthe\tnumber\tof\tthe\tfirst\ttrain\twhich\twill\t\nbe\tnotified\tof\tthe\tdefective\tsignal\tand\tagain\ton\treceipt\tof\tthe\tadvice\tthat\tthe\tdefective\t\nsignal has been put into proper working order, shall advise the number of the train so \nnotified\tlast.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 90, + "text": "CHAP. III) SIGNALS\n64\n(3) The Station Master of the station where the signal has become defective shall, before \nauthorising a train to pass the defective signal, ensure that the conditions for taking \n‘OFF’\tthat\tsignal\thave\tbeen\tfulfilled.\tHe\tshall\tthen\tauthorise\tthe\tLoco\tPilot\tto\tpass\tthe\t\ndefective signal at ‘ON’ in one of the following manners-\n(a) When the Loco Pilot of an approaching train has been advised of the defective \nsignal at a station in rear - by deputing a competent railway servant in uniform \nunder clause (b) of sub- rule (1) or Rule 3.68, to exhibit proceed hand signal at \nthe foot of the defective signal to the approaching train. In such cases, the Station \nMaster shall not give Line Clear to the station in rear unless the conditions for \ntaking ‘OFF’ the signal which has become defective, have been complied with; or\n(b) When the Loco Pilot of an approaching train has not been advised of the defective \nsignal at a station in rear- by having a written authority authorising the Loco Pilot \nto pass the defective signal at ‘ON’, delivered at the foot of the defective signal \nthrough a competent railway servant; or\n(c) by taking ‘OFF’ the Calling On signal where provided; or\n(d) by authorising the Loco Pilot to pass the defective signal at ‘ON’ over the signal post \ntelephone where provided, in accordance with special instructions.\n(4) When the Home signal becomes defective, the Outer shall also be deemed to be out of \norder and the procedure prescribed in sub-rules (1), (2) and (3) shall be followed.\nS.R. 3.69/1 : The nominated station for the purpose of G.R. 3.69 (1) shall be:\n(i) the last stopping station in case of Mail, Express and passenger trains.\n(ii) the last notice station contained in the list provided in Working time Table (for the purpose of \nissue of caution order) for all other trains/light engine.\n(iii) In case procedure covered by Sub-para (i) & (ii) above cannot be adopted, the train originating \nstations.\n(iv) In case of sub para (i),(ii)&(iii)above the Authority shall be T/369-(1) i.e. Advance authority \nto pass defective signals.\nS.R. 3.69/2 : Inter-r elated Signals - When a Loco Pilot who has not been issued form T/369-(1) \n(Advance authority to pass signal in defective or in “ON” position) at a previous station, is stopped \nat the first stop signal which is first of the series of inter related signals, the Station Master after \nsatisfying himself in regard to the conditions for the reception of the train and ensuring that the \npoints if any in the route of the train have been set and facing points locked shall issue form T/369- \n3(b) (an authority to pass the signal in “ON” or defective position) authorizing the Loco Pilot to pass \nnot only the first stop signal irrespective of its indication, but also to pass the subsequent approach \nsignals in the “ON’ position. Any subsequent signals which are in working order, should however, be \ntaken “OFF” to secure the advantage of interlocking, mentioning them on the space provided on the \nauthority.\nSR 3.69/3: Reception of a Train when Home or Routing Signal is defective:\n(a) If calling On Signal is not provided or defective, the Station Master shall depute a railway \nservant with hand signals at the foot of the defective Home or Routing signal as well as at the \nfoot of the Outer Signal, if any. The Railway Servant as deputed at the Outer will repeat the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 91, + "text": "CHAP. III) SIGNALS\n65\nindication given by a hand signal at the Home or the Routing Signal. The Loco Pilot will pass \nthe Outer or Home (or Routing) signals at a speed of 15 KMPH on the authority of T/369-(1) \nor T/369-3(b) issued to him as per GR 3.69.\n(b) When the routing signal is defective, the Home signal or any inter-related approach signal in \nadvance shall also be deemed to be defective.\nS.R. 3.69/4 : In terms of G.R. 3.69 (1) at stations where signal post telephones are provided, the Loco \nPilot shall be authorised to pass the defective signal in ‘ON’ position by the S.M. on duty by giving him \nprivate number , clearly indicating the signal/signals which has/have to be passed by the Loco Pilot in \n‘ON’ position. The Loco Pilot must record the Private Number and the particulars of signal/signals/\ntime in his note book. Similar entries should be made by the Station Master in a special register.\nSR 3.69/5 : (a) - T/369-3(b) Authority to pass signal in “ON” or defective position:-\n(i) The form T/369-3(b) i.e. Authority to pass signal in ‘ON’ or defective position is printed in \nduplicate and bound in serially machine numbered books to enable the carbon impression to \nbe taken.\n(ii) This form shall be issued by the Station Master on duty of that station where the signal/signals \nis/are failed/defective.\n(iii) The name of the station should be written in full and in block letters.\n(iv) The complete Number and description of a train shall be written in the space provided in the \nform.\n(v) The description and No. of the signal/signals required to be passed at “ON” or in defective \nposition shall be written in block letters in the space provided in form and name of the \nstation shall be filled.\n(vi) If the Routing/Intermediate/Home signal/signals is/are defective, the line number should be \nfilled, on which the train is to be received in figures and words; otherwise leave the column \nblank with marking “______”.\n(vii) If Form T-369-3(b) is issued for last stop signal, name of the station from where the line clear \nhas been obtained along with private number should be written in figures and words in the \nspace provided in the form. In addition to the private number, the train number of the last \ntrain which cleared the section with its last vehicle at the station from where the line clear \nand the private number has been obtained should be written in the space provided in the form \nT/369-3(b). The form T/369-3(b)is provided in the Block Working Manual.\n(viii) The same form shall not be used for both reception and departure signals. One form may, \nhowever, be used for one or more defective signals of the group of approach signals and \nsimilarly one form may be used for one or more group of departure signals.\n(ix) Where the defective signal is one of the signals fixed on a bracketed post the defective signal \nshall be specifically mentioned on the form by the route it governs.\n(x) The signature of the station master on duty shall be in full on the form, initials are not permitted.\n(xi) The original foil shall be delivered to the Loco Pilot, who shall sign for the same, showing \nalso the time of receipt and date, in the space provided in the record copy. The carbon copy \nshall not be delivered to the Loco Pilot but shall form the station record.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 92, + "text": "CHAP. III) SIGNALS\n66\n(xii) When a train is being worked with more than one engine in front, the Loco Pilot of additional \nengine, shall also sign on the form before it is handed over to the Loco Pilot of the leading \nengine for acceptance and acknowledgment.\n(xiii) No correction, erasure or overwriting what so ever must be made while preparing the form. \nIf in writing out the form a mistake is made, the form should be cancelled and the word \n‘cancelled’ should be written across the form and a fresh form be pr epared.\n(b) T/369-(1). - Advance authority to pass defective signals:-\n(i) The form T/369-(1) i.e. Advance authority to pass defective signal shall be issued by the \nstation as described in SR 3.69/1(i), (ii) & (iii ).\n(ii) At top of the form T/369-(1) in blank space the name of Station, where the signal/signals has/\nhave to pass in “ON” or defective condition shall be filled. Below that, there is again a blank \nspace for the name of Station. In this space; the name of issuing Station shall be filled.\n(iii) The complete number and description of a train shall be written in the space provided in form.\n(iv) All the precaution laid down in items (ix) to (xiii) of above Para (a) shall be taken.\n(c) Precautions:-\n(i) The Loco Pilot who receives the form T/369-3(b) or T/369-(1) for a defective stop signal \nshall pass the signal concerned at a reduced speed, not exceeding 15 KMPH on hand signal from \nthe Railway servant deputed in terms of GR 3.68(1)-(b) subject to the exceptions indicated \nin the instructions in the form itself. He shall observe all due caution and be prepared to stop \nshort of any obstruction including level crossing gates situated within Station limits.\n(ii) The Loco Pilot shall make over all forms received by him along with his Joint Train Report to \nthe Loco Foreman at the end of the journey.\n(iii) When defective IBS is passed at “ON” position as per SR 3.75/1(5) a clear endorsement \nshould be made in the authority T-369/3b by Station Master of station in rear of IBS, regarding \nhaving obtained line clear from station in advance under exchange of private number. The \nStation Master should also cancel the printed speed limit for IBS if any in such cases on \nT-369/3b.\n3.70 Duties of Station Master when a departure Stop signal is defective:-\n(1) In the event of a Starter becoming defective, the Station Master may authorise the \nLoco Pilot to pass such signal by a written authority which shall be handed over to \nthe Loco Pilot at the station where the defective signal is located in addition thereto, a \ncompetent railway servant shall show hand signals to the departing train in accordance \nwith the instructions of the Station Master or by taking ‘OFF’ the Calling-on signal, \nif provided under sub-rule (2) of 3.13, after the train has been brought to a stand at the \ndefective signal.\n(2) In the event of an Advanced Starter becoming defective, hand signals may be dispensed \nwith and the Station Master may authorise the Loco Pilot to pass such signal by a \nwritten authority, which shall be handed over to the Loco Pilot at the station, where the \ndefective signal is located :\n Provided that in exceptional circumstances where, under approved special instructions, \nan Advanced Starter protects any points, hand signals shall not be dispensed with.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 93, + "text": "CHAP. III) SIGNALS\n67\n(3) For the purpose of handing over the written authority mentioned in sub-rules (1) and (2), \nthe train shall be stopped at the station where the defective signal is located. The written \nauthority to pass a defective departure Stop signal shall not be handed over to the Loco \nPilot unless all the conditions for taking ‘OFF’ such signal have been fulfilled.\n(4) Where under special instructions a Calling On Signal has been provided below a \ndeparture Stop signal, other than the last Stop signal, the Calling on signal shall not be \ntaken ‘OFF’ unless the conditions for taking ‘OFF’ the departure Stop signal above it \nhave been fulfilled.\nS.R. 3.70/1 : (a) The written authority shall be on form T/369-3(b).\n(b) The railway servant giving hand signals at the foot of the defective starter signal shall also \nsatisfy himself that the nearest point in the route is correctly set and is clear and free from \nobstruction for the dispatch of the train.\n(c) Before issuing the Form T/369(3b)for last stop signal, the Station Master on duty must ensure \nthat Last Proceeding Train cleared the block section with its last vehicle and Line Clear has \nbeen obtained from the block station in advance. An endorsement to this affect that the last train \nhas cleared the block section along with last vehicle and line clear has been obtained shall be \nmade on the form T/369(3b) showing also the private number received from the block station \nin advance. If the Line Clear is obtained by the Switchman or the Cabin SM, it shall be got \nconfirmed by the Station Master on duty under an exchange of private number. \n3.71 Warner or Distant signals defective in the ‘OFF’ position:-\n(1) (a) If a Warner signal on a post by itself or a Distant Signal is out of order and cannot be \nkept in the ‘ON’ position, a Stop hand signal shall be shown at the foot of the signal. At \nnight, the light or lights of the signal shall be extinguished and the train, after being first \nbrought to a stand, may then be hand-signalled past the signal. Advice of the defective \nsignal shall be given to the Loco Pilots of trains at the station in rear warning them to \nstop at such signal.\n (b) If a Warner signal placed below a Stop signal becomes defective and cannot be kept in the \n‘ON’ position, the Stop signal above it shall be treated as defective and by night the light \nof the Warner signal shall be extinguished.\n(2) If the Warner or Distant signal of an Intermediate Block Post is defective and cannot \nbe kept in the ‘ON’ position, the Intermediate Block Stop signal shall also be kept at \n‘ON’ and treated as defective and action taken as per Rule 3.75.\n3.72 Warner not to be used when Stop signal is defective:- Whenever a Stop signal \nis defective or ceases to work properly at a station provided with Warners, the Warner \napplying to the line to which the defective stop signal applies shall be kept at ‘ON’ until \nthe defective Stop signal is rectified.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 94, + "text": "CHAP. III) SIGNALS\n68\nS.R. 3.72/1 : Defective Home signal at stations with Multiple Aspect Signals:- Whenever the Home \nSignal is defective or ceases to work properly at a station equipped with manually operated multiple \naspect signals, the relevant Distant signal shall be kept ‘ON’ until the defective Home signal is \nrectified.\n3.73 Passing of a gate Stop signal at ‘ON’ :-\n(1)\t When\t a\tLoco\tPilot\tfinds\ta\tgate\tStop\tsignal\tat\t‘ON’, he shall sound the prescribed code \nof whistle and bring his train to stop in rear of the signal.\n(2) (a) If the gate Stop signal is provided with a ‘G’ marker, the Loco Pilot shall wait at \nthe signal for one minute by day and two minutes by night, and if the signal is not \ntaken ‘OFF’ within this period, he may draw his train ahead cautiously up to the level \ncrossing, and.\n (b) If the Gateman is available and exhibiting hand signals, proceed further past the \ngate cautiously, or\n (c) If the Gateman is not available, or, is available but not exhibiting hand signals, he \nshall stop short of the level crossing, where he shall then be hand signalled past the \ngate by the Gateman, if there is one or in the absence of the gateman, by one of the \nmembers of the engine crew of the train after ascertaining that gates are closed against \nroad\ttraffic.\n(3)\t If\t the\tLoco\tPilot\tfinds,\tafter\tstopping\tat\tthe\tsignal,\tthat\tthere\t\t\t is\tno\t‘G’\tmarker,\the\t\nshall proceed further only in accordance with the procedure laid down under special \ninstructions.\nS.R. 3.73/1 : In non-automatic signalling territories where local site conditions require, a distinctive \ngate signal shall be provided with square marker plates, yellow in colour and letter ‘G’ inscribed \nthereon for controlling the entry of a train into a rail-cum-road bridge. When a Loco Pilot finds such \na gate signal at ‘ON’ , he must sound a long whistle and bring his train to a stop in rear of the signal. \nIf after waiting for one minute by day and two minutes by night the signal is not taken ‘OFF’, he \nmay draw his train ahead cautiously on hand signals given by the Asstt. Locopilot and stop in rear \nof rail-cum-road bridge/level crossing gate.\nThe Loco Pilot sh all not pass rail-cum-road bridge unless he is piloted by the Gateman or \nhand-signalled forward by the Gateman walking ahead of the train. In the absence of the Gateman, \none of the engine crew must close the gates against road traffic at both ends of the bridge and hand \nsignal the train through the bridge in a similar manner.\nIn case there is bridge between the gate signal and the gate, the Loco Pilot must be hand \nsignalled across the level crossing gate by the Gateman or by one of the engine crew when the \nGateman is absent. The person giving such signals will ensure that the level crossing is clear and the \ngates have been closed against road traffic.\n3.74\t Absence\tof\ta\tfixed\tsignal\tor\ta\tsignal\twithout\ta\tlight\t–\n(1)\t\t (a)\t If\tthere\tis\tno\tfixed\tsignal\tat\ta\tplace\twhere\ta\tfixed\tsignal\tis\tordinarily\tshown,\tor\n (b) If the light of a signal is not burning when it should, or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 95, + "text": "CHAP. III) SIGNALS\n69\n (c) If a white light is shown in place of a colour light, or\n (d) If the aspect of a signal is misleading or imperfectly shown, or\n (e) if more than one aspect is displayed.\n The Loco Pilot shall act as if the signal was showing its most restrictive aspect:\n Provided that during night, if in the case of a semaphore Stop signal for approaching \ntrains\tonly,\tthe\tLoco\tPilot\tfinds\tthe\tsignal\tlight\textinguished,\the\tshall\tbring\this\ttrain\tto\t\na\tstop\tat\tsuch\tsignal.\tIf\the\tfinds\tthat\tthe\tday\taspect\tof\tsuch\tsignal\tis\tclearly\tvisible\tand\tis\t\nsatisfied\tthat\tthe\tsignal\tis\tin\tthe\t‘OFF’ position, he shall proceed past it upto the station \ncautiously at a restricted speed obeying all intermediate Stop signals, if any, relating to \nhim, and report the matter to the Station Master for necessary action.\n(2) At Station equipped with a colour light signal provided with a ‘P’ marker, the Loco Pilot shall \nbring his train to a stand if it does not show any light or shows an imperfect aspect and having \nsatisfied\thimself\tthat\tthe\tsignal\tis\tprovided\twith\ta\t‘P’\tmarker,\tshall\tproceed\tpreparing\tto\tstop\tat\t\nthe next Stop signal and shall be guided further by its aspect.\nS.R. 3.74/1 :\n(a) When a Loco Pilot comes across any signal which is flickering/bobbing, he should consider that \nsignal to be showing the most restrictive aspect and being his train to a stop short of it. If the signal \nassumes steady aspect, and remains steady for 60 seconds, the Loco Pilot should act according to the \nsteady aspect so shown. If, however, the signal continues to flicker/ bob and does not assume the steady \naspect for 60 seconds, he should treat the signal as defective and take further action accordingly.\n(b) When a Loco Pilot comes across any signal which is showing more than one aspect simultaneously, he \nshall take action as detailed below :\n(i) In case of a manual stop signal, he shall observe GR. & SR’ s 3.69, 3.80, 3.81 treating the \nsignal as defective.\n(ii) In case of automatic signal, he shall obe y the most restricted aspect.\n3.75 Passing of Intermediate Block Stop signal at ‘ON’:-\n(1)\t When\t a\tLoco\tPilot\tfinds\tan\tIntermediate\tBlock\tStop\tsignal\tat\t‘ON’,\the\tshall\tstop\this\ttrain\tin\trear\tof\t\nthe signal and contact the Station Master of the block station in rear on the telephone, if provided on \nthe signal post.\n(2) The Station Master shall authorise the Loco Pilot to pass the Intermediate Block Stop signal if \ndefective, as prescribed by special instructions.\n(3) If the telephone is not provided or is out of order, the Loco Pilot after waiting for 5 minutes at the \nsignal shall pass it at ‘ON’ and proceed cautiously and be prepared to stop short of any obstruction, \nat a speed not exceeding 15 kilometres an hour if he has a good view of the line ahead, otherwise at \na speed not exceeding 8 kilometres an hour and report the failure to the Station Master at the block \nstation ahead.\n(4) The station Master of the block station working the Intermediate Block Stop signal on becoming \naware that such a signal is defective shall, before despatching a train, treat the entire section up to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 96, + "text": "CHAP. III) SIGNALS\n70\nthe block station immediately ahead of the Intermediate Block Post as one block section and issue \na written authority to the Loco Pilot to pass the defective Intermediate Block Stop signal at ‘ON’, \nwithout stopping at the signal in accordance with the procedure prescribed by special instructions.\nS.R. 3.75/1: Passing Intermediate Block Stop signal at ‘ON’:-\n(1) When a Loco Pilot finds an Intermediate Block Stop signal at ‘ON’, he shall bring his train to a stop \nin rear of the signal, advise the Train Manager of the fact by sounding a long continuous whistle and \ncontact the Station Master of the block station in rear , on the telephone provided for the purpose on the \nsignal post.\n(2) If the Station Master, on being contacted on telephone by the Loco Pilot, finds that the signal is \ndefective, he shall, after obtaining the line clear for the train from the station in advance, authorise \nthe Loco Pilot on the telephone to pass the Intermediate Block Stop Signal at ‘ON’ and enter the block \nsection ahead. He shall also advise the Loco Pilot of the Private Number under which he had received the \nline clear from the station in advance.\n(3) If, however, the telephone provided at the Intermediate Block Stop signal post is out of order and the Loco \nPilot is unable to contact the station in rear he shall wait for 5 minutes at the signal and if within this \nperiod the signal is not taken ‘OFF’, he may, after advising the Train Manager of this fact by sounding \none long whistle which may be repeated if necessary, and after exchanging all right signal with him \npass the Intermediate Block Stop signal at ‘ON’ and proceed cautiously into the block section ahead. \nWhen an Intermediate Block Stop signal is passed in this manner the speed of the train shall not exceed \n15 KMPH if the visibility is good Where, owing to any reason, the line ahead cannot be seen clearly \nthe Loco Pilot shall proceed at a very slow speed, which shall under no circumstances exceed 8 Km \nper hour. From the Intermediate Block Stop Signal to the first Stop Signal of the block station ahead, \nthe Loco Pilot shall be extremely vigilant and cautious and be on the look out for obstructions, so that \nhe is always in a position to stop short of any possible obstruction.\n On reaching the block station ahead, the Loco Pilot shall report the failure of the signal/the telephone, \nas the case may be, to the Station Master.\n(4) When the Loco Pilot has to pass an IBS signal at ‘ON’, he shall proceed cautiously as laid down in GR. \n3.75 (3) and will continue to proceed cautiously, until he reaches the foot of the next stop signal and even \nif that signal is ‘OFF’ the Loco Pilot shall continue to look out for any possible obstruction short of \nthe same and will act upon its indication only after he has reached it.\n(5) However, if the Station Master of the block Station immediately in rear of an intermediate Block Stop \nSignal is aware that such a signal is defective, he shall, before dispatching a train, obtain the line \nclear of the block section between the intermediate Block Stop Signal and the block station in advance \nand then issue a written authority to the Loco Pilot to pass the intermediate block stop signal a head \nat “ON” without stopping at the signal.\n An endorsement shall be made on such an authority that the line clear for the block section up to next \nstation has been obtained under private number quoting the private number so obtained from the \nStation Master of the block station in advance.\n In such cases, the speed limit imposed by clause 3.69/5(c)(i) will not be applicable, subject to \nobservance of SR-3.69/5(c)(iii).\nNote - On those section where due to gradients and other local conditions, the Loco Pilot cannot leave his \nengine, special rules may be laid down to meet with such eventualities.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 97, + "text": "CHAP. III) SIGNALS\n71\nS.R. 3.75/2: Normally intermediate Blo ck Stop Signal shall not be protecting Level Crossing Gates, but in \nacute emergency if it is required, following procedure will be adopted:\nIntermediate Block Stop Signal protecting a level crossing gate: A legend board will be provided on IB \nSignal post with legend “ IBS signal protecting LC Gate. Ensure its closure before passing IBS signal at \n‘ON’.” This legend board shall be of White background with legend written in Black.\nPassing Intermediate Block stop signal protecting a level crossing gate, at ‘ON’:-\n(i) When LP finds such IBS signal at ‘ON’, he shall bring his train to a stop in rear of the signal, advise \nthe Train Manager of the fact by sounding one long whistle continuously at distinct intervals and \ncontact the Station Master of the block station in rear, on the telephone provided for the purpose on \nthe signal post/MTRC.\n(ii) If the SM, on being contacted on telephone/MTRC by the Loco Pilot, finds that the signal is defective, \nSM shall treat the LC gate as non interlocked and will obtain private number from the Gateman \npersonally and endorse in Train Signal Register, if LC gate falls under his control or through the SM \nof station at other end in case LC gate falls under his control as an assurance of closure of LC gate. \nSM shall authorize the Loco Pilot on the telephone/MTRC to pass the Intermediate Block Stop signal \nat ‘ON’ and enter the block section ahead by issuing Private Number under which he had received \nline clear from the station in advance. Loco Pilot will note the Private Number in his Memo Book, \nsound whistle in prescribed code (short-long-short), obtained all right signal from Train Manager \nand proceed with normal speed.\n(iii) If the telephone provided at such IBS signal/MTRC is out of order and the Loco Pilot is unable to \ncontact the station in rear, he shall try to contact SM repeatedly and wait for 5 minutes at the signal \nand if within this period the signal is not taken ‘OFF’ the Loco Pilot shall take cognizance of the legend \nboard provided at the IBS signal as mentioned above. He may, after advising the Train Manager of \nthis fact by sounding one long whistle which may be repeated as necessary and after exchanging all \nright signals with him, pass the Intermediate Block Stop signal at ‘ON’ and proceed cautiously up \nto the level crossing and if the gateman is available and exhibiting hand signal, proceed further and \npass the gate cautiously or if the gateman is not available or is available but not exhibiting hand \nsignal, he shall stop short of the level crossing and after ascertaining that the Gate is closed against \nthe road traffic and on getting the hand signal from gateman or in the absence of gateman by one of \nthe members of engine crew of the train, the Loco Pilot shall sound prescribed code of whistle and \nproceed cautiously and be prepared to stop short of any obstruction including Level crossing gate, if \nany. When such a signal is passed in this manner, the speed of the train shall not exceed 15 KMPH \nif the visibility is good. Where, owing to any reason, the line ahead cannot be seen clearly, the Loco \nPilot shall proceed at a very slow speed, which shall under no circumstances exceed 8 KMPH. Loco \nPilot shall be extremely vigilant and continue to proceed cautiously till he reaches the foot of next \nstop signal. Even if that signal is in ‘OFF’ position, the Loco Pilot shall continue to look out for any \npossible obstruction short of the same and will act upon its indication only after he has reached it. \nAfter being received at the block station ahead, the Loco Pilot shall report the failure of the signal/\ntelephone/MTRC as the case may be, to the Station Master by means of communication/written memo.\n(iv) However, if the Station Master of the block station immediately in rear of such an Intermediate Block \nStop Signal is aware that the said IBS signal is defective, gate protected by IBS signal shall be treated \nas non-interlocked and before dispatching a train he shall obtain ‘Line Clear’ from station in advance", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 98, + "text": "CHAP. III) SIGNALS\n72\nand also obtain private number from gateman personally, if under his control or from the SM of \nstation at other end, as an assurance of closure of LC gate. Then he shall issue a written authority \nT/369(3b) to the Loco Pilot to pass the Intermediate Block Stop signal ahead at ‘ON’ without stopping \nat the signal at normal speed subject to other speed restrictions in force by endorsing both private \nnumbers.\nNote- (i) On those sections, where due to gradients and other local condition, the Loco Pilot can not \nleave the engine, he will sound two long and two short whistles distinctly for the Train Manager \nto assist and come to engine. In such cases the duties of the Loco Pilot will devolve upon the \nTrain Manager.\n (ii) Division shall change Station Working Rules and Gate Working Rules accordingly.\nS.R. 3.75/3 :\n(a) If the Block instrument provided at the stations on either side of an Intermediate Block post, or the last \nstop signal of the station in rear of Intermediate Block post or the track circuiting or the axle counters \nbeyond the last stop signal fail, the Intermediate block stop signal shall be deemed to be defective and \nthe procedure laid down in S.R. 3.75/1(5) shall be adhered to.\n(b) The detailed procedure to be followed in the event of failure of Axle counters and the Intermediate Block \nStop signal shall be incorporated in the Station Working Rules of the stations concerned.\nS.R. 3.75/4 : The station Master of the block station working the intermediate block stop signal shall not \ndespatch the train till such time complete arrival of the first train has been received from the block station in \nadvance.\n3.76\t Intimation\tto\tofficials\twhen\tdefects\tremedied\t :-\n As soon as a defective signal has been put into good working order, the Station Master shall \nintimate the\tfact\tto\tthe\tofficials\twho\twere\tadvised\tof\tits\tbeing\tdefective.\n3.77 Defective or damaged points etc :-\n(1) Whenever points, crossing or Guard rails are defective or damaged, the railway servant in charge of \noperation of points shall protect them and immediately arrange to report the circumstances to the \nStation Master.\n(2) The Station Master, on becoming aware of such defective or damaged points etc., shall -\n(a)\t immediately\tarrange\tto\thave\tthe\tdefect\trectified\tby\tthe\trailway\tservant\tresponsible\tfor\ttheir\t\nmaintenance.\n(b) arrange to ensure the safe passage of trains and\n(c)\t keep\tthe\tsignal\tor\tsignals\tconcerned\tat\t‘ON’\tuntil\tthe\tdefect\tis\trectified.\nS.R. 3.77/1 : Whenever points, crossings or Guard rails are damaged the Station Master shall arrange to \nadvise the SE(P .Way) and in the case of interlocked points, the SE (Sig.) also.\nS.R. 3.77/2 : If points are damaged, the Station Master shall examine and decide if it is safe to pass trains over \nsuch points at restricted speed which shall not exceed 8 KMPH. Caution Order shall be issued accordingly \nto the Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 99, + "text": "CHAP. III) SIGNALS\n73\nS.R. 3.77/3 : In the event of a point being burst through, the train shall not be backed.\n3.78 Duties of engine crew in respect of signals:-\n(1) (a) The Loco Pilot shall pay immediate attention to and obey every signal whether the \ncause of the signal being shown is known to him or not;\n (b) The Loco Pilot shall not, however, trust entirely to signal, but always be vigilant and \ncautious.\n(2) (a) The Loco Pilot shall whistle intermittently when his engine explodes detonator(s) and \ntake every possible caution including reduction of speed as necessary, so as to have the \ntrain well under his control and be able to stop short of any obstruction on the line;\n (b) After proceeding 1.5 kilometres from the place where his engine exploded detonator(s), \nif his engine does not explode any more detonator(s), he may then resume authorized \nspeed; and\n (c) Report the incident to the next station or cabin.\n(3) If in consequence of fog, storm or any other reason, the view of the signal is obstructed, the \nLoco Pilot shall take every possible precaution, so as to have the train well under control.\n(4) When the Loco Pilot notices a signal warning of an obstruction, except detonator(s), he shall stop \nhis train immediately and act on advice of the person exhibiting warning signal or on the basis of \nobstruction noticed by him.\n(5) In case no further details of exhibition of warning signal are noticed, after stopping for one \nminute by day and two minutes by night to ascertain the location and/or cause of the warning, \nhe shall proceed cautiously upto the next block station, keeping a sharp look out.\n(6) The Loco Pilot shall acquaint himself with the system of working, location of signals and other \nlocal\tconditions\taffecting\tthe\trunning\tof\ttrains\ton\ta\tsection\tor\tsections\tof\tthe\trailway\tover\twhich\t\nhe is to work and if he is not so acquainted with any portion of the railway over which he is to \nwork,\tobtain\tthe\tservices\tof\ta\tqualified\trailway\tservant\twho\tis\tconversant\twith\tit\tto\tassist\thim.\nS.R. 3.78/1: Qualified Railway servant: - The Railway servant must be a Loco Pilot who knows the road. \nHowever, in case of movement between a block station and a siding attached to it, the following category of \nstaff shall be treated as qualified railway servant to assist the Loco Pilot: LP/ALP/Train Manager/Points man \non locomotive/Loco Inspector/Sectional Traffic Inspector/Station Master.\nHowever, it shall be mandatory for the listed category of staff serving the station to undergo road learning for \nthe yard layout/siding for three days and their assurance shall be obtained in the station assurance register \nand certified by the SS/Sectional TI. The validity of the certificate shall be 01 year from the date of issue.\nS.R. 3.78/2 : Precautions to be taken by the Loco Pilot when view of signals is obstructed:- In thick, foggy \nor tempestuous weather impairing visibility or when the view of the signals is obstructed, the Loco Pilot shall \nwhistle continuously (as per item 9 (a) of S.R. 4.50/3) and take every possible precaution including reduction \nof speed as necessary so as to have the train well under control and be able to stop short of any possible \nobstruction on the lines.\nS.R. 3.78/3 :\n(a) Every Loco Pilot/Assistant Loco Pilot should be given three trips (Up and Dn direction separately) for \nlearning road out of which one must be by night to familiarize himself with the section (s) on which he \nis rostered for duty. On Ghat section and in Automatic territories minimum 6 trips of road learning shall", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 100, + "text": "CHAP. III) SIGNALS\n74\nbe provided in both the directions. If more than one line is available in a section, at least one trip of road \nlearning in each line shall be provided.\n However, no separate road learning is required for Loco Pilot/Assistant Loco Pilot who are \nalready having road learning in the section, in case the existing section/yard is being added with 2nd, 3rd, \n4th line or IBS. In such cases, running staff may move train in such sections with maximum speed of 40 \nKMPH during day and 15 KMPH by night for the first two trips to acquaint themselves.\n(b) On promotion to or officiating as LP (Goods) road learning as prescribed in SR 3.78/3 (a) has to be \nprovided to Loco Pilot to under stand train dynamics.\n(c) If loco pilot / assistant loco pilot has not operated on a section for over 3 months, he should be \ngiven road learning trip/s as per the schedule given below:\nDuration of Absence No. of trips No. of trips on Ghat section and Automatic Territories\n3 to 6 months One trip Three trips\n6 month to 2 years Two trips Three trips\nOver 2 years Three trips Six trips\n(d) Any additional trip/s considered necessary should be provided with the approval of the controlling \nbranch officers of the Division.\n(e) The scale of the trips provided as above would apply to all systems of working.\n(f) A register should be maintained at the crew booking point. A loco pilot/assistant loco pilot should \nrecord in the register 15 days in advance that he is lapsing road learning in a section. Also, the base \ndepot should keep a record of the date of the last trip performed by a loco pilot/assistant loco pilot on \ndifferent sections and update it every first of the month. On the basis of these records, depot in-charge \nshould book loco pilot/assistant loco pilot for road learning on a section where it is required.\n(g) The record of the Road learning may also be kept in Crew Management system.\n3.79 Duties of Loco Pilot in respect of a Calling-on signals:-\n The Loco Pilot of a train shall be guided always by the indication of the Stop signal below which \nthe\tCalling-on\tsignal\tis\tfixed.\t\t\tIf\tthis\tStop\tsignal\tis\tat\t‘ON’,\t\the\tshall\t\tbring\this\ttrain\tto\ta\tstop.\t \nIf\the\tfinds\tthat\tthe\tCalling-on\tsignal\tis\ttaken\t‘OFF’,\the\tshall,\tafter\tbringing\this\ttrain\tto\ta\tstop,\t\ndraw ahead with caution and be prepared to stop short of any obstruction.\n3.80 Duties of Loco Pilot when an Approach Stop signal is ‘ON’ or defective:-\n(1) The Loco Pilot of a train shall not pass an Outer, a Home or Routing signal that refers to him, when \nit is ‘ON’ or defective, unless-\n(a) he has, at a previous station, received notice in writing specifying that the signal is out of order \nand unless he also receives a proceed hand signal from a railway servant in uniform at the foot \nof such signal; or\n(b) after coming to a stand, he is either given a written authority by the Station Master to proceed \npast such signal or is authorised by a Calling-on signal in the ‘OFF’ position or is authorised \nby the Station Master over the signal post telephone in accordance with special instructions.\n(2) The Loco Pilot of a train while passing on Outer, a Home or a Routing signal, when it is ‘ON’ or \ndefective, shall ensure that the speed of his train does not exceed 15 kilometres an hour.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 101, + "text": "CHAP. III) SIGNALS\n75\nS.R. 3.80/1 : The Loco Pilot receiving form T/369-3(b) or T/369-(1) for a defective Outer, Home or Routing \nsignal shall pass it only when he receives hand signal at the foot of the defective signal, displayed by a \ncompetent Railway servant in terms of GR. 3.69(1). If no proceed signal is displayed at the foot of the signal, \nthe Loco Pilot shall wait until he gets the signals.\n3.81 Duties of Loco Pilot when a departure Stop signal is ‘ON’ or defective:-\n(1) The Loco Pilot of a train shall not pass a departure Stop signal that refers to him, when it is ‘ON’ \nor defective, unless his train has been brought to a stop at the station where the defective signal is \nsituated and he is authorised to do so-\n(a) by a written permission from the Station Master, in addition, in the case of a starter or \nadvanced starter protecting points, he shall not pass such signals, when “ON” or defective, \nunless, he also received a “proceed” hand signal from a duly authorized member of the \nstation\tstaff\tposted\tat\tthe\tsignal,\tor\n(b) by taking ‘OFF’ the Calling-on signal, if provided under special instructions, vide sub-\nrule (2) of Rule 3.13.\n(2) In the case of a last Stop signal, he shall not pass such signal, when ‘ON’ or defective, unless he \nis also in possession of a proper authority to proceed under the system of working.\nS.R. 3.81/1: In the case of defective starters or advanced starter protecting points, Hand signals shall always be \ndisplayed at the signal. If no proceed signal is displayed at the foot of the signal the Loco Pilot shall wait until he \ngets the signal.\n3.82 Permission before entering on or crossing a running line:-\n No Loco Pilot shall take his engine on or across any running line until he has obtained the \npermission\tof\tthe\tStation\tMaster\tand\thas\tsatisfied\thimself\tthat\tall\tthe\tcorrect\tsignals\thave\tbeen\t\nshown.\nS.R. 3.82/1: Authority to enter or cross running lines :- The Station Master’ s permission to enter or cross a \nrunning line is conveyed by the taking ‘OFF’ of the proper fixed signal or in the case of a shunting movement \nby the taking ‘OFF’ of the proper shunting signal or the exhibition of hand signals by the Train Manager or \nstation staff conducting the shunting.\nS.R. 3.82/2: Movement from one yard into another :- The movement from one yard to another will be \ncontrolled by the staff controlling the yard of entry either by taking ‘OFF’ fixed signal, if provided, or by hand \nsignal.\n3.83 Assistance of the engine crew regarding signals :-\n(1)\t The\t Loco\tPilot\tand\tthe\tAssistant\tLoco\tPilot,\tshall\tidentify\teach\tsignals\taffecting\tthe\tmovement\t\nof the train as soon as it becomes visible. They shall call out the aspects of the signals to each \nother.\n(2) The Assistant Loco Pilot shall, when not otherwise engaged, assist the Loco Pilot in exchanging \nsignals as required.\n(3) The provisions of sub-rules (1) and (2) shall, in no way, absolve the Loco Pilot of his responsibility \nin respect of observance of and compliance with the signals.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 102, + "text": "CHAP. III) SIGNALS\n76\n3.84 Duties of Loco Pilots as to signals when two or more engines are attached to train :- When two or \nmore engines are attached to a train, the Loco Pilot of the leading engine shall be responsible for \nthe observance of and compliance with signals and the Loco Pilot or Loco Pilots of other engine or \nengines shall watch for and take signals from the Loco Pilot of the leading engine, except in cases \nwhere special instructions are issued to the contrary.\n3.85 Reporting of defects in signals:-\n(1) Should a Loco Pilot or a Train Manager observe that a signal is rendered imperfectly visible \nby branches of trees or by any other cause, or that a signal light is partially obstructed or not \nburning brightly enough to give a clear aspect, he shall report the matter to the Station Master at \nthe next station at which the train stops.\n(2) When such a report is made by a Loco Pilot or Train Manager, the Station Master shall take \nimmediate\tsteps\tto\tadvise\tthe\tStation\tMaster\tconcerned\twho\tshall\tget\tit\trectified.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 103, + "text": "Chapter IV\nWORKING OF TRAINS GENERALLY\nA. Timing and Running of Trains\n4.01 Standard time :- The working of trains between stations shall be regulated by the \nstandard time prescribed by the Government of India, which shall be transmitted \ndaily to all the principal stations of the railway at 16.00 hours in the manner prescribed.\nS.R. 4.01/1 : The section controller on duty at 16.00 hrs shall transmit the time signal to the stations \nin the section controlled by him. In case the duty of section controller changes at 16.00 hrs, the \noutgoing section controller shall transmit the signal. In the non-controlled section, the signal shall \nbe transmitted by the controlling station on Railway/DOT’ s Auto telephone or VHF set.\n4.02 Adherence to advertised time:-\n No passenger train or mixed train shall be despatched from a station before the advertised \ntime.\n4.03 Setting watch :-\n Before a train starts from a terminal or crew changing station, the Train Manager shall \nset his watch by the station clock or the clock at the authorised place of reporting for \nduty and communicate the time to the Loco Pilot who shall set his watch accordingly.\n4.04 Time of attendance for train crew :-\n Every Train Manager, Loco Pilot & Assistant Loco Pilot shall be in attendance for duty \nat such place and at such time as may be prescribed by special instructions.\nS.R. 4.04/1 : Attendance of Train Managers :-\n(a) Mail/Express & Passenger Train Managers - 30 Minutes before the departure of a train for \n“Signing ON” and 30 minutes for “Signing Off” after the arrival of the train.\n(b) For goods Train Managers - (i) At Station where trains are originated, goods Train Manager shall \n“Sign ON” 30 minutes before the scheduled/expected departure of train and “Sign Off” after 30 \nminutes from arrival of the train.\n(ii) At intermediate Station where trains are stopped for Train Manager change, the Train Manager \nshall “Sign ON” 15 minutes before the scheduled/expected arrival of the train and “Sign Off” \n15 minutes after arrival to the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 104, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n78\nS.R. 4.04/2 : Attendance of Loco Pilots and Assistant Loco Pilots :\n(a) At Station where trains originate or Loco changing Station, crew shall “Sign ON” in the shed \n45 minutes before their engine is due to leave shed or scheduled/expected departure of the train.\n(b) Where the shunter and engine turner are provided for taking over Locos from shed and attaching \non load, the crew shall “Sign ON” 15 minutes before the scheduled/expected arrival of the \ntrain.\n(c) At intermediate Stations where trains are stopped for change of crew, the crew shall “Sign \nON” 10 minutes before from schedule/expected arrival of the train.\n(d) The crew shall “Sign Off” 15 minutes after arrival of the train or engine in shed, as the case \nmay be.\n4.05 Proper running line:- The Loco Pilot shall take his train along the proper running \nline.\n4.06 Direction of running:-\n(1) On a double line, every train shall run on the left hand line unless otherwise prescribed by \nspecial instructions.\n(2) If there are two or more parallel lines, the direction in which trains are to run on each \nline shall be prescribed by special instructions.\n4.07 Supply of Working Time Table and Schedule of Standard Dimensions:-\n(1) A Copy of the Working Time Table for the time being in force shall be supplied to each \nstation Train Manager, Loco Pilot, S.E. of Way or Works, and any other railway servant \nrequiring the use of the Working Time Table during the course of his duties.\n(2) A copy of the Working Time Table shall, on issue be supplied to the Commissioner of \nRailway Safety.\n(3) A copy of the Schedule of Standard Dimensions for the time being in force shall be \nsupplied to each S.E. of Way or Works and Train Examiner.\nB. Speed of Trains\n4.08 Limits of speed generally:-\n(1) (a) Every train shall be run on each section of the railway within the limits of speed \nsanctioned for that section by special instruction.\n (b) The sectional speed sanctioned and permanent speed restrictions shall be shown in \nthe Working Time Table.\n (c) The Loco Pilot shall observe the sanctioned sectional speed except when either \none speedometer in case of Electric Loco or two speedometers in case of other \nLocomotives are defective. In such cases of defective speedometers both the \nmaximum permissible speed and booked speed of coaching trains shall be reduced \nby ten percent from the speed otherwise permissible.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 105, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n79\n(2) The Loco Pilot shall:\n(a) regulate and control the running of the train according to the Working Time Table, so as \nto avoid either excessive speed or loss of time and\n(b) not make up between any two stations more time than is allowed in this behalf in the \nWorking Time Table, and shall also observe all speed restrictions.\n(3) When it is necessary to indicate to the Loco Pilot where trains are to run at a restricted \nspeed or where trains have to come to stop due to the line being under repairs or due to \nany other obstruction, action shall be taken as specified in Rule 15.09.\nS.R. 4.08/1 : The minimum running time for each block section is indicated in the Working Time Table. \nThe Loco Pilots must not violate the minimum running time under any circumstances while making up \ntime.\nS.R. 4.08/2 : Checking speed of trains - All Railway officers, Controllers and Inspectors who are \nconcerned with running of trains and the maintenance of the track, as well as, Train Manager shall \nfrom time to time check the speed of train to ensure, that the Loco Pilots do not exceed the maximum \npermissible speed limits laid down either in the rules or in the permanent or temporary speed \nrestrictions. Should they find that authorized has been exceeded, they should inform the Loco Pilots \non walkie- talkie sets and if not available at next stoppage and submit a report as early as possible \nto their Sr.DOM/Sr.DOM(G), Sr.DSO and Sr.DME concerned. In the case of electric hauled train, \nSr.DEE/RSO should be advised.\nSR 4.08/3: Speed of Trains entering dock platform lines: Speed of dock platform should be decided \nin accordance with adequate distance (Signal overlap) and shall be incorporated in the WTT and \nSWRs.\nS.R. 4.08/4 : Attaching of goods stock to passenger trains.\n(i) Goods stock may be attached to run on passenger trains (except Mail or Express trains) \nwith strict adherence of marshalling orders of mixed trains after duly certified “Fit to run on` \npassenger trains” by the train examiner staff.\n(ii) The maximum speed of such trains should not exceed 75 KMPH on broad gauge and 50 \nKMPH on metre gauge. The caution order must be issued to the Loco Pilot instructing him \nnot to exceed the above speed limits.\n(iii) Goods stock must be attached next to the engine unless the contents are live stock, explosives, \ndangerous or inflammable goods in which case these should be attached in the rear.\n(iv) On metre gauge section where the gradients are 1 in 100 or steeper, the mixed trains should \nbe marshalled with the coaching vehicles next to the engine and goods vehicles attached in \nrear of coaching vehicles.\n(v) Piped vehicles must not be attached behind the rear brakevan of a fully vacuumed/air braked \ntrain. They may, however , be attached inside the rear brakevan provided interference to \nelectric connection is not caused.\n(vi) The Train Manager is responsible for seeing that the vacuum/Air brake is connected up \nthroughout the train. If it is not so connected, he must not give the signal to start until he \nhas informed the Loco Pilot and got his written acknowledgement. The Loco Pilot is then \nresponsible for travelling a t a reduced speed or taking any other precaution that may be \nnecessary.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 106, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n80\n(vii) Train examiners at all coaching and goods maintenance and ‘fit to run’ stations shall examine all \ngoods stock attached to passenger trains even though the train to which they are attached is \nnot ordinarily examined at that station. At these stations, this examination will be limited to \nthe goods stock only and will be confined to safe to run examination.\n(viii) On such sections where no C&W staff is provided at the terminal station, the C&W staff at \noriginating station of mixed train will give the certificate for both outward and inward journey \nof the wagons whether loaded or empty indicating the terminal station.\nSR 4.08/5: \n(a) Principal Chief Engineer of Zonal Railways is empowered to sanction further raising of \nsectional speed upto 110 Kmph for already opened section by the Commissioner of Railway \nSafety.\n(b) Further, sanction of Commissioner of Railway Safety shall be taken by the Zonal Railways for \nincrease of the ‘speed of section’ beyond 110 kmph.\nSR 4.08/6: In case Loco is not equipped with Kavach or Loco Kavach become defective, the maximum \nspeed of train shall not exceed 140 kmph, subject to other speed restrictions.\nSR 4.08/7: In IR-ATP fitted Loco, as soon as the defective speedometers are noticed, message should \nbe given by the LP to the nearest power controller for arranging attention to the defective \nspeedometer or change of Loco at the next crew changing point or earlier as the case may be.\n However, in IR-ATP (Kavach) territory, the speed reduction prescribed for coaching trains, \nwhen speedometer of Loco is defective, need not be followed in case Loco is provided with IR-\nATP (Kavach)and the speedometer in DMI (Driver Machine Interface) in the respective Cab is \nworking.\n4.09 Caution Order:-\n(1) Whenever, in consequence of the line being under repair or for any other reason, \nspecial precautions are necessary, a Caution Order detailing the kilometres between \nwhich such precautions are necessary, the reasons for taking such precautions, and \nthe speed at which a train shall travel, shall be handed to the Loco Pilot at the stopping \nstation immediately short of the place where such precautions are necessary, or at such \nother stations and in such manner, as prescribed under special instructions.\n(2) Sub-rule (1) does not apply in the case of long continued repairs when fixed signals \nare provided at an adequate distance short of such place and have been notified to the \nrunning staff concerned.\n(3) The caution order referred to in sub rule (1) shall be on white paper in blue or black \nfont or typed or made out on computers with the words “CAUTION ORDER” written \non top of the form in bold letters of appropriate font size to draw attention distinctly \nand signed in full.\nS.R. 4.09/1 : Rules with regard to the issue and delivery of caution orders are given in Appendix ‘A’.\n4.10 Limits of speed over facing points:-\n(1) “The speed of trains over non-interlocked facing points shall not exceed 30 kilometers an \nhour in any circumstance and the speed over turn-outs and cross-overs shall not exceed its \npermissible speed or 30 kilometers an hour whichever is less, unless otherwise prescribed \nby approved special instructions, which may permit a higher speed”. \n(2) Before such signal is given, the Station Master shall satisfied himself as per the prescribed \nspecial instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 107, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n81\nS.R. 4.10/1 : The prescribed limits of speed over facing points at interlocked stations are given in the \nWorking Time Table of each Division.\nS.R. 4.10/2 : The Loco Pilot must observe the prescribed speed limits over turn- outs and cross overs \nand shall not resume normal speed until the entire length of the train has cleared the same and until \nthis has been so indicated to him by the Train Manager by exchanging an “All Right” signal. In such \ncases the Train Manager shall not give all right signal to the Loco Pilot unless the last vehicle of his \ntrain has cleared the trailing points.\nSR 4.10/3: Precautions to be followed during NI working with 30 Kmph speed:\n(i) Clamp with pad locking of points by using suitable clamps.\n(ii) No separate temporary panel is needed and only free home signal should be made available \nduring NI, In addition the starter Signal can be provided as per site feasibility & operational \nrequirement.\n(iii) Integrity of point shall be checked by Operating staff and as per extant practice adopted \nduring NI.\n(iv) Physical verification of track shall be done by SM physically.\n(v) Necessary safety directions should be incorporated in temporary working instructions for \nnon-interlocking at maximum speed 30 Kmph, with suitable infrastructural support as deemed \nnecessary by the zonal Railways.\n4.11. Limits of speed while running through stations :-\n(1) No train shall run through an interlocked station at a speed exceeding 50 kilometres an \nhour or such less speed as may be prescribed by approved special instructions unless the \nline on which the train is to run has been isolated from all other lines by the setting of \npoints or other approved means, and interlocking is such as to maintain this condition \nduring the passage of the train.\n(2) In every case in which trains are permitted to run through on a non-isolated line, all \nshunting shall be stopped and no vehicle unattached to an engine or not properly secured \nin accordance with Rule 5.23 may be kept standing on a connected line which is not \nisolated from the through line.\nS.R. 4.11/1 : Trains running through;\n(a) Trains which are arranged to run through station without stopping should normally do so on \nthe straight line provided no passenger train is standing on the non-platform line.\n(b) When the straight line is blocked a train may be passed through on the loop at a speed not \nexceeding 15 kmph or such speed as prescribed by approved special instructions and notified \nin the working time table. \n4.12 Engine pushing :-\n(1) No engine or self propelled vehicle shall push any train outside station limits except in \naccordance with special instructions and at a speed not exceeding 25 kilometres an \nhour;\n Provided that this sub-rule shall not apply to a train the leading vehicle of which is \nequipped with driving apparatus and which may be operated under approved special \ninstructions;\n Provided further that this sub-rule shall not apply to an engine assisting in rear of a train, \nwhich may be permitted under approved special instructions to run without being coupled \nto the train.\n Provided also that no train which is not equipped with continuous vacuum/air brake shall \nbe pushed outside station limits except in case of emergency;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 108, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n82\n Provided further that a “Patrol” or “Search light” special with one or more vehicles in front \nof the engine may be permitted to run at a maximum speed of 40 kilometres an hour”.\n(2) For movement of trains outside station limits with engine pushing during night or in thick, \nfoggy or tempestuous weather impairing visibility or where otherwise prescribed by special \ninstructions, the leading vehicle of such trains shall be equipped with the prescribed head \nlight and marker lights except in case of emergency.\n(3) When trains are worked as described in sub-rules (1) and (2) the engine pushing the load \nwhen it is the rearmost, or the rearmost vehicle if any, shall carry a tail board or a tail lamp.\nS.R. 4.12/1 : Except emergency, no train shall be pushed, out of station limit other than material \ntrain.\nS.R. 4.12/2 : Position of brake-van or trains being pushed: When a train is being pushed outside \nstation limits the leading vehicle should, if possible, be a brake-van. ‘The Train Manager must ride \nin the leading vehicle or in the nearest vehicle to it which if fitted with a vacuum/air brake valve or a \nhand-brake, which he can work from the position in the vehicle and guide the Loco Pilot with the \nhand signals’.\nS.R. 4.12/3 : When a train, due to unforeseen circumstances has to return to a Station from which it has \nproceeded, it must be brought to a stand, on the single line at the first stop signal, and on the double \nline at the last stop signal of the same line or the first stop signal of the opposite line whichever comes \nfirst and must be piloted from there into the station by one of the station staff.\nS.R. 4.12/4 : Limits of speed of trains being pushed: When the engine is pushing the train :-\n(a) The speed must not exceed (i) 25 KMPH on the straight line or 8 KMPH over a turn-out or \nwhere the gradient is steeper than 1 in 150 when the brake- van is leading and (ii) 8 KMPH in all \ncases when the brake-van is not leading;\n(b) When approaching points which are in his facing directions, the Train Manager must stop the \ntrain and satisfy himself that the points are correctly set and locked.\nS.R. 4.12/5 : “The movement of train or vehicle outside station limit with engine pushing during night or \nin thick foggy or tempestuous weather impairing visibility without the leading vehicle being equipped \nwith head light, marker light and without the Train Manager or staff with facility to control the \nmovement with application of vacuum/air brake shall not be permitted, except in case of emergencies, \nwhen such movement will be at a speed not exceeding 8 KMPH with the Loco Pilot continuously \nwhistling.”\n4.13 Limits of speed with engine tender foremost :-\n(1) (a) A passenger train or a mixed train shall not be drawn outside station limits by a \nsteam engine running tender foremost, except-\n(i) under a written order issued by the authorised officer; or\n(ii) in a case of unavoidable necessity, to be established by the Loco Pilot.\n (b) When any such train is so drawn, the speed shall not exceed 25 kilometres an hour, \nor such higher speed, not exceeding 40 kilometres an hour, as may be authorised \nby approved special instructions.\n(2) In cases of unavoidable necessity, goods trains may run with steam engine tender \nforemost at a speed not exceeding 25 kilometres an hour or such higher speed, which \nshall, in no circumstances, exceed 40 kilometres an hour, as may be laid down by special \ninstructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 109, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n83\n(3) When trains have to be worked with steam engines tender foremost as a regular measure \nunder sub-clause (i) of clause ( a) of sub-rule (1) and sub-rule (2), the head light and \nmarker light as prescribed in Rule 4.14 shall be provided on the tender.\nC. Equipment of Trains and Train Crew\n4.14 Head Light, Marker Lights and Speedometer:-\n(1) A train shall not be worked at night or in thick, foggy or tempestuous weather \nimpairing visibility or in long tunnels, unless the engine carries an electric head light of \nan approved design and, in addition, two oil or electric white marker lights.\n(2) An engine employed exclusively on shunting at stations and yards shall, at night or \nduring thick foggy or tempestuous weather impairing visibility display such head lights \nas are prescribed by the Railway Administration, and exhibit two red marker lights in \nfront and in rear.\n(3) The electric head light on the engine shall be fitted with a switch to dim the light and \nshall be dimmed.\n(a) when the train remains stationary at a station;\n(b) when the train is approaching another train which is running in opposite direction \non double or multiple track of same or different gauges; and\n(c) on such other occasions as may be prescribed by special instructions.\n(4) In case the electric head light fails or a train has to be worked with the engine running \ntender foremost in an emergency, the engine shall display the two oil or electric white \nmarker lights referred to in sub-rule (1) pointing in the direction of movement and the \ntrain shall run at a speed prescribed by special instructions.\n(5) In case of defective electric head light of locomotive running in a section provided with \nreflective type of engineering fixed signal, during night or thick foggy weather impairing \nvisibility, on BG and MG, the Loco Pilot shall work the train cautiously at a speed not \nexceeding the severest temporary speed restriction imposed in the block section or 40 \nKMPH which ever is less.\n(6) Coaching locos should not be turned out from Home shed if the speedometers /Recorders \nare in defective condition. In case of speedometer/Recorder becoming defective during \nthe run, the train should run at a speed prescribed by special instructions.\nS.R. 4.14/1: A flashing yellow light shall be provided on both sides of Loco Pilot’ s cab on BG Diesel \nand Electric Locomotives which should be put ‘ON’ the right side by the Loco Pilot in case the train \ncomes to a stop on a double line section for any unknown reason.\nS.R. 4.14/2: The shunting engines working in station yards need not be provided with headlights.\nS.R. 4.14/3: The speed of the trains running with tender foremost or without headlight shall be as \nfollows:\n(a) The Loco Pilot of the train engine the headlight of which has become defective shall inform the \nPower Controller about the defect so that the latter shall in turn advise the Station Master \nahead and the Foreman/Shedman incharge of the shed to which the engine is booked. The \nPower Controller shall also try to arrange for necess ary attention to the defect en-route by \nthe staff of the nearest loco shed/Electric Chargeman.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 110, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n84\n(b) On the Narrow Gauge, however, no train shall be worked with an engine whose electric headlight \nis defective except that if the electric headlight fails enroute, the Loco Pilot may work the train \nto clear the block section, exercising caution. Fresh engine shall be arranged to work the train \nonward if the electric headlight cannot be put back to working order.\nS.R. 4.14/4 : Electric headlights are not to be used during engine movement within station or Running \nshed Yards.\n4.15 Tail and side lights:\n(1) At night or in thick, foggy or tempestuous weather impairing visibility, no train shall be \nworked outside station unless it has:\n(a) In the case of an engine with vehicles attached, save in a case to which sub rule (2) \napplies, at least one red tail light, and two side lights showing red towards the rear \nand white towards the engine:\n Provided that provisions of side lights on goods train and Electric Multiple Unit \ntrains may be dispensed with\n(b) in case of a single engine without vehicles attached at least one red tail light; and\n(c) in the case of two or more engines coupled together without vehicles attached, at \nleast one red tail light affixed to the rear engine.\n(2) A colliery pilot, i.e., a train used for collecting or distributing vehicles in colliery sidings, \nwhen working in a block section or in the colliery siding taking off from a block section \nneed carry a red tail light only as it enters or leaves the block section, at either end \nof such block section, provided that special instructions are issued to ensure that no \nother train is permitted to proceed into the block section until the Train Manager of \nthe colliery pilot has certified that he has left no vehicle obstructing the block section in \nwhich he has been working.\n(3) When trains may run in the same direction on parallel lines, the side lights mentioned in \nclause (a) of sub-rule (1) may be arranged in accordance with special instructions.\n(4) When a train has been shunted for a following train to pass, the tail and side lights \nmentioned in clause (a) of sub-rule (1) shall be dealt with in accordance with special \ninstructions.\n(5) Within station limits or in a siding, an engine employed in shunting shall have tail lights \nin accordance with special instructions.\nS.R. 4.15/1 : When the number of tracks on any section permit, under normal working conditions, of two \ntrains running in the same direction at the same time, the brake-van side-lamp adjacent to the other \nline or lines shall show a white light to the front and rear while passing over such section.\nS.R. 4.15/2 : When a train is shunted or detained to give precedence to another train running in the \nsame direction, the Train Manager shall as soon as the train is clear of the running line, reverse the \ntwo side lamps of the train (or in the case of fixed side- lamps reverse the slides) to show red towards \nthe train engine, and white towards the rear before the train commences to move on to the running \nline.\nS.R. 4.15/3 : When an engine is employed in shunting within station limits or in siding, tail lights need \nnot be provided.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 111, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n85\n4.16 Tail board or tail lamp:-\n(1) In order to indicate to the staff that a train is complete, the last vehicle shall, except as \nprovided for in sub-rule (2), be distinguished by affixing to the rear of it:\n(a) by day, a tail board of approved design or a red painted tail lamp of approved design \nwhich may be unlit, or\n(b) by night, as well as in thick, foggy or tempestuous weather impairing visibility \nduring day, a red tail lamp of approved design displaying a flashing red light to \nindicate last vehicle check device, or\n(c) such other device as may be authorised by special instructions.\n(2) A colliery pilot, i.e., a train used for collecting or distributing vehicles in colliery sidings, \nwhen working in a block section or in the colliery sidings taking off from a block section, \nneed carry a tail board or tail lamp, or such other device as may be authorised by \nspecial instructions, only as it enters or leaves the block station at either end of such \nblock section, provided that special instructions are issued to ensure that no other Train \nis permitted to proceed into the block section until the Train Manager of the colliery \npilot certifies that he has left no vehicle obstructing the block section in which he has \nbeen working.\n(3) In emergencies only, and under special instructions in each case, a red flag may be used \nin lieu of a tail board or an unlit tail lamp.\nS.R. 4.16/1 : Train Manager shall be responsible to ensure that, when extra vehicles are attached \nbehind the brake-van, the tail lamp or tail board is placed behind the rear most vehicle. He will also \nensure that the built in red light of SLR/Inspection carriage, if any, is switched off when another vehicle \nis attached in rear of such SLR/Inspection Carriage.\nS.R. 4.16/2 : provision of tail lamp on locomotive when running light may be dispensed with, when \nthese are running with marker light ‘ON’ showing red indication in the rear.\n4.17. Responsibility of Station Master regarding tail board or tail lamp of passing \ntrains -\n(1) The Station Master shall see that the last vehicle of every train passing through his \nstation is provided with a tail board or tail lamp or such other device in accordance with \nthe provisions of Rule 4.16.\n(2) If a train passes the station without such indication to show that it is complete, the \nStation Master shall-\n(a) Immediately advise the station in advance to stop the train to see that the defect is \nremedied and to advise whether or not the train is complete.\n(b) Meanwhile withhold the closing of the block section to ensure that no train is \nallowed to enter the block section from the station in rear, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 112, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n86\n(c) Unless the station in advance has advised that the train is complete, neither \nconsider the block section in rear as clear nor close it.\n(3) Where in a section, a block proving axle counter or continuous track circuiting between \nblock stations and complete track circuiting of station section excluding non-running \nlines of the receiving station is installed and is functioning and there is a clear indication \nof clearance of block section as well as complete arrival of the train as per indication \ngiven, if a train passes a station without conforming to the provisions of sub- clause (1)\nabove, the Station Master shall still advise the station in advance to stop the train to see \nthat the defect is remedied and he need not withhold closing of block section in rear as \nprescribed in clause (b) and (c) of sub rule 2 in such cases.\nS.R. 4.17/1 :\n(a) For run through trains and for other trains which come to a stop at a place where the Station \nMaster can conveniently inspect the tail lamp/tail board or its authorized substitute in the \nrear of the last vehicle of the train personally, the duty of ascertaining that the train has \narrived complete will devolve on the Station Master.\n(b) At station where two or more cabins are provided, whenever stopping trains come to a stand \nso far from the Station Master’ s office that he cannot readily see if the train has arrived \ncomplete, this duty will devolve on the cabinman nearest to which the last vehicle comes to \nrest. In such a case, as soon as a stopping train arrives, the Cabinman will satisfy himself \nthat it has arrived complete by seeing the tail lamp/tail board or its authorised substitute \naffixed in the rear of the last vehicle on the train and until he has so satisfied himself he must \nnot replace the Home Signal lever to normal. After the train has arrived complete, he will put \nthe Home Signal lever to normal and report the complete arrival of the train by telephone to \nthe Station Master. Where there is a key transmitter, the transmission of the Home Signal key \nback to the Station Master is the Cabinman’ s assurance that the train has arrived complete. \nIn other cases, the Cabinman must give a Private Number. Until the key or Private Number \nis transmitted, the Station Master must not send the “train out of section” signal.\n(c) In case of a train arrives incomplete in respect of the tail lamp/tail board or its authorised \nsubstitute, the Cabinman will inform the Station Master by telephone and the Station master \nwill acknowledge this information with a Private Number. After he receives the private number, \nthe Cabinman will put the Home Signal lever to normal and transmit the key if any. The \nStation Master will then send the Complete Arrival Register to the Train Manager to certify \nwhether the train is complete or not against the entry of his train in the complete Arrival \nRegister. On receiving back the Register and satisfying himself that the Train Manager has \ncertified the complete arrival of the train, the Station Master shall then inform the Cabinman \nthat the train has arrived complete and will give another private number in token thereof.\n(d)(i) Where cabins are not available at panel interlocked stations and where BP AC is not provided, \na competent/authorised Gateman of level crossing gate, if provided with a telephone located \nat either end nearest to SM/Panel Office within Home Signal and beyond facing points in \nthat direction, if authorised as per SWR, shall ensure complete arrival of a train in respect \nof the tail lamp/tail board or its authorised substitute and shall inform the Station Master by", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 113, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n87\ntelephone with a private number, Station Master shall take action to close the block section \nin rear only after he receives the private number from the gateman in assurance of complete \narrival of the train.\n(ii) Stations with Rudimentary or standard I, II & III interlocking where Pointsman/ Gateman/\nCabinman/Switchman is manning the Gumti/Cabin, near the first facing point or the Home \nSignal and having telephonic communication with the SM, the Pointsman/Gateman /\nCabinman/Switchman, if authorized as per SWR, shall verify the complete arrival of train \nby observing its Tail Board/ Tail lamp and shall also check that the train is standing clear of \nfouling marks and only thereafter shall confirm to the SM on duty, the complete arrival of a \ntrain and clearance of fouling mark by exchanging private numbers.\n(e)(i) At stations other than those mentioned in Para (b), (c) and (d) above, a Complete Arrival \nRegister shall be maintained for the purpose of obtaining complete arrival certificate from \nTrain Manager of stopping trains. This Register shall have the following columns:\nDate Train Time of Arrival Train Manager’s signature in token\nNo. Hrs./Minutes of complete arrival of his train.\n The Station Master shall send the Register to the Train Manager through one of his station \npointsman after entering the date and train number. The Train Manager shall, after satisfying \nhimself that the last vehicle of his train is standing clear of all fouling marks, record the \narrival time and his full signature in the appropriate columns. Thereafter he and the station \npointsman together shall signal to the Station Master on duty by waving green flag during the \nday and green light during the night as an indication of the train having arrived complete. \nThe Station Master shall close the line on receipt of hand signals from the Train Manager and \nStation Pointsman but shall not give line clear or obtain line clear from the block station from \nwhich the train has just arrived unless he has received back Register and satisfied himself that \nthe Train Manager has certified complete arrival of the train.\n(ii) The Complete Arrival Book is not required for verification of complete arrival of a train \nby the SM at stations, where Block Proving Axle Counter (BP AC) is provided and functional, \ngiving clear indication of the clearance of the Block Section as well as complete arrival of \nthe train.\n However, in cases, where Block Proving Axle Counters/SSDAC/HASSDAC/track circuiting is \nnot functioning, the station master shall send the complete arrival register (form T/1410) to \nthe Train Manager after entering the date and train number. The Train Manager shall, after \nsatisfying himself that the last vehicle of his train is standing clear of all fouling marks, record \nthe arrival time and his full signature in the appropriate columns.\nS.R. 4.17/2 :\n(a) If a train passes a station without a tail lamp or tail board, the station master shall take \nimmediate steps to stop train, if possible, or failing this, he shall send “Train running without \ntail lamp or tail board” message to the station in the direction in which the train is proceeding \non block telephone and block instrument by 000000 – 00 (six pause two) beats and confirmed \nimmediately with an exchange of private number between the two block stations concerned.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 114, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n88\n On double/multiple line sections, if a train passes the station without tail lamp/ tail board \nthe SM/Switchman/Cabinman shall immediately stop the movement of trains on the adjacent \nline/lines, the Loco Pilot of which shall be given a caution order containing instruction to \nkeep a sharp look out for any obstruction on either line/lines and report at the next Station.\n Normal working on other line shall be resumed after it is ascertained that there is no \nobstruction on adjacent line/lines.\n(b) On section on which Train Control is in operation the Station Master of a Station through \nwhich the train passes without a tail lamp or tail board shall also inform Control of the \noccurrence who will record it and arrange to stop the train at the next station.\n4.18 Means of communications:-\n(1) No passenger train or mixed train shall be despatched from any station, unless every \npassenger carriage is provided with means by which communication can be made with \nthe Train Manager or the Loco Pilot.\n(2) Sub-rule (1) shall not apply to-\n(a) passenger or mixed trains in case of complete or partial failure of vacuum/Air and\n(b) such particular trains as may be exempted under approved special instructions.\n(3) If a Railway Administration is satisfied that mischievous use of the means of \ncommunication referred to in sub-rule (1) is prevalent, it may, not withstanding anything \ncontained in that sub-rule, direct the disconnection, for the time being, of the means of \ncommunication provided in all or any of the passenger carriages in any such train.\n(4) goods vehicle in which passengers are carried is not a “passenger carriage” within the \nmeaning of this rule.\nS.R. 4.18/1: Whenever under clause (3) of G.R. 4.18 alarm chain apparatus on any coach/compartment \nof passenger carrying train is blanked off on its run or over a particular section, caution order \nshould invariably be issued to the Train Manager and Loco Pilot working that train directing them \nto exercise greater vigilance while working the train.\n4.19 Train Manager’s and Loco Pilot’s equipment:-\n(1) Each Train Manager and Loco Pilot shall have with him, while on duty with his train, \nthe following equipment:-\n(a) a copy of these rules or such portions thereof as have been supplied to him under \nRule 2.01,\n(b) a copy of the Working Time Table, and all correction slips and appendices, if any, \nin force on that section of the railway over which the train is to run,\n(c) a hand signal lamp,\n(d) a whistle (for Train Managers only)\n(e) a red flag and a green flag,\n(f) a stock of detonators sufficient to c omply with the relevant rules as may be \nprescribed by special instruction,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 115, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n89\n(g) a first aid box (for Train Managers of passenger carrying trains only), and\n(h) such other articles as may be prescribed by the Railway Administration in this \nbehalf.\n(2) If any Train Manager or Loco Pilot is not in possession of any article mentioned or \nreferred to in sub-rule (1), he shall report the fact to his superior who shall make good \nthe deficiency.\n(3) Each Train Manager and Loco Pilot shall with him while on duty with his train, two \npairs of such spectacles as he is required to wear under medical advice.\nNote - Each Train Manager and Loco Pilot should also be in possession of a watch in addition \nto the equipment prescribed in sub-rule (1).\nSR 4.19/1 (a): Each Train Manager (with him/her or in Train Manager van) and Loco Pilot (with \nhim/her or in Loco), while on duty with his/her train, shall have a copy (in hard or in electronic form) \nof these rules or relevant portions thereof, as supplied to him/her under Rule 2.01 and a copy (in hard \nor in electronic form) of the working time table and all the correction slips and appendices, if any, in \nforce on that section of the railway over which the train is to run.\nSR 4.19/1 (b): Additional equipment of Train Manager:-\n(i) G&SR Rule book with upto date Amendment slips.\n(ii) One spare red flag.\n(iii) The number of pad locks as prescribed by Sr.Divisional Operations Manager/Divisional \nOperations Manager.\n(iv) Train Managers certificate book forms EI-COM/246.\n (All Train Manager’ s Incharge of trains carrying passengers).\n(v) One Train Manager’ s memorandum book.\n(vi) Detachable pressure gauge with adopter for Goods Train Managers.\n(vii) One ACP reset Key for Air Braked Trains.\n(viii) LED based tail lamp for all Train Managers.\n(ix) One tail board of approved design.\n(x) Ten Red colour Armband to Train Managers of all Passenger trains (to enable easy \nidentification of Railway Staff in case of Accident).\n(xi) Pliers.\n(xii) Water Bottle.\nSR 4.19/2 :\n(a) The Train Managers of Rajdhani Express will always carry items (a) to (g) of GR 4.19(1) and \nitems (iv), (v), (vii), (viii), (ix) and (x) of SR 4.19/1(b) in the sling bag for immediate use.\n(b) Brake Van Equipment for coaching trains :\n Following complement of brake van equipment shall be provided in a cupboard of brake van \nof all coaching trains. The Box shall be kept locked by a universal key.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 116, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n90\nS.No. Item Quantity Maintained/ Supplied by\n(i) Portable control telephone 2* Jr. Eng. (Tele)\n(ii) Portable train lighting \nequipment\n1 Jr. Eng. (Elec. G.)\n(iii) Portable fire extinguisher 2 Jr. Eng. (C. & W.)\n(iv) Wooden wedges/skids 2 Jr. Eng. (C. & W.)\n(v) Stretcher 1 SS/SM\n(vi) Rope ladder with suitable \nhooks\n2* Jr. Eng. (C. & W.) [Note: Minimum 2 \nNos. ZRs may decide to have more]\n *(a) For Inter Railway trains one each for electrified and non electrified territory.\n (b) Either for electric or non electric or both, depending upon traction over which the train \ntravels within Zonal Railway.\nNOTE:- (i) Equipment would be loaded and run on end to end basis, and will be kept in the cupboard \nprovided in brake van in locked condition by a universal key.\n (ii) No coaching train shall be start without full complement of brake-van equipment. The \nauthority to permit the trains to run with deficient safety equipment in the train for all types \nof train may not be below DRM/ADRM for inter railway trains, Sr. DOM/DOM for inter \nrailway passenger trains and CHC for other types of services.\n (iii) In order to ensure safety of equipments and proper handing over and taking over , the \nbrake van equipment shall be loaded by respective staff, shown to Train Manager at \noriginating station and acknowledgement taken from him.\n (iv) Each Train Manager while taking over charge enroute will sign for the intactness or \notherwise, of brake van equipment in the relieved Train Managers rough journal book.\n (v) At the terminating station, the equipment shall be handed over by Train Manager to the \nstaff of respective departments. At stations where staff of C&W and/or other departments \nare not posted, the equipment will be handed over to the authorized representative of SS/\nSM under acknowledgement who will also be responsible for its loading in the return \ndirection taking acknowledgement from the Train Managers.\n (vi) In case of any consumption enroute or any defect noticed during journey it will be \nadvised in writing to relieving Train Manager by the relieved Train Manager.\n At the terminal station, same shall be advised in writing to the SS/SM who will advised the same to the \nauthorized representative of the department concerned. Thereafter, representative of the concerned \ndepartment will recoup the shortages. However, responsibility to ensure full complement of brake \nvan equipment in working condition will be with the primary maintenance depot. In case of any \ndefect noticed enroute responsibility will be fixed on the supervisor who has supplied the equipment.\nSR. 4.19/3 :\n (a) The following additional articles shall comprise the personal equipment of the Loco Pilot \nwhich he must carry with him at all times, while performing duty on the foot-plate :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 117, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n91\nFOR DIESEL HYDRAULIC/DIESEL ELEC. LOCOS.\nS. No. Description Quantity\n1. G & S Rules Book or Loco Pilot’ s Rule Book with \nupto date Amendment Slips\n1\n2. DSL Loco trouble shooting booklet 1\n3. DSL Loco Operating Manual 1\n4. Electric torch (three celled) 1\n5. Screw Driver 1\n6. Duster 1\n7. Loco Pilots pocket book 1\n8. Water Bottle 1\n9. Standard Vacuum test plate 1\n10. Spare hose pipe (complete with clamps) 1\n11. Hand Signal Lamp in efficient working order 1 [inclusive one given in G.R.4.19(1)]\n12. ACP reset key for Air Braked trains 1\nFOR ELECTRIC LOCOS\n1. G & S Rules Book or Loco Pilot’ s 1\nRule Book with upto date Amendment Slips\n2. Screw Driver 8” 1\n3. Wooden Wedge for contactors 4\n4. Standard Vac. test plate 1\n5. Rubber washer 5\n6. Scissors for trimming lamp wicks 1\n7. Duster 1\n8. Water Bottle 1\n9. Electric torch (three celled) 1\n10. Loco Pilot’ s pocket book 1\n11. Competency certificate 1\n12. Electric Loco Operating Manual Part I & II One for each type of loco \n13. Insulated Pliers 1\n14. Double ended open jaw spanner size 14 mm×17 mm 1\n15. Adjustable Spanner 12” 1\n16. Pin Punch 1\n17. Chisel flat 9” or 10” 1\n18. Hand Signal Lamp in efficient working order 1 [inclusive one given in G.R. 4.19 (1)].\n19. ACP reset key for Air Braked trains 1", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 118, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n92\n (b) In addition to the items listed in (a) above, every Loco Pilot shall also carry while on duty on \nthe foot-plate a tool box containing the following items.\nFOR DIESEL HYDRAULIC/DIESEL ELECTRIC LOCOS\nS. \nNo.\nDescription Quantity\n1. Adjustable spanner 1.1/8” × 10” 1\n2. Pin punch 3/32” 1\n3. Hand hammer ball panel (2 lbs.) 1\n4. Wooden plugs of size 1.1/2”, 1”, 7/8”, 5/8” and 3/4” (for \nplugging various pipes in case of breakage).\n1 each\n5. D.C. Compression key 1 (for Loco Pilot \nworking WDM-4 locos \nonly).\n6. Pinch Bar 24” 1\n7. Tallen tape (to plug the leakage of brake and feed pipe). 1\n8. M.U. Washers (for changing the worn out washers if leakage \nstarts enroute)\n2\n9. Long wire 1/8” thickness for securing hanging gears of \ndangerous wagon\n2 meter\nNote : Item 7 & 8 will be for BG only and shall be used on air brake trains.\nFOR ELECTRIC LOCOS\nS. \nNo.\nDescription Quantity\n1. Hammer 2 ½ lb. 1\n2. Tommy bar 24” 1\n3. Brush Banister 1\n4. Cotton rope for panto 1\n5. Leather Bag (for small tools) 1\n6. Emergency Telephone 1\n7. Tallen tape (to plug the leakage of brake and feed pipe) 1\n8. M.U. Washers (for changing the worn out washers if leakage starts \nenroute)\n2\n9. Long wire 1/8” thickness for securing hanging gears of dangerous \nwagon\n2 meter", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 119, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n93\nNote : Item 7 & 8 will be for BG only and shall be used on air brake trains.\n (c) (i) The Loco Pilot of a light engine will also carry one red flag and one hand signal lamp, \nwhich will be issued to him for each particular occasion.\n (ii) Loco Pilots and Asstt. Locopilots who are supposed to wear glasses must possess two \npairs of suitable spectacles while on duty and they should also sign in the ‘Appearance \nBook’ that they are carrying one spare pair of glasses. In case a Loco Pilot or Assistant \nLoco Pilot uses separate spectacles for near and distant vision then he must carry a \nspare pair of each.\n (d) The following items shall be supplied as the personal equipments of the Assistant Loco Pilot \nwhich he must carry with him all the time along with a handy bag while performing duty on \nfoot plate for Diesel/Electric Locos:-\nS.No. Description Quantity\n1. Tri Colour Torch 01\n2. Red and Green Flag 02 Red & 01 Green\n3. Hammer-Cum-Screw Driver 01\n4. Working Time Table 01\nS.R. 4.19/4 : Loco Equipment : Each Loco coming out of out-pit/shed will have the following \nequipment available on the engine.\nFOR DIESEL HYDRAULIC/DIESEL ELECTRIC LOCOS.\nS. \nNo.\nDescription Quantity\n(i) Engine Repair Book 1\n(ii) Fire extinguishers 2 (one in Engine Room & One in Loco Pilot’ s \nCabin).\n(iii) Loco Log Book 1\n(iv) Brush 1\n(v) Loco key 1\n(vi) Emergency field telephone 1\n(vii) Spare hose pipe for BP and \nFP (complete with clamp and \npalm)\n1 (for air brake locos)\nFOR ELECTRIC LOCOS\nS. \nNo.\nDescription Quantity\n(i) Fire extinguishers 4\n(ii) Loco log book 1", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 120, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n94\n(iii) Loco keys (Brun key, B.L.key, Panto Selector key and \nReverser key).\nOne set\n(iv) Spare hose pipe (complete with clamp) 2\n(v) Emergency Field Telephone 1\n(vi) Spare hose pipe for BP and FP (complete with clamp and \npalm)\n1 each (for air brake \nloco)\n(vii) Spare high tensile coupling 01\n(viii) Wooden Blocks 04\n4.20 Manning of engine in motion:-\n(1) Except when otherwise provided by special instructions, no engine shall be allowed to \nbe in motion on any running line unless the Loco Pilot as also the Assistant Loco Pilot \nare upon it.\n(2) Subject to the provision of sub-rule (3), in no circumstances shall a person other than \nthe Loco Pilot or railway servant duly qualified in all respects drive an engine on any \nrunning line.\n(3) If a Loco Pilot becomes incapacitated while the engine is in motion, the Assistant Loco \nPilot, if duly qualified, may work the train to the next station cautiously and where the \nAssistant Loco Pilot is not duly qualified, he shall bring the train to a stop and send a \nmessage to the Station Master of the nearest station to make arrangements for a Loco \nPilot to take over the train, and for so doing he may take the assistance of the Train \nManager.\nS.R. 4.20/1 : In controlled sections where emergency portable telephones are provided on the train/\nengine, information regarding the incapacitation of the Loco Pilot may be given to the Control.\n4.21 Driving an electric train:-\n(1) In case of electric trains, the Loco Pilot shall be in the leading driving compartment \nwhen the train is in motion or when the train is standing on any running line except as \notherwise prescribed in these rules.\n(2) (a) In the case of a single or multiple unit train, if the driving apparatus in the leading \ndriving compartment becomes defective, the train shall be driven cautiously from the \nnearest driving compartment which is serviceable; in this event, the Train Manager \nshall travel in the leading driving compartment and shall convey the necessary signals \nto the Loco Pilot; the Train Manager shall also sound the horn or whistle as necessary \nand apply the brake in case of emergency and shall be responsible for stopping the train \ncorrectly at signals, stations and obstructions.\n (b) In the case of an electric engine, if the leading driving compartment becomes defective, \nthe train shall be driven from the trailing driving compartment by the Assistant Loco \nPilot if he is duly qualified to drive; and the Loco Pilot shall remain in the leading \ndriving compartment, and shall be responsible for the correct operation of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 121, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n95\nS.R. 4.21/1 : If the control from leading driving cab of an electric-loco becomes defective, the Loco \nPilot shall also inform the Traction Loco Controller at the first opportunity and seek assistance.\nS.R. 4.21/2 : In such of the electric locos where manual control is not possible from the driving cab \nand the master control and the emergency electric control fails, the Loco Pilot shall clear the block \nsection by working the train with manual control from inside the High Tension Compartment at a \nrestricted speed of 15 KMPH. During this period, Assistant Electric Loco Pilot, shall operate the \nmanual control and the Loco Pilot shall be in the leading cab and apply the emergency brakes in the \nevent of emergency.\nS.R. 4.21/3 : \n(a) Only Loco Pilots of Electric Rolling Stock shall be allowed to drive the Electric Rolling stock \non any part of the running line.\n(b) To train up Assistant Loco Pilots, Loco Pilots may allow them to drive the engines under their \ndirect supervision on certain sections as specified by Divisional Electrical Engineer.\n(c) Staff under training for driving an electric engine, when specially authorised by the \nDivisional Electrical Engineer (Rolling Stock), may drive such engine under the supervision \nof a certified Instructor. While the trainee is driving under these conditions, the supervising \ninstructor shall keep a continuous watch over the trainee and keep himself in readiness to \ntake any action, that may be required to control the engine in an emergency.\n(d) No person shall be allowed to move an Electric Rolling Stock within the limit of the loco shed \nand stabling sidings unless he has been certified by an Officer of the Electrical Traction \n(Rolling Stock) to do so.\nS.R. 4.21/4: The existing GR 4.21 (1) & 2(b) which is applicable to electric engine shall also be \napplicable for working of trains by Diesel engine having twin cab.\n4.22 Riding on engine or tender:-\n(1) No person other than the engine crew shall be authorised to ride on the engine or tender \nof a steam locomotive, except in accordance with special instructions.\n(2) Except as may be permitted by special instructions, no person other than the engine \ncrew shall be authorised to enter any driving compartment of a single or multiple unit \ntrain or train propelled by electric, diesel or petrol engine.\n(3) No unauthorised person shall manipulate any apparatus contained therein.\nS.R. 4.22/1 : Person authorised to ride on an Engine:- No person other than the Loco Pilot/\nMotorman and Asstt.Locopilot shall ride on the engine or tender except as stated below-\n(i) Holders of metal passes and Officers or Inspectors holding card passes specially endorsed \n“available to ride on engine” when on duty.\n(ii) Holders of special passes signed by the Pr. Chief Operations Manager.\n(iii) Transportation or any other authorised official (a) carrying out shunting or piloting \noperations or (b) proceeding to work a stabled train or returning after having done so on \nrelief to headquarters.\n In case of item (b) the duty pass of the official must be endorsed by the Station Master on duty \nto the effect “permitted to proceed by light engine”.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 122, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n96\n(iv) Loco Pilots / Asst. Loco Pilots / Motorman / Tower Wagon Operator / TTM Operator learning \nthe road, if in possession of a permit issued by the Divisional Mechanical / Electrical Engineer \nor Loco Foreman / Traction Foreman concerned.\n(v) The number of authorised persons other than Engine crew travelling in engine must not be \nmore than 3 at any time except in case of emergency or when specially required.\n4.23 Brake-vans:-\n(1) No train shall be allowed to enter a block section, unless one or more brake-vans or \nhand braked vehicles are attached to it, except in emergency or as provided for under \nspecial instructions.\n(2) This rule does not apply to rail-cars, light engine or light engines coupled together.\nS.R. 4.23/1 : Whenever it becomes necessary to send a light engine, a crew van or other departmental \nvehicle, not fitted with hand brake, it may be despatched with the light engine, provided that such \nvehicle is equipped with active vacuum/air brake apparatus. In such cases, the duties of the Train \nManager would devolve on the Loco Pilot.\nS.R. 4.23/2 : Goods train without brakevans may be run for operational exigencies only under \ninescapable circumstances and not as a regular measure. The decision to run a goods train without \nbrakevan/match truck shall be taken by Sr. DOM/DOM or any other operating officer of the division \nfor each individual train personally, and the details of the train, i.e. date, train number, from and \nto stations, last vehicle number, shall be recorded along with the reasons for running train without \nbrakevan in a separate register maintained in the control office. Running of such train is strictly \nprohibited during total failure of communication and single line working on double line section.\nWhenever a goods train is running without brakevan, the following precautions should be observed :-\n(i) The train shall be worked on the last vehicle number principle.\n(ii) Before starting the train, the Train Manager shall relay the number and description of the last \nvehicle in writing to the SM/Yard Master of the train originating station.\n(iii) The number and description of the last vehicle must be repeated to the Section Controller and \nthe SM of the station in advance while making the line clear enquiry as well as while giving \ntrain entering section signal from each station. The Section Controller, in turn must alert the \nStation Master en route of the train number as also the number and description of the last \nvehicle.\n(iv) While granting the line clear, SM of the station in advance must clearly repeat the number and \ndescription of last vehicle under exchange of private number. The number and description of \nthe last vehicle and the private numbers should be recorded in the Train Signal Register.\n(v) Last Vehicle Board or tail lamp should be fixed at the tail end of the rearmost vehicle by the \nTrain Manager. In case the Train Manager is not provided, then G.R. 4.25 and S.Rs must be \nfollowed.\n(vi) The Train Manager of the train shall travel on the engine.\n(vii) The Train Manager, the Loco Pilot and his Assistant shall look back frequently during the \njourney to see that the rear portion of the train is following in a safe and proper manner.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 123, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n97\n(viii) If the gradient of the section is steeper than 1 in 100, engine should be attached in the rear of \nthe train without brake van as banker engine. In such cases, the Train Manager shall ride on \nthe engine in rear. If more than one engines are attached as banker, the Train Manager shall \ntravel in the leading loco of the bankers.\n(ix) Whenever tail lamp/tail board has been fixed on the last vehicle of train running without \nbrakevan, no speed restriction for passage through stations should be prescribed. Such trains \nshould be treated at par with trains running with brakevans fitted with tail lamp or tail \nboard. However if, for any reason, tail lamp/tail board cannot be fixed on the last vehicle, the \nfollowing additional precautions should be taken :-\n(a): If BPAC/SSDAC is not provided or is defective, under absolute block system the trains \nshall run through station at a restricted speed of 20 KMPH during day, provided the \nvisibility is clear. At night or in thick foggy weather, when visibility is affected, such a \ntrain should stop at each station for verification of the last vehicle number and to ensure \ncomplete arrival of the train.\n(b) Between stations, the train without brakevan running on last vehicle number may run at \nthe sectional speed subject to other speed restrictions in force. However in thick foggy \nweather, the train shall run duly observing the precautions laid down in the G&SR \nwhen visibility is restricted.\n(c) The Station Master on getting the train number of the train without brakevan and its \nlast vehicle number, will inform the end-cabins under exchange of private numbers.\n(d) The Cabinman/Station Master of the cabin must check the last vehicle number of the \ntrain with that obtained from the station in rear or SM on duty, and clear the section \nonly after the complete arrival of the train.\n(e) In case the staff on duty in the cabins are unable to tally the last vehicle number with \nthat obtained from the Station in rear/Section Controller, or are unable to read the last \nvehicle number of the train, they should contact the other cabinman/SM on duty and \nask them to stop the train and verify the last vehicle number with that received from \nthe control. In the event of SM/Cabinman failing to stop the train and verify the last \nvehicle number, the station ahead should be advised to stop the train and tally the last \nvehicle number in such cases till such time the last vehicle number is properly verified \nby stopping the train and the complete arrival of the train is ensured, the block section \nin rear should not be closed.\n(f) If the actual last vehicle number does not tally with that obtained from SM, the Train \nManager travelling on the engine should be asked to certify complete arrival of the \ntrain by issuing an arrival certificate indicating the correct number of the vehicle.\n(g) Whenever there are no end cabins, the responsibility to tally the last vehicle number \nshall devolve on the Station Master.\n(x) When a train running without Brake-van encounters trouble enroute, the following steps are \ntaken by the Train Manager of a train–\n(a) Train Manager alongwith Asstt. Loco Pilot should check complete train for any hose \npipe disconnection or leakage, etc. The help of C&W staff or Pointsman should be \ntaken when the Vaccum/Air pressure trouble occur within the station limits.\n(b) The Train Manager should arrange to connect the hose pipe, plug the leakage etc. \nwith the help of Asstt. Loco Pilot and start his train after ensuring that the vacuum/", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 124, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n98\nAir pressure trouble has been fully attended to and the requisite amount of vacuum/Air \npressure is maintained on the locomotive.\n(c) The Loco Pilot should regulate the speed of the train depending on the “FEEL TEST” \nconducted by him in first block section.\n(xi) In Automatic Block sections running of trains without Brake Van shall not be allowed only if \nthe track circuit of the concerned section or sub section is not in working conditions.\n4.24 Position of brake-van on train:-\n Unless it be otherwise directed by special instructions, one brake-van shall be attached \nto the rear of the train, provided that reserved carriages or other vehicles may, under \nspecial instructions, be placed in rear of such brake-van.\nS.R. 4.24/1 : In making up mixed trains, goods vehicles shall be put next to the engine, then the front \nbrake-van, if any, and then the coaching vehicles whether loaded or empty, so that in all cases there \nmay be a brake-van between them and any goods wagons.\nOn Metre gauge and Narrow Gauge sections where the ruling gradient is 1 in 100 or steeper \nmarshalling of goods wagons on mixed trains should be in such a way that goods vehicles are \nattached in rear of the train instead of in the front.\nS.R. 4.24/2 : Vacuum/air braked vehicles or wagons upto a maximum of two bogies or 4 four wheelers \nmay be attached behind the rear brakevan of vacuum/air fitted trains, provided all these vehicles or \nwagons are connected with the vacuum/air brake on the train.\nS.R. 4.24/3 : In the event of there being two bogies or 4 four wheeler vehicles behind the rear \nbrakevan on a train carrying passenger, an inspection carriage may be attached in rear in addition \nbut no other type of vehicles.\nS.R. 4.24/4 : In the case of fully vacuum/Air braked train only vacuum braked or piped vehicles shall \nbe attached, and in all such cases, the vacuum/air brake pipes shall be brought into use, the only \nvacuum pipes on the dummies being the leading pipe of the engine and the trailing pipe of the last \nvehicle.\n4.25 Train Managers :-\n(1) Except under special instructions or in an emergency, every running train shall be \nprovided with one or more Train Managers.\n(2) The Train Managers of a running train shall travel in his brakevan, except-\n (a) in an emergency, or\n (b) under special instructions.\n(3) When train is worked without a Train Manager, such of his duties as can be performed \nby the Loco Pilot shall devolve on him as may be specified by special instructions.\nSR 4.25/1 : In an emergency running of train without Train Manager should be done with the specific \norder of Sr. DOM/DOM and in that case such of the duties of the Train Manager, as can be performed \nby the Loco Pilot, shall devolve on the latter as may be specified by special instructions–\n(i) It should be ensured that the train is provided with continuous vacuum/air pressure from \nthe engine to the rear most vehicle, which may be a brakevan. If the Train Manager is not \nprovided at the originating station of the train, the TX R shall mention the number and type \nof the rear most vehicle in the brake power certificate issued for such a train. And if no Train", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 125, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n99\nManager is provided at any intermediate point, the crew changing station, the Loco Pilot on \nbeing informed by the SM, shall examine the brakepower of the train and ensure that the rear \nmost four piston are in working order. Before signing the vacuum/ brake power certificate the \nLoco Pilot shall ensure that the required amount of vacuum/air pressure is provided in the \nbrake van. Vacuum/Pressure gauge shall be provided by the originating station.\n(ii) L.V . Board/tail lamp must be made available to the Loco Pilot and the last vehicle indicator \nshall invariably be fixed at the tail end of the rear most vehicle by the Loco Pilot. The tail \nlamp is essential in running such a train in the night time.\n(iii) Caution Order shall be issued to the Loco Pilot by the SM with necessary endorsement \nstating that the train is to run without TRAIN MANAGER and section controller shall also \nbe advised of the fact under exchange of private numbers, who will inform the stations en \nroute. The SM on getting the train number, will inform the end cabins, where provided and \ngatemen of all the level crossing gates en route provided with telephonic communication \naccordingly under exchange of private numbers.\n(iv) The fact that the train is running without Train Manager and also the last vehicle number \nshall be mentioned in each line clear enquiry and reply message, and with the departure \nreport while working train on Automatic Block System. Line clear enquiry message and reply \nshall be recorded in the train signal register. A separate private No. shall include the number \nof the last vehicle of the train and this No. shall be exchanged stating that the train is running \nwithout Train Manager.\n(v) When the track circuit/Block proving axle counter of the intermediate block signal is in working \ncondition, the train without Train Manager shall run by observance of other conditions as \ngiven in SR. 4.25/1. However, as soon as the track circuit/axle counter is declared failed, the \nentire block section upto the block Station immediately ahead shall be treated as one block \nsection and the Station Master of the block Station working the intermediate block signal \nshall obtain line clear for the block section between the train dispatching Station and the \nblock Station in advance before dispatching the train without Train Manager.\n(vi) Assistant Loco Pilot will keep a continuous look out, while running through a station, towards \nthe rear, and shall acknowledge any danger signal shown by the station staff.\n(vii) When such a train stops at a station the Station Master/Switchmen/Cabinmen shall ensure \nthat the train has arrived complete and is standing clear of the fouling mark.\n(viii) During thick, foggy and tempestuous weather and during total failure of communication and \nsingle line working on double line section running of train without Train Manager is strictly \nprohibited.\n(ix) Extra sets of detonators should be carried by the Loco Pilot who shall be responsible for \nprotection of the train.\n(x) When such a train is stopped between stations on account of accident, failure, obstruction \nor other exceptional cause and the Loco Pilot finds that his train cannot proceed further, he \nshall immediately on single line, protect the train in front and the Asst. Loco Pilot in the rear. \nIn case of double line, when adjacent line is not blocked, the Loco Pilot shall protect in front \nand Asst. Loco Pilot in rear. In case adjacent line is blocked the Loco Pilot shall first protect \nthe adjacent line and then his own line in front and Asst. Loco Pilot in the rear.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 126, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n100\n(xi) In case of passenger carrying trains, the Loco Pilot shall also be provided with first aid box, \nportable field telephone and emergency light equipment.\n(xii) When a Goods Train has to run without a Train Manager, an Engine/Brake-van/Tower Wagon/\nTrack Machine etc., if attached at the rear, will also be treated as the last vehicle. In such a \nsituation, the said train shall be treated as train with Train Manager and the duties of the \nTrain Manager shall devolve upon the staff manning the Engine/Brake-van/Tower Wagon/\nTrack Machine etc. In addition to the above, the duties of Train Manager for Protection and \nexchange of all right signal of the train in terms of GR 4.44, GR 6.03 and GR 4.42, shall also \ndevolve upon the staff manning the Engine/Brake-van/Tower Wagon/Track Machine etc.\n(xiii) CHC (Shift) shall inform about the train running without Train Manager to the next crew \nchanging point well in advance and the section controller shall intimate all the station masters \nof his section.\n(xiv) CHC (Shift) has to monitor and balance the LV board/Tail Lamps (along with chains and \nlocks to secure at the rear end) and atleast 2 BP gauges at stations of crew changing point as \nper the requirement through Station Master of the Station/TI of the section.\n(xv) Sr.DOM/DOM should arrange to issue sufficient LV board/Tail Lamps (along with chains \nand locks to secure them), BP gauge to the Station Master of all crew changing stations \nand guidelines shall be issued describing a detailed system of balancing of the LV board/\nTail Lamps/BP gauges between the stations having crew changing points where there is an \nimbalance/shortage.\n4.26 Couplings:-\n No vehicle that is not fitted with a coupling or couplings of approved pattern shall be \nattached to any train.\nD. Vehicles and Cranes\n4.27 Cranes:-\n(1) No travelling crane shall be attached to a train until it has been certified by a duly \nauthorised person that it is in proper running order, and with a dummy truck for the \njib, if necessary.\n(2) When a crane is to work on any line provided with electric tractions or any line adjacent \nto it, the procedure and precautions as laid down under special instructions shall also be \nfollowed.\nS.R. 4.27/1 : Precaution before attaching to a train\n(a) Before a travelling crane is allowed to run outside station limits the jib must be fully lowered \non the bolster in its dummy truck.\n(b) to ensure safety during transit, the following precautions must be taken:-\n(i) Hand Cranes: The balance weight box must be traversed inward to its full extent and secured; \nthe cams beneath it must be thrown into gear and secured by the safety pin.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 127, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n101\n(ii) Steam Cranes- The screw supports under the balance weight must be screwed up to take the \nweitht and must be fixed in position by passing a rod through both. Packing pieces must be \ninserted in the guides to act as a stop when bearing up against the flat piece of the balance \nweight; the travelling clutches must be taken out of gear and the hand brake taken off.\n(iii) For all travelling Cranes: The weight must be taken on the springs; the outrigger girders, \nclaws grippers, etc. must be properly secured in their running position. Cranes shall travel \nwith the jib to the rear whenever practicable, if impracticable the senior subordinate-in-\ncharge must incorporate a remark to this effect in the certificate required in S.R. 4.27/2.\nS.R. 4.27/2 : Certification of travelling Cranes-\n (a) Before despatching a travelling hand crane the nearest Train Examiner or in his absence \nthe certified Crane Jamadar will examine the crane to see that the above orders have been \ncomplied with. He will then certify in writing to the Train Manager of the train, as required by \nG.R. 4.27 that the instructions relating to travelling hand cranes have been observed before \nthe crane is allowed to run outside station limits.\n(b) For travelling steam cranes the certified senior subordinate incharge shall certify in writing \nto the Train Manager of the train, as required by GR. 4.27 that the instructions relating to \ntravelling steam cranes have been observed before the crane is allowed to run outside station \nlimits.\nS.R. 4.27/3 : Not to be loose-shunted- Cranes are not to be loose shunted, nor vehicles are to be \nloose shunted against them.\nS.R. 4.27/4 : Two steam cranes on a bridge- If it is necessary for two Steam cranes to be on a single \nspan of any bridge, the approval of the Chief Engineer must be obtained before hand.\nS.R. 4.27/5 :\n(a) No steam or hand crane shall be worked adjacent to traction overhead equipment unless such \noverhead equipment is dead and earthed. All movement of the crane jib shall be carefully \ncontrolled so as not to foul the traction overhead equipment. Wherever possible the direct \nblast from the crane funnel to the overhead equipment and particularly to section insulators \nshall be avoided.\n(b) Except in an emergency, 24 hours notice of intention to work a crane adjacent to overhead \nequipment shall be given to the Divisional Electrical Engineer (Traction Distribution) in \norder to make arrangements for overhead equipment staff to stand by. When possible the \nworking of cranes shall be included in the weekly programme. In an emergency, the Traction \npower Controller shall be advised and he shall make arrangement for overhead equipment \nstaff to stand by.\n(c) No crane shall be worked in energized section unless OHE staff is present.\nS.R. 4.27/6: Care shall be taken to ensure that covers of tank wagons funnels of steam cranes, or \nsuch other items are not left in such a position as to foul their traction overhead equipment.\n4.28 (1)Loading of vehicles:- No wagon or truck shall be so loaded as to exceed the maximum \ngross load on the axle fixed under Sub-section (1) of section 72 of the Act or such varied \ncarrying capacity if any, as may have been prescribed by the Railway Administrative \nunder Sub-section (4) of the Said section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 128, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n102\n(2) Except under approved special instructions, no vehicle shall be so loaded as to exceed \nthe maximum moving dimensions prescribed from time to time by the Railway Board.\n(3) When a load in a truck projects on an unsafe extent beyond the end of a truck, an \nadditional truck shall be attached to act as a dummy.\n(4) The Train Manager shall, unless this duty is by special instructions imposed on some \nother railway servant, carefully examine the load of any open truck which may be \nattached to the train, and if any such load has shifted or requires adjustment, shall have \nthe load made secure or the truck removed from the train.\nS.R. 4.28/1 : When timber or other articles have to be loaded on three trucks, in consequence of their \nbeing too long to be accommodated on two trucks, the central truck shall not carry any part of the \nload, in order to allow the free movement of the central truck while running round curves.\nNote:- The above restrictions will, however, not be applicable to long welded rail panels loaded \nunder the supervision of an authorised Engineering Official and subject to such other rules \nand regulations as may be in force in this behalf.\nS.R. 4.28/2 : Inspection of loads on Open trucks: Loads on open trucks will be inspected by Train \nExaminers at the station where the train is examined. On the run between these stations, the Train \nManager is responsible for carrying out General Rule 4.28, He may, if he thinks necessary, call on \nany available Train Examiner to examine a load and certify whether or not it is fit to run.\nS.R. 4.28/3 : Loading gauges - At station where loading gauges have been provided, wagons \nmust, where necessary, be passed under the gauge to ensure that the load is within the permissible \ndimensions.\n4.29 Damaged or defective vehicles:-\n(1) No vehicle which has been derailed shall run between stations until it has been examined \nand passed by a competent Train Examiner:\n Provided that in case of a derailment between stations, the Loco Pilot may, if the vehicle \nhas been rerailed and if he considers it safe to do so, take such vehicle to the next station \nat a slow speed.\n(2) If a Train Manager or Station Master has reason to apprehend danger from the condition \nof any vehicle on a train before it can be inspected by a Train Examiner, the Loco Pilot \nshall be consulted, and if he so requires, the vehicle shall be detached from the train.\nS.R. 4.29/1 : Hot axles:\n(a) Any railway servant observing a hot axle on a running train is bound to do every thing in \nhis power to stop the train and warn the train staff. Station Master and their staff are also \nrequired to observe the condition of vehicles on trains passing their stations, and in the event \nof any defect or irregularity being detected, immediate steps shall be taken to stop the train if \npossible. If the train cannot be stopped a message shall be promptly given to the next station \nin the direction in which the train is proceeding, the code word “GAMMER” being used with \na Private Number. When block instruments are in use, the signal 000000-0 (six pause-one) \nshall be sent.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 129, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n103\n(b) On controlled sections, control must be advised to take suitable action.\n(c) (i) The Station Master receiving advice of a hot axle on a train shall, where possible, receive the \ntrain on the main line. If he is unable to do so, he shall bring it to a stop outside that first stop \nsignal before admitting it into the loop line on which it is to be received.\n The hot axle wagon shall be examined by the TXR staff (in case of train examining station) or \nby the Loco Pilot after the train has come to a stop at the allotted line in the station yard.\n (ii) When the Station Master receives advice of a vehicle on a train which is derailed or whose \nrunning gear is in any way considered dangerous, he shall bring the train to a stop outside \nsignals since the further movement of such vehicle, especially over points in the Station yard \nis likely to cause a serious accident. The train shall be thoroughly examined before being \nadmitted into the station yard.\nS.R. 4.29/2 : Examination of hot axle by Loco Pilot.- If an axle box is found running hot at station \nother than a train examining station, the Loco Pilot must decide if the vehicle is safe or unsafe to run \nany further, and if safe, give a certificate to the Train Manager accordingly.\nS.R. 4.29/3 : Hot axle between stations - If an axle is observed to be running hot between stations, \nthe train must be brought to a stand and the axle examined by the Loco Pilot. If he considers it safe \nto run after repacking and oiling the box, the train will proceed up to the station where such vehicle \ncan be detached, at such speed as he considers safe.\nS.R. 4.29/4 : Train Managers shall enter in their journals particulars of cases of axles running hot \nand dangerous wagon during the journey and also report the same by memo. Such wagon should be \ngot attended at the next train examining station in the direction of movement.\nS.R. 4.29/5:\n(a) Other instructions regarding hot axle - It is a criminal offence knowingly to allow a hot box \nto remain in use unless under supervision of the Train Examining Staff. It is also crime to \ncommit any act, such as stealing waste or removing a cover which will cause an axle box to \nbecome unsafe and any person detected in such crime is liable to be prosecuted.\n(b) The greatest danger exists when an axle runs hot enroute on a non-stopping train. Station \nstaff and Cabinmen must keep a sharp look-out and arrange to send ahead the “Stop and \nExamine” signals if a hot axle is detected or suspected. On a controlled section, the Station \nMaster must advise the Controller on duty of the fact so that he can take immediate action.\nS.R. 4.29/6 : (1) The signs of an axle running hot in stages are as follows:-\n(a) The box commences to warm up and can only be detected in this stage by feeling with the \nhand, which should be placed on the side of the box facing the rear.\n(b) There is a strong smell of heated oil and waste, which can be detected at some distance from \nthe vehicle.\n(c) A whistling noise may commence at any time during the process of heating. A box which is \nwhistling, must be examined.\n(d) The box becomes sufficiently hot to ignite the waste and oil . Flames and smoke can be seen \nissuing from the box and the metal of the box becomes red hot. In this condition, the axle will \nbreak within a few kilometres.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 130, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n104\n(2) The signs of a roller bearing Hot Boxes are as follows:-\n(a) There is splashing of grease around the roller bearing axle box and the wheel/bogie \nsurrounding it.\n(b) There is an emission of smoke from the axle boxes due to burning of grease and is often visible \nduring day time, usually it is also accompanied by a smell of burning grease.\n(c) Unusual metallic sound like whistling or cracking sound is heard on roller bearing hot box. \nAxle Box cover may also get damaged/missing.\n(d) In some cases, the grease may run so hot as to catch fire and flames can be seen.\n(e) Skidding of wheels and tilting of particular spring usually takes place at the last stage when \ndue to breakage of roller bearing components the wheels may get locked. A roller bearing hot \nbox may cause a seizure of wheels within a short time leading to derailment.\nS.R. 4.29/7 : At road-side stations where there are no Train Examining Staff, before a wagon is \ndespatched, the axle-boxes must be examined. If the covers are deficient, it is simple matter to see if \nthe box contains waste or not. If any box is empty, the wagon must be detained and a message sent \nto the nearest Train Examiner who will arrange to pack it. Station Master must see that orders are \nmade known to all the concerned group ‘D’ staff at their stations.\nS.R. 4.29/8 : Water must not be thrown on axle-box or axle, when hot. When it is decided that a \nvehicle should be cut off, a message must be sent to the nearest Train Examiner stating the number \nand the owning railway giving a copy to the booking and destination stations.\nE. Precautions Before Starting Train\n4.30 Loco Pilot and Train Manager to examine notices before starting:\n Every Loco Pilot and Train Manager before starting with a train shall examine the \nnotices issued for their guidance, and ascertain therefrom whether there is anything \nrequiring their special attention on that section of the railway over which they have to \nwork.\nS.R. 4.30/1 : The Train Managers and the Loco Pilots before proceeding for duty shall sign the \nAppearance Book in their respective booking offices indicating the time at which they have reported \nfor duty. They shall also sign in the register after going through the requisite notices in token of \nhaving read and understood them.\n4.31 Examination of trains before starting:\n When a train is examined by a Train Examiner at a station, the Station Master shall not \ngive permission to start the train until he has received a report from such examiner to \nthe effect that the train is fit to proceed and has the prescribed brake power. In case a \ntrain is not examined by the train examiner at a station and it is without a valid brake \npower certificate, the station master shall not give permission to start the train untill he \nhas received a Train Manager-Loco Pilot joint check report, that train is fit to proceed \nand has the prescribed brake power.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 131, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n105\nSR 4.31/1 :\n(a) Starting a train from Non-Train examination Station or wayside Station after being stabled \n(including for traction change) or after handling in Goods shed or a Siding:-\n(i) Whenever such a train has to be started from a Non-Train examination Station, the \nTrain Manager and loco pilot of the train shall create requisite amount of vacuum/air \npressure on the engine and brake van. In case, the vacuum/air pressure is less than the \nprescribed level, the loco pilot shall cautiously run the train at a speed at which he can \ncontrol the train till such time he has conducted the brake feel test.\n(ii) The brake feel test shall be conducted at the earliest to ensure that the train has adequate \nbrake power to run in a safe manner at normal speed.\n(iii) In case the incoming train has come with a valid BPC, and the rake integrity has not \nbeen disturbed beyond permissible limits, the Loco Pilot shall make adequate vacuum, \nand start the train at a cautious speed, or at a speed at which he can control the train \ntill he conducts the brake feel test and then proceed normally.\n(iv) In case the brake power certificate is invalid, the train shall be worked up to the next \nTrain examination station in the direction of movement.\n(v) Train Manager Driver (GDR) Check should be done, at locations where TXR is not \navailable. The following various conditions in which GDR checks have to be conducted \nby crew along with the prescribed performa to be filled by train crew post such check :\n 1. After loading / back loading of a rake\n 2. After tippling\n 3. After rake is stabled for more than 24 hours\n 4. If BPC is invalid\n 5. If it is a premium rake, which is being loaded or unloaded\nCHECKS TO BE DONE BY TRAIN MANAGER AND DRIVER (LOCO PILOT )\nS.N. Items to be checked by Train Manager and Driver (Loco Pilot)\n1. All CBCs and Air Hoses are properly coupled and locked.\n2. All the Angle Cocks are in open condition.\n3. The last Angle Cock is in closed condition.\n4. Empty / Load device handle is in proper position.\n5. There is no loose fittings/hanging parts like springs push-pull rod, Brake Beam, \nSafety brackets, Brake Blocks etc. which may endanger safe running of the train.\n6. Hand brakes are released.\n7. All Doors/Hoppers/Covers of wagons are closed and locked/secured.\n8. Check continuity of air pressure/vacuum before starting.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 132, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n106\nProforma for Joint check by the Loco Pilot and Train Manager\n1. Date & Place …………………………\n2. Train No & description …………………………\n3. From………………………. To ……………………...\n4. Engine No. …………………………\n5. Time Loco attached …………………………\n6. Total Load …………………………\n7. Loaded at………………….. Unloaded at ……………\n8. (i) Total no. of cylinders\n(ii) Total no. of working cylinders\n(iii) Brake Power.…………………...percent\n…………………………\n…………………………\n…………………………\n9. BPC No., Date & Place of issue …………………………\n10. Vacuum/air pressure available in-\n(i) Engine…………………….\n(ii) Brakevan…………………\n…………………………\n…………………………\nWe the under signed have checked the trains walking on either side of the train and confirm that-\n (a) All Doors/Hoppers/Covers of wagons are closed and locked/secured.\n (b) There is no loose fittings/hanging parts like springs push-pull rod, Brake Beam, Safety \nbrackets, Brake Blocks etc. which may endanger safe running of the train.\n (c) All CBCs and Air Hoses are properly coupled and locked.\n (d) All the Angle Cocks are in open condition.\n (e) Empty/Load device handle is in proper position.\n (f) Hand brakes are released.\n (g) The last Angle Cock is in closed condition.\n ……………………………. …....………………………...\n Signature of Loco Pilot Signature of Train Manager\n ……………………………. .…………………………….\n Loco Pilot’s Name Train Manager’s Name\nNote: This certificate is valid up to next TXR examination station where the train will be offered \nfor examination.\n(This memo should be prepared in 3 copies, one copy to be kept with Driver (Loco Pilot), one with \nthe Train Manager and one will be given by the Train Manager to the Station Master/Yard Master)\n(b) Whenever a load, stabled for more than 24 hours (including for traction change) or \nwhatever time prescribed by the authorized officer at specified stations, is started, \nfollowing action shall be taken in addition to above:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 133, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n107\n(i) At nominated/prescribed Stations/locations the authorized staff or traffic staff duly \ntrained, will examine the train from both sides before start, to detect presence of loose or \nmissing fittings etc. that may endanger safety.\n(ii) In case of other stations/locations, the Train Manager and loco pilot shall examine the \ntrain by walking along the entire length of the train, Train Manager on the one side \nand the loco pilot on the other side, to detect any loose or missing fittings etc. that may \nendanger safety.\n(iii) Train Manager Loco Pilot (GDR) Check, should be conducted by crew in the prescribed \nPerforma as indicated in Para 4.31/1(a) (v).\nNote – The above items (i) and (ii) are not applicable for the loads having valid BPC for the out \ngoing trains like CC, Premium, Agni, King, Rocket etc. examined rakes; in such cases only \nthe SM will record the particulars of the BPC in a register maintained at the Station.\n(c) In case the Loco Pilot is unable to create adequate pressure to run the train, even at a \nrestricted speed in either of the above situations (a) or (b) above, Train Manager Loco Pilot \n(GDR) Check, should be conducted by crew in the prescribed Performa as indicated in para \n4.31/1(a) (v).\n(d) The Loco Pilot will first create at least 46 cms/ 5 Kg/cm2 of vacuum/ Brake Power on the \nengine and 38 cms/4.8 Kg/cm2 in the Brakevan.\n4.32 Examination of train by Loco Pilot:- The Loco Pilot shall before the commencement \n of the journey and after performing any shunting enroute, ensure-\n(a) that his engine is in proper working order.\n(b) that the coupling between the engine and the train is properly secured, and\n(c) that the head light and marker lights as prescribed in sub-rule (1) of Rule 4.14 are in \ngood order, and these are kept burning brightly, when required.\nS.R. 4.32/1 : When taking over charge and turning out diesel/electric loco from shed/ yard the Loco \nPilot shall test and ensure the efficient working of the flasher light and make an entry in the engine \nbook maintained in shed.\nS.R. 4.32/2 : Precaution before moving an engine- Loco Pilots and Shunters must personally satisfy \nthemselves before moving an engine that no body is working under it or in a position to be harmed \nby the moving of the engine.\nS.R. 4.32/3 : The Loco Pilot shall in addition carry out the inspection and tests in accordance with \nspecific instructions issued by the Divisional Electrical/Mechanical Engineer (Rolling Stock).\nS.R. 4.32/4 : Before commencement of journey in IR-ATP (Kavach) territory, the Loco Pilot shall \nboot up on-board Kavach, enter configuration as per the train consist and see whether all parameters \nare being indicated properly. IR-ATP on-board Loco Kavach will be effective only after passing first \nKavach fitted signal in ‘OFF’ condition.\n 4.33 Examination of single and multiple units by Loco Pilot:- When coupling single \nor multiple units or coaches of any such units together, the Loco Pilot shall be responsible for \nobserving that all electrical couplings are properly made. After all couplings have been made, \nthe Loco Pilot while taking over the complete train shall satisfy himself that the control and \npower apparatus and brakes of the complete train are in proper and prescribed working order.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 134, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n108\n4.34 Duties of Train Manager when taking over charge of a train:- The Train Manager \nwhen taking over charge of a train shall satisfy himself, before the train is despatched-\n(a) that the train is properly coupled.\n(b) that the train is provided with the prescribed brake power.\n(c) that the train carries tail board or tail lamp and side lamps and that such lamps \nare lighted and kept burning brightly, when required.\n(d) that the appliance, if any, for communication between the Train Manager and the \nLoco Pilot, is in proper working order, and\n(e) generally that, as far as he can ascertain, the train is in a state of efficiency for \ntravelling.\nS.R. 4.34/1 : The Train Manager of the train should also examine the setting of the handle of the \nempty/loaded box on Box wagons when taking over the train and ensure correct setting.\nS.R. 4.34/2 : When taking over charge of a train and before signing the train examiner‘s brake power \ncertificate, the Train Manager shall ensure that the train examiner has signed in the brake power \ncertificated form that :-\n(i) The doors of all carriages and wagons are in proper working order and can be closed and \nfastened.\n(ii) Vestibules connections are properly secured, that doors, when necessary, are locked and \nbolted.\nGR 4.35: Starting of trains – \n(1) A Loco Pilot shall not start his train from a station without the authority to proceed. \nBefore starting the train, he shall satisfy himself that all correct fixed signals and, where \nnecessary, hand signals are given and the line before him, is clear of visible obstructions \nand the Train Manager has given the signal to start. Train Manager shall see, before \ngiving the starting signal, that all is right for the train to proceed.\n(2) The Station Master and Train Manager may be assigned any role or duty to ensure the \nsafety in the manner as specified by special instructions.\n(3) The Train Manager shall not give the signal for starting unless he has satisfied himself \nthat, except in accordance with special instructions, no person is travelling in any \ncompartment or vehicle or roof of the vehicle not intended for the use of passengers.\n(4) In case of any travelling in contradiction to sub-rule (3), the Train Manager, Loco Pilot \nor Assistant Loco Pilot shall take help, if necessary from Government Railway Police, \nRailway Protection Force and Station Staff to remove the unauthorised person from the \ncompartment or vehicle or roof of the vehicle.”\nS.R. 4.35/1 : Warning Bell: - At terminal, junction and engine changing stations, continuous \nannouncement should be made before the starting time of a passenger/ Express train/trains.\nS.R. 4.35/2 : Station Master’s permission to start the train will be given:\n(a) for passenger trains by sou nding three beats for Up trains and two beats for Down trains \non the station bell. At large junctions, where local conditions do not permit ringing of the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 135, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n109\nbell, the exact nature of permission of the Station Master should be mentioned in the Station \nworking Rules specifically and all the staff concerned instructed suitably by the Divisional \nRailway Manager concerned.\n(b) For Goods Trains where it is not possible for the Station Master to advise the Train Manager \ndirectly, such permission will be given as follows:-\n(i) On the single line delivery of “authority to proceed” shall be deemed as Station Master’ s \nauthority for the train to start and this will be conveyed by the Loco Pilot to the Train \nManager by sounding of whistle.\n(ii) On double line, the taking ‘off’ of the Departure Signals shall be deemed to be the \npermission of the Station Master to start the train. This will also be communicated by \nthe Loco Pilot to the Train Manager by sounding the whistle. The Train Manager shall \ngive starting signal to the Loco Pilot by sounding his whistle and at the same time \nwaving a green flag by day or green light by night horizontally at full stretch of the arm \nabove his head. If due to curvature or any other obstruction the Loco Pilot cannot see \nthe Train Manager’ s signal the Station Master on duty shall relay the Train Manager’ s \nsignal to the Loco Pilot.\nS.R. 4.35/3 : The Station Master before giving his permission to start a passenger train must satisfy \nhimself that correct starting signal has been taken ‘OFF’ or written permission to start has been \ndelivered to the Loco Pilot.\n4.36 Train Manager to be incharge of train:- After the engine has been attached to a \ntrain, and during the journey, the Train Manager or (if there be more than one Train \nManager) the Head Train Manager shall be in charge of the train in all matters affecting \nstopping or movement of the train for traffic purposes. In the case of any self-propelled \nvehicle, such as a motor coach without a trailer and unaccompanied by a Train Manager, \nthe duties of the Train Manager shall devolve on the Loco Pilot.\n4.37 Subordination of Train Managers in station limits:- When a train is within station \nlimits, the Train Managers shall be under the order of the Station Master.\n4.38 Assistant Loco Pilots to obey Loco Pilot:- The Assistant Loco Pilots shall obey the \nlawful orders of their Loco Pilots in all particulars.\nS.R. 4.38/1 : The duties of first firemen are required to be performed by the Assistant Loco Pilot, in \ncase of diesel and electric locomotives.\n4.39 Loco Pilot to obey certain orders- After an engine has been attached to a train and \nduring the journey, the Loco Pilot shall obey-\n(a) the orders of the Train Manger, in all matters affecting the starting, stopping or \nmovement of the train for traffic purposes, and\n(b) all orders given to him by the Station Master or any railway servant acting under special \ninstructions, so far as the safe and proper working of his engine will admit.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 136, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n110\nF. Duties of Staff working Trains during Journey\n4.40 Loco Pilot and Assistant Loco Pilot to keep a good look-out:- Every Loco Pilot \nshall keep a good look-out while the train is in motion, and every Assistant Loco Pilot \nshall also do so when he is not necessarily otherwise engaged.\nS.R. 4.40/1 :\n(a) “The Loco Pilot and Assistant Loco Pilot, shall identify each signal including Engineering \nIndicator Board at site affecting the movement of the train as soon as it becomes visible.” \nThey shall call out the aspects of the signals to each other.\n(b) The Assistant Loco Pilot shall, when not otherwise engaged assist the Loco Pilot in exchanging \nsignals as required.\n(c) Provisions (a) & (b) above shall, in no way, absolve the Loco Pilot of his responsibility in \nrespect of observance of and compliance with the signals.\n4.41 Loco Pilot and Asstt. Loco pilot to look back:- The Loco Pilot and the Asstt. Loco \npilot shall look back frequently during the journey to see whether the train is following \nin a safe and proper manner.\n4.42 Exchange of signals between Loco Pilot, Train Manager and station staff:\n(1) The Loco Pilot and the Train Manager of a train shall exchange signals with each other, \nat such times and in such manner as may be prescribed by special instructions.\n(2) The Loco Pilot and the Train Manager of a train shall, while running through a station, \nlook out for and, except under special instructions, acknowledge the ‘all-right’ signals \nwhich the Station Master and such other staff at the station as may be specified by \nspecial instructions, shall give if the train is proceeding in a safe and proper manner. If \nthe train is not proceeding in a safe and proper manner, the Station Master or the other \nstaff shall exhibit a Stop hand signal, on receipt of which the Train Manager and the \nLoco Pilot shall take immediate steps to stop the train.\nS.R. 4.42/1 :\n(a) Signals between the Train Manager and the Loco Pilot - The Train Manager shall exchange \n“All Right” signal with the Loco Pilot when :\n (i) a train starts after stopping from a station;\n (ii) a train starts after stopping outside station limits;\n (iii) a brakevan clears the speed restricted zone;\n(b) The signals shall be exchange :-\n (i) As soon as the rear brakevan has clear the station.\n (ii) As soon as the train has started, and\n (iii) As soon as the rear brakevan has cleared the speed restricted zone.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 137, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n111\nS.R. 4.42/2 : Manner of exchange of signals:-\n(a) The Train Manager’ s Signal shall be given to the Loco Pilot by holding a green flag steadily \nby day and by holding a green light steadily by night and during thick or foggy weather.\n(b) The Loco Pilot’ s Signal shall be given on his behalf by a Asstt.Loco Pilot who shall show \ntowards the Train Manager a green flag steadily by day and a green light steadily by night \nand during thick or foggy weather.\n(c) On a straight road, these signals shall always be given on the left hand side of the train and, \non a curve, on that side from which they can best be seen.\n(d) Normally, Walkie-Talkie sets should not be used as an alternative to or replace physical \nexchange of signals. However, in case of full length trains, in the following circumstances, \nwalkie-talkie sets may be used for exchange of signals between Loco Pilot and Train Manager \nwhen it is not possible to exchange signals physically and the conditions for exchange have \nbeen fulfilled:\n (i) To dispatch/start the train from a station.\n (ii) To start a train, stopped in curvature/tunnels in block section, and\n (iii) On run, when it is not possible due to curvatures or due to geographical layouts.\n In all the above cases where the Station Master or Loco Pilot or Train Manager uses the \nWalkie-Talkie he will clearly mention his identity along with station name/train number while \ncommunicating and also confirm the identity of the speaker at the other end.\nSR 4.42/3: Exchange of Signals when there are more than one Train Manager- When there are \nmore than one Train Manager with a train, the Train Manager travelling in the first portion of the \ntrain will show a green signal to the Train Manager in rear of the train as soon as the train starts, \nto indicate that he is at his place and until such a signal is received, the Train Manager in rear shall \nnot exchange green hand signal with the Loco Pilot.\nS.R. 4.42/4 : Loco Pilot to stop; if Train Manager’s signal not received- if a Loco Pilot does not \nreceive an ‘all right’ signal from the rear brakevan, he shall stop the train.\nS.R. 4.42/5\n(a)(i) In case of a train running through a station, the Station Master shall show an all right signal \nto the train if all is right for the train to continue the journey otherwise he shall show Danger \nsignal or other prescribed indication. While running through station, the Loco Pilot and the \nTrain Manager shall be on the lookout for such signals which shall be duly acknowledged \nby the Train Manager. For Train Manager’ s compartment having sealed window panes of \nrakes in trains like Rajdhani, Shatabi, Duranto, Garib Rath etc., the Train Manager shall, \nwhile passing through a station exchange “all right” signal with Station Master by switching \non his green flashing light of tri-colour torch through the window/door window and Train \nManager shall watch the signal from station and be extra vigilant. In case of Vande Bharat, \nwhile passing through a station. Train Manager and Loco Pilot shall keep pressed signal \nexchange button to display signal exchange light provided at both sides of train set. This", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 138, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n112\nwill serve the purpose of exchange the signal with station staff as well as exchange of signal \nwith passing train on adjacent line. In case the Loco Pilot and the Train Manager do not \nreceive such signals, they shall exercise extra caution to ensure that all is right for the train \nto proceed on. Failure on the part of Station Master to display signals shall be reported in the \nTrain Manager’ s Journal and also to the Station Master on duty at the next stopping station. \nOn controlled sections, the same will be relayed to the Section Controller for taking suitable \naction by the Station Master receiving the report under exchange of Private Numbers.\n (ii) If the Train Manager fails to exchange “all-right” signal, the Station Master on duty should \nimmediately advise the Station in advance and give “Stop and Examine” bell signal (six \npause one) explaining the circumstances for giving this signal under an exchange of private \nnumber. The Section controller will also be advised.\nNote : “All-Right Signal” to be shown by the Station Master refers to “Proceed Signal” as defined \nin General Rule 3.54 i.e. by holding out a green flag and showing a green light steadily by \nnight and during thick or foggy weather.\n(b) In the event of the view of the passing train being obstructed by another train or by vehicles \nor by any other obstruction, the green hand signal shall as far as possible be shown from a \nplace from where it can clearly be seen by the Loco Pilot and Train Manager of the train \nconcerned. When, however, two trains are passing through the station simultaneously or a \ntrain be possible for the Station Master to cross over and exchange signals with the train \nwhich is running on the other side of the stabled load/train the Station Master shall depute a \ncompetent railway servant to show “All Right” signal.\n(c) (i) Cabins in large yards where shunting is performed by Pilots, shall not exhibit all right signal \nto the trains running through the stations when there is nothing wrong with the train. Should, \nhowever, anything wrong with the train be noticed, danger signal must be displayed to the \nLoco Pilot and the Train Manager of the train.\n (ii) Cabins at other stations should show a similar “all-right” signal to the passing train if all \nis right for the train to continue its journey. Where, cabin and station buildings are on the \nsame side, and at all panel interlocked stations, the Station Master shall depute one of his \ncompetent staff on duty with hand signals to show “all right” signal from the ‘off’ side to the \npassing train if all is right. Should, however, they find anything unusual, they must display a \ndanger signal to the passing train and bring this fact to the notice of Station Master on duty \nwho shall take further action as stated in G.R. 4.42 (2).\n (iii) Where cabin and station building are on the same side or where cabins are not available at \nPanel Interlocked stations, the Gate man of a L-Xing Gate situated on opposite side, nearest \nto SM/Panel office, in the station section, if authorized as per SWR, shall exchange ‘All Right \nSignal’ with the Train Manager and Crew of the train running through a station. In such case, \nthe Station Master shall not depute other competent railway servant to exchange ‘All Right \nSignal’ from Off Side with the Train Manager and Crew of the train running through a station.\n(d) While showing all right signal the Station Master and Cabin staff shall see whether the train \nis proceeding safely and particularly look out for Hot Axle.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 139, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n113\nS.R. 4.42/6 : Exchange of signal between the Loco Pilots of Electric and Diesel engines and the \nStation Staff-\n(a) The Loco Pilot of a diesel/electric locomotive must invariably stand up in his cabin and \nexchange signal while running through. He should exchange signal with the Station Master \nif the station building is on his side. In case the station building is on the other side, the \nAssistant Loco Pilot should exchange “all right signal” with the Station Master on duty.\n(b) (i) The Loco Pilot/Assistant Loco Pilot of a diesel/electric locomotive should whistle running \nthrough a station.\n (ii) If the Loco Pilot or his assistant fails to exchange signal or whistle, the Station Master on \nduty should immediately advise the station in advance and give “Stop and Examine” signal \n(six pause one) explaining the circumstances for giving this signal under exchange of private \nnumber. The Section Controller will also be advised.\n (iii) The station Master in advance on receiving such advice when the train is booked to run \nthrough, will put back the departure signal to ‘ON’ but the departure route must be kept set \nand locked for the passage of the train. If time permits, three detonators 10 metres apart \nwill be placed immediately beyond the starter signal to draw the attention of the Loco Pilot / \nAssistant Loco Pilot.\n (iv) In case the Loco Pilot comes to a stop at the Starter Signal, the detonator, if placed, will be \nremoved and the train allowed to proceed after ascertaining from the Loco Pilot the reasons \nfor non-exchange of signal or of not whistling at the last station. The reason given by the \nLoco Pilot will be advised to the Controller.\n (v) In case the Loc o Pilot fails to stop at the Starter signal and runs through after exploding \ndetonators and dis-regarding the departure signals, the station staff should try to attract \nthe attention of the Train Manager. The Train Manager on receiving danger signal from the \nstation staff will stop the train. The station staff will treat it as an accident under Accident \nManual para (D) (2) i.e. Loco Pilot passing signals at danger and take suitable action as laid \ndown in the Accident Manual.\n (vi) The station staff will at the same time advise the next station in advance by giving ‘train \nrunning without proper authority’ signal (six pause five) specifically asking the station in \nadvance to raise both reception and departure signals.\n (vii) The station in advance will immediately put back all signals to ‘ON’ and arrange to place \ndetonators as far away from the Home Signal as possible.\nS.R. 4.42/7 : In the case of an electric train, the Section Controller should advise the Traction Power \nController the section in which the train is working. The TPC will then arrange to switch off the \npower supply to that section.\nS.R. 4.42/8 : If the train stops outside first stop signal, reception of the train should be done as per \nGR 5.09.\nS.R. 4.42/9 : Train Manager and Loco Pilot of running trains will be responsible to watch any train \npassing on the adjacent line and attract the attention of the Train Manager or the Loco Pilot of that \ntrain by exhibiting danger hand signal, if any condition is noticed which may endanger its safety. In", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 140, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n114\ncase of trains running in opposite direction, as on double/ multiple lines, Train Managers and Loco \nPilots of the two trains will exchange green hand signals after having examined each other’ s train. \nIn case anything unusual is noticed, a danger hand signal shall be exhibited to attract the attention \nof the Train Manager and Loco Pilot of the other train. \n4.43 Train Manager to keep a good look-out:- During the journey including halts at \nstations, every Train Manager shall keep a good look-out and satisfy himself from time to time \nthat the tail board and brake- van lamps are in position and that all brake-van lamps, where \nrequired, are burning brightly, that the train is complete in every respect and is proceeding in \na safe and proper manner.\nNote: The term “brake-van lamp” includes “tail lamp”.\n4.44\t Train\theld\tup\tat\tfirst\tStop\tsignal:-\n(1) When a train has, without any apparent cause, been kept standing at the first Stop \nsignal for five minutes, the Loco Pilot shall sound the prescribed code of whistle to warn \nthe Train Manager, and the Brakesman shall proceed to the cabin or station to warn \nthe Station Master. If there is no Brakesman, the Loco Pilot shall depute an Asstt.Loco \nPilot to proceed to the cabin or station to warn the Station Master. The Asstt. Loco Pilot \nproceeding to the cabin or station shall show a Stop hand signal towards the station. \nThe Train Manager shall, as soon as the train is stopped at the first Stop signal, check \nup that the tail board or tail lamp is correctly exhibited and shall maintain a vigilant \nattitude in rear of the train. After fifteen minutes or such less time as may be prescribed \nby special instructions, the Train Manager shall, irrespective at whether the cause is \napparent or not, proceed to protect the rear of the train in accordance with instructions \nlaid down in Rule 6.03. If in the meantime the signal is taken ‘off’, or the Loco Pilot \nreceives the necessary authority to pass the signal in the ‘on’ position, he shall sound the \nprescribed code of whistle to recall the Train Manager and exchange hand signal with \nhim before starting the train.\n(2) In the case of a train not accompanied by a Train Manager, these duties shall devolve on \nthe Loco Pilot.\nS.R. 4.44/1 :\n(a) The second Train Manager, if there is one, will act as laid down for a Brakesman.\n(b) The Loco Pilot is responsible for picking up the man sent ahead.\nS.R. 4.44/2 : In the event of a train kept standing at the first stop signal working as Manual or \nSemi-Automatic or An Automatic of a Station preceded by a section on Automatic Block System, the \nprotection of the train will be governed under the Rules applicable to trains for protection of train \nstopped in a section on Automatic Block System.\nS.R. 4.44/3 : The action by the Train Manager to protect the rear of train as under G.R. 4.44 and S.R. \n4.44/2 after 15 mts. will be taken after the time limit is over, irrespective of, whether the Loco Pilot \nhas sounded the whistle or not.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 141, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n115\n4.45 Attracting attention of Loco Pilot:-\n(1) If any Train Manager sees reason to apprehend danger or consider it necessary for any \nreason to stop the train, he shall use his best endeavours to attract the attention of the \nLoco Pilot.\n(2) In the absence of other means of communications with the engine, a Train Manager \ndesiring to attract the Loco Pilot’s attention shall apply his hand brake sharply and \nsuddenly release it, and wherever possible, he shall reverse the side lamps to show red \ntowards the engine.\n(3) When the attention of the Loco Pilot has been attracted, the necessary hand signals shall \nbe shown.\n(4) If the train is fitted with continuous brake, the Train Manager may , in case of emergency, \napply such brake gradually to stop the train.\nS.R. 4.45/1 : Stoppi ng of trains between stations. Whenever a train has to be stopped between \nstations, the Loco Pilots and Train Managers must see that it is not stopped in an exposed position \nparticularly on tunnels, bridges and high banks etc.\n4.46 Assistance from Train Managers hand brake:- When the Loco Pilot requires the \nassistance of Train Manager’s hand brake, he shall sound the prescribed code of whistle, \nif necessary repeatedly, or, if a brake whistle is provided, sound such whistle, and shall \nalso use other means of communication, if provided, between the Loco Pilot and Train \nManager.\n4.47 Application of Train Manager’s hand brake:-\n(1) When the Loco Pilot sounds the prescribed code of whistle or the brake whistle, the \nTrain Managers shall immediately apply their hand brakes.\n(2) When a train is travelling down a steep incline, the Train Managers shall, if necessary, \nto steady the train, assist the Loco Pilot with their hand brakes.\n4.48 Permission of Train Manager to detach engine from train:- When a train \nhas been brought to a stand outside station limits or anywhere on a grade, the \nLoco Pilot shall not detach his engine from the train without the permission of the \nTrain Manager who, before giving such permission, shall satisfy himself that the \nbrake van have been put on securely and take such other measures as may be necessary \nor prescribed by special instructions :\n Provided that detaching of engines from trains in such cases may be prohibited altogether \nunder special instructions wherever considered necessary in the interest of safety.\nS.R. 4.48/1 : Permission to be in writing:- the Train Manager must give his permission in writing.\n4.49. Starting and stopping of train:- The Loco Pilot shall start and stop his train carefully \nand without a jerk.\n4.50 Sounding of engine whistle:-\n(1) Except under special instructions, the Loco Pilot shall always sound the whistle of the \nengine according to the prescribed code of whistle-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 142, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n116\n (a) before putting an engine in motion;\n (b) when entering a tunnel; and\n (c) at such other times and places as may be prescribed by special instructions.\n(2) Engine whistle code shall be prescribed under special instructions.\nS.R. 4.50/1\n(a) The engine whistle should be sounded from whistle board (W/L)onwards, provided near \nmanned and unmanned level crossing, till the engine passes the level crossing.\n(b) An additional repeater whistle board (R W/L) has been provided between W/L board and \nunmanned level crossing. The engine whistle should be sounded continuously from this board \ntill the engine passes the unmanned level crossing.\n For (a) & (b) above, whistle should be sounded as prescribed below in SR 4.50/3, till engine \npassed the level crossing.\nS.R. 4.50/2 In case of an electric locomotive and Diesel locomotive provided with both ends cabs, if \nthe whistle/horn of the driving cab fails, the Loco Pilot should send the Assistant Loco Pilot to the \nrear cab to blow the whistle/horn.\nS.R. 4.50/3 : The following whistle code shall be given by Loco Pilots for the purposes indicated:-\nS. No. Indication Before starting Whistle Code\n1. (a) (i) Indication to Loco Pilot assisting banking engine that the Loco \nPilot of leading engine is ready to start.\n0\n(ii) Acknowledgement by the Loco Pilot of Assisting/banking engine \nto leading engine.\n0\n(iii) Engine ready to leave loco yard or after completing loco work 0\n(iv) Engine ready to go to loco yard. 0\n(b) On run\n(i) Assistance of other engine not required 0\n(ii) Acknowledgement of Loco Pilot of assisting/banking engine that \nassistance stopped\n0\n2. (a) Call for Train Manager’ s signal 00\n(b) Signals not exchanged by Train Manager 00\n(c) Signals not exchanged by station staff 00\n3. (a) Train Manager to release brakes -0\n(b) Before starting engine or a train from station/Mid section -0\n(c) Main line clear after backing into siding. -0\n4. (a) Train Manager to apply brakes 000\n(b) Train is out of control, Train Manager to assist. 000\n5. (a) Train cannot proceed on account of accident, failure, obstruction, or \nother exceptional cause.\n0000", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 143, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n117\n(b) Protect train in rear 0000\n6. Call for Train Manager to come to engine. --00 \n7. (a) Token not received 0-0\n(b) Token missed. 0-0\n(c) with wrong authority to proceed 0-0\n(d) Passing stop signal at “ON‟ on proper authority 0-0\n8. (a) Before starting Vacuum/Air Pressure recreated on Ghat section, remove \nsprages.\n-\n(b) Passing an automatic stop signal or a permissive stop signal \nin the Automatic Block signalling territory at “ON‟\n-\n(c) Passing an Intermediate Block stop signal at “ON‟ when the telephone \nprovided on the signal post is out of order and the Loco Pilot is thus \nunable to contact the station in rear\n-\n(d) On run Acknowledgement of Train Manager’ s signal -\n9. (a) (i) At manned level crossing gate while approaching and passing \nthrough level crossing\n- - - - - - - - - -\n(Intermittent)\n(ii) In case the visibility is restricted while approaching a manned level \ncrossing the whistling may continue till the loco pilot passes the level \ncrossing\n-\n(Continuous)\n(iii) At unmanned level crossing intermittent whistling from W/L board \nup to R W/L board (Repeater whistle board); continuous whistling (–) \nfrom R W/L board to approaching and passing the level crossing.\n- - - - - - - - - -\n(Intermittent)\nNote: The number of long whistles sounded intermittently would depend \non the judgment of the Loco Pilot based on actual conditions prevailing \non the approach of the level crossing viz. road traffic, tress passers \ntrying to across the level crossing in the face of an approaching train till \nthe time he (Loco Pilot) passes the level crossing.\n(b) Tunnel or Area of restricted visibility or curves or cutting or Site of \naccident or when in consequence of fog, storm or any other reason the \nview of signals is obstructed\n-\n(Continuous)\n(c) Recall Railway servant protecting train in rear -\n(Continuous)\n(d) Material train ready to leave –\n(Continuous)\n(e) Running through a station –\n(Continuous)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 144, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n118\n(f) Approaching a stop signal at ‘ON’ –\n(Continuous)\n(g) Detained at a stop signal –\n(Continuous)\n10. (a) Train parting -0-0\n(b) Train arriving incomplete -0-0\n11. (a) Alarm Chain pulled 00-\n(b) Insufficient vacuum/air pressure in engine 00-\n(c) Train Manager applies Vacuum/Air brake 00-\n(d) Inter communication apparatus used 00-\n12. Raise pantograph to be acknowledged by the other engine - -\n13. Lower pantograph to be acknowledged by the other engine -0-\n14. (a) Signal arm lowered but light extinguished -00\n(b) Signal arm improperly/insufficiently taken “off” -00\n(c) Defective signal -00\n15. Fouling mark not cleared - - -\n16. (a) Apprehension of danger 00000000000\n(Frequently)\n(b) Danger signal to the Loco Pilot of an approaching train whose path is \nfouled or obstructed for any reason.\n00000000000\n(Frequently)\n(c) While working on a single line section during total failure of \ncommunications or when single line working is introduced on a double \nline section.\n00000000000\n(Frequently)\n(d) Moving in wrong direction on a double line or against the signalled \ndirection in the automatic Book signalling territory or against the \nestablished direction in the Automatic Block signalling territory on \nsingle line\n00000000000\n(Frequently)\nNote : The whistle signals above are illustrated by “0” for a short whistle and ‘__’ for a long whistle.\n4.51 Bell signals between Loco Pilot and Train Manager:- When bell communication is \nprovided between the Loco Pilot and the Train Manager of the train, bell signal code, as \nmay be prescribed by special instructions, shall be used.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 145, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n119\n4.52\t Throwing\tout\twater,\tfire\tor\tcinders:-\tA Loco Pilot or Asstt. Loco pilot shall not \nthrow out water, fire or cinders, when passing through a station yard or tunnel, or when \non a bridge.\n4.53 Hose or water crane:- After taking water from a tank or water column, the Loco \nPilot shall see that the hose or arm is left clear of the line and, when it is provided with \nfastenings, properly secured.\n4.54 Passengers:- Every Train Manager shall give his best assistance to passengers \nentraining and detraining.\nG. Duties of Staff on Arrival\n4.55 Shutting off power:- In stopping a train, the Loco Pilot shall determine where to shut \noff power by paying particular attention to the gradient, the state of the weather, the \ncondition of the rails, the brake power and the length and weight of the train.\n4.56 Train Manager to see that train is stopped clear of fouling Marks:- When a train \ncomes to a stand at a station, the Train Manager shall see that wherever possible the \nlast vehicle of his train has cleared the fouling marks of all points and crossings. If not, \nhe shall inform the Station Master at once and exhibit Stop hand signal to prevent any \nmovement on the fouled line.\nS.R. 4.56/1 : Train standing fouling - If a train is not clear of the fouling marks the Train Manager \nshall also inform the Cabinman of the position who will take necessary steps.\n4.57 Detaching engine:- Whenever a train has been brought to a stand, and it is necessary \nfor the engine, with or without vehicles, to be detached from the rest of the train, the \nTrain Manager shall, before the train is uncoupled, satisfy himself that the brake van \nhave been put on securely and take such other measures as may be prescribed by special \ninstructions.\nS.R. 4.57/1 : Loco Pilots are responsible for uncoupling of their engines at Engine changing stations \nand at any other stations where an engine has to be detached for loco requirement. They are also \nresponsible for coupling it back. At other stations; the station staff are responsible for uncoupling \nand coupling of the engines.\nSR 4.57/2 : Whenever a train has been brought to a stand at train examining station, the yards of \nwhich are situated on gradient steeper than 1 in 400 the Train Examining staff, before releasing the \nvacuum/air brakes, should satisfy themselves that the BrakeVan has been secured before attaching / \ndetaching train engine with or without vehicles and take such other measures as may be prescribed \nby special instructions.\n4.58 Loco Pilot to see that train is stopped clear of fouling marks:- When a train comes \nto a stand at a station, the Loco Pilot shall see that, wherever possible, his engine is clear \nof the fouling marks of all points and crossing. If not, he shall take steps to inform the \nStation Master at once and exhibit Stop hand signal to prevent any movement on the \nfouled line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 146, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n120\n4.59 Moving of train carrying passengers after it ha s been stopped at a station:- \nWhen a train carrying passengers has been brought to a stand at a station, whether \nalongside, beyond, or short of the platform, the Loco Pilot shall not move it, except \nunder orders of the Train Manager or to avert an accident.\nS.R. 4.59/1 : Whenever it is necessary to move a train carrying passengers after it has been brought \nto a stand at a station, the Train manager shall ensure safety of passengers before giving the signal.\n4.60 Train Manager not to leave train till handed over:- No Train Manager shall leave \nhis train until it has been properly handed over in accordance with special instructions.\nS.R. 4.60/1 :\n(a) No Train Manager shall leave the station at the end of his run without the Station Master’ s \npermission to do so. He shall also before leaving see that his train has been signed for by \nthe out going Train Manager, or by the train clerk. He shall furthermore have delivered all \nconsignments, Way Bills, despatches etc. for that station and shall have made over those for \nstation beyond. He shall sign his name on the roster before he leaves the station.\n(b) Every Train Manager shall also hand over all journals and documents kept up by him in \nconnection with the running of his train to the Station Master on duty or other authorised \nofficial before leaving the platform at the end of his run, or if a box is provided for the \npurpose such documents are to be placed therein.\n(c) In the event of a train running over two or more Divisions the Train Manager shall submit \nseparate train documents for each Division.\n4.61 Loco Pilot not to leave the engine when on duty:- No Loco Pilot shall leave his \nworking locomotive or his self-propelled vehicle when on duty, whether at a station or \non a running line, except in case of absolute necessity and after a competent railway \nservant has been placed in charge of the locomotive or self- propelled vehicle. In the case \nof a self-propelled vehicle manned by a Loco Pilot only, Loco Pilot may leave it when \nnecessary, provided he has locked the cabs and has put the vehicle in low gear with the \nignition switch in the off position and has screwed down and locked the hand brake.\nH. Working of Material Trains.\n4.62 Working of a material train in block section:- A material train shall be worked only \nwith the permission of the Station Masters on each side and in accordance with special \ninstructions.\nS.R. 4.62/1 : Loading and unloading:- Train Manager and Engineering official supervising loading \nand unloading of ballast and other material are responsible to ensure that the track and signalling \ngears are left clear of obstruction. They will issue a joint certificate to the SM on duty to this effect. \nSM will not permit train movement on the affected track unless a joint certificate as stated above is \nreceived by him.\nS.R. 4.62/2 :\n(a) A Divisional Material train shall in addition to the vehicle used for conveying material have \nsufficient brake-vans or vehicles fitted with hand brakes to control the train, taking into \nconsideration the ruling gradient on the section on which it is working. Each brakevan or \nhand-brake vehicle shall be attended to by a person competent to apply the han d brake in \ncase of train parting. One Brake-van shall always be attached to the rear of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 147, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n121\n(b) The Train Manager shall be responsible for seeing that the brakes of all vehicles on his train \nare applied as necessary.\nS.R. 4.62/3 : Station Master shall avoid unnecessary detention to Divisional Material trains.\nS.R. 4.62/4 : Unloading material while train is in motion:- Material must not be unloaded from \nordinary trucks while in motion. Trucks specially constructed for dropping materials clear of the \nrunning rails and provided with machinery for regulating the discharge of ballast, may be unloaded \nwhile in motion at a speed not higher than 8 KMPH.\nS.R. 4.62/5 : Carriage of other than workmen prohibited:- Train Managers of Material trains must \nnot allow any but P .Way and Works workmen and staff who are working with their trains to travel on \na material train unless proper passes are held by them.\nS.R. 4.62/6 :\n(a) A Material train shall always stop at a station preceding the section in which the train is to \nwork and the Train Manager shall send to the Station Master an application on Form No. \nE-223 stating at what time he will be ready to start, noting the time this advice is sent. Before \ndetaching the top copy of this advice, the Station Master shall note in pencil with carbon \npaper underneath, the time advice is received and that at which his reply is sent. He shall also \nwrite his reply stating what arrangement he has made for the Divisional Material Train to \nstart. He shall, then, keep one copy and return the other in the book to the Divisional material \ntrain Train Manager.\n(b) In the case of working Material Train before sending the “Line clear inquiry” signal bell \ncode, the Message stating whether the train is to proceed onward or return after working and \nthe time by which it will clear the Block section shall be exchanged between Station Masters. \nA copy of this message and its reply must be pasted in the train signal register and the Train \nManager’ s signature obtained thereon as an assurance that the time by which the section will \nbe clear, as given in the message is correct.\nS.R. 4.62/7 : No material Train working on the double line shall, except under unavoidable \ncircumstances return on the same line to the station from which it started but shall go on to the next \nstation and return by the proper line (See also S.R. 4.12/3).\nS.R. 4.62/8 : The Station Master shall also issue to the Loco Pilot a Caution order Form on which \nshall be distinctly stated :-\n(i) That the train may work on the line between his station and the next,\n(ii) Whether he has to return to his despatching station or proceed to the next station,\n(iii) The time at which the train is to arrive at the station.\nS.R. 4.62/9 : When running through between block station and when running with the engine leading, \nthe speed of a material train must not exceed that prescribed for goods trains of similar weight.\nS.R. 4.62/10 :\n(a) When the engine is pushing, the train shall be worked in accordance with G.R. 4.12 and its \nS.Rs.\n(b) When the engine is pushing the train and brakevan is not leading the speed must not exceed \n8 KMPH.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 148, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n122\n4.63 Workers on material train:- The Train Manager of a material train shall, before giving \nthe signal to start, see that all the workers are on the train, and warn them to sit down.\nS.R. 4.63/1 : Loose shunting of vehicles with workmen:- Loose shunting of or against vehicles with \nworkmen in them is strictly prohibited.\nS.R. 4.63/2 : Material train running after Sunset:- If a material train is running through after \nsunset, the Train Manager is responsible that the workmen do not travel in loaded trucks the side of \nwhich are less than 300 mm. above the material in them.\n4.64 Protection of material train when stabled:\n(1) A material train shall not be stabled on a running line at a station, except in unavoidable \ncircumstances.\n(2) When a material train is stabled at a station, it shall be protected in the following manner \nand the Station Master shall ensure that:-\n(a) the vehicles of the material train have been properly secured and are not fouling \nany points or crossings;\n(b) all necessary points have been set against the line on which the material train is \nstabled and such points have been secured with clamps or bolts and cotters and \npadlocks, and\n(c) the keys of such padlocks are kept in his personal custody until the material train \nis ready to leave the siding or line.\n (3) The Train Manager shall not relinquish charge until he has satisfied himself that the \nmaterial train has been protected as prescribed in this rule.\n4.65 Working of track maintenance machines:-\n Track laying or on track tamping or maintenance machines shall be worked only with \nthe permission of the Station Master and in accordance with special instructions.\nSR 4.65/1 : Rules for movement and working of Track laying and Track Maintenance Machine:-\n(i) Track Laying Machines are used for laying / replacing sleepers / rails. These are mounted \non specially modified wagons for the purpose, coupled and run as a train, and propelled by \na locomotive. The entire composition works as a train and is to be treated as single train for \nall operational purpose. At present, there are two types of such machine i.e PQRS & TRT.\n(ii) Track Maintenance Machines are single unit self-propelled machines and are used for the \npurpose of track maintenance. There is no need for a Train Manager or brakevan in running \nof these machines. These machines can run as single unit as a train or in convoy according \nto rules given herein.\n(iii) DMTs are not Track Maintenance Machines or Track Relaying Machines and shall be worked \nonly as per GR-4.62.\n(iv) No track machine shall work or move in the same block section alongwith a DMT.\n(v) Track laying and Track Maintenance Machines shall work only under traffic block.\n(vi) More than one track laying machine cannot be permitted to work are run in the same block \nsection.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 149, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n123\n(vii) A maximum of five (5) track maintenance machines can be permitted to work in the same \nblock section.\n(viii) While working with one track laying machine, a maximum of four (4) track maintenance \nmachines can be permitted to work in the same block section in addition to that track laying \nmachine.\n(ix) When moving alone, track machine shall display LV Board / Tail lamp.\n(x) For the purposes of through movement from one block station to another block station a \nmaximum of three (3) track maintenance machines can be permitted to run in a convoy. \nWhen such machines are moving in a convoy, the following rules will be followed.\n(a) Whenever movement of more than one track maintenance machine is required to be done \nthe Station Master of the dispatching station shall be offered a requisition for the same in \nwriting by the SSE/ SE/JE (Track Machine) incharge of the movement, who shall be overall \nresponsible for the safe running of the convoy, indicating the individual machines that are \nrequired to move.\n(b) The first machine will move on proper signals and the other 2 machines will follow on the \nauthority of the Machine Following Permit, which shall be issued by the Station Master of \nthe dispatching station to each of the operators of the machines following the first machine.\n(c) The machine operators of the machines will endorse on the permit as token of acknowledgement \nthat they are aware that more than one machine is in convoy and one/two machine is in front \nand rear as the case may be .\n(d) These permits shall be deposited with the Station Master at the receiving station who will \nconsider the line as closed only after the receipt of the permit.\n(e) The operator of the first machine shall be given caution order which alongwith the sectional \nspeed restrictions shall also indicate the number of machines following it. This will be noted \nby the operators of the following machines.\n(f) On sections where motor trolleys are not allowed to work on Motor Trolley Permit running \nof track maintenance machines on Machine Following Permit will also be prohibited. These \nsections are already indicated in the Station Working Rules of the station and the Working \nTime Table of the division.\n(g) Gatemen at Level Crossing Gates enroute will be specifically advised about the number of \nmachines entering the block section to ensure that the gates remain closed till the convoy has \ncleared the level crossing gate.\n(h) Operators of the machines working on Machine following permit will exercise extra vigilance \nat level crossing gates.\n(i) The machine operators will ensure that the distance between two machines is not less than \n120 mts.\n(j) When moving in convoy the speed of machine shall not exceed 40 Kmph.\n(k) While moving in a convoy, if any machine is required to slow down or stop due to any reason \n, the machine operator shall ensure that red hand signal is displayed by waving vigorously.\n(l) The format of Machine Following Permit is given below.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 150, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n124\nNORTHERN RAILWAY\nMACHINE FOLLOWING PERMIT ( No. T/465 )\nStation ———————\nDated: ———————\nIncharge\nTrack Machine No. —————-\nYou are hereby permitted to take your Track Maintenance Machine in the block section from ———\n—— station to —————station and proceed cautiously not exceeding speed 40 Kmph following \nTrack Maintenance Machine No. Track Maintenance Machine No. is following you.*\nOn arrival at station this permit is to be handed over to the Station Master.\nPrivate No. of line clear is ____________\nReceived Station Master\nSignature/Designation. Station Stamp\n(If applicable)\n(xi) Attachment of another machine or camp coach/wagon not permitted when machines are \nmoving in a convoy . Such attachment can only be done if a machine breaks down/fails in \nthe block section, and such movement is done to clear the block section only. When a machine \nor a camp coach/ wagons required for movement from one block station to another, such \nmovement shall be done on line clear only. The requisition for such movement from the SSE/\nSE/JE Track Machine shall clearly specify that another machine/vehicle is attached with the \ntrack machine. This information will be conveyed to the Station Master in advance while \ntaking line clear, and also to the control. The last machine/camp coach shall display LV \nboard/tail lamp.\n(xii) While moving from one block station to another block station on a double line section, the \nmovement of track laying and track maintenance machines shall be on the proper line only.\nSR 4.65/2 :\n(a) (i) “Each Machine shall be in direct charge of SSE/SE/JE-I/JE-II hereinafter called the \nOperator” Whenever SSE/SE/JE is not available on the machine The senior most track \nmachine technician having competency certificate can operate the machine. The complement \nof staff with each machine will normally be one Operator, one Mechanic and one Khallasi. \nHowever, number of Railway staff on each Track Machine Cab should not exceed five (5). \nThe Operator shall be a qualified person, competent to hold the charge of the machine on the \nMain Line and also certified to be qualified in the rules and actual driving and working of the \nunit efficiently.\n(ii) In case of MP-2000 Track Machine, the complement of staff in each machine cab may be \noperator, Machine maintainance staff and SSE/SE/JE(P .Way) total ten staff.\n Other staff i.e. gangman etc.when travelling with the machine will travel on the platform of \nthe machine outside.\n The staff travelling in the operator’ s cab will not in any way detract the attention of the \noperator except in case of unusual situation.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 151, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n125\n(b) The ‘On Track’, Tr ack Maintenance Machines shall work under the direct supervision of \nan Engineering official, not below the rank of SSE/SE/JE(P .Way), who will be responsible \nfor taking the traffic block and for protection of the lines while the work is in progress. \nHereinafter, he will be called SE(P .Way) incharge.\nSR 4.65/3 : COMPETENCY CERTIFICATE:\n Operator of the machine shall not use/operate the Track machines unless-\n(a) He is in possession of a valid Track Maintenance Machine Competency certificate for driving \nand working of the machine in token of his being competent to operate the machine. The \ncompetency certificate will be issued by Dy. C.E. incharge of track machines.\n(b) (i) He is fully conversant with the system of working, signaling of the section and has undergone \nroad learning as prescribed for Loco Pilots and has recorded this fact in a competency book \nkept on the machine. This will be countersigned by SSE/TMC/incharge.\n (ii) The Operators of the machines responsible for operating/running of the machines shall \nfollow the schedule of initial training/refresher courses in train working rules as prescribed \nfor train Loco Pilots.\n (iii) Track machine operator as well as other track machine staff must possess the Medical \ncertificate issued by the Railway Medical officer as per the following classification -\n – Track machine operator A–Three (A-3)\n – Other track machine staff B-One (B–1)\nSR 4.65/4.\n(i) EQUIPMENT : The Operator of the machine will be responsible to ensure, that, the following \nequipments complete in all respect and in working condition, are available on each Track \nMaintenance Machine before the machine is put on a running line:-\n(a) Two red and one green HS flag.\n(b) Two tri-colour HS Lamps.\n(c) Two chains with padlocks.\n(d) Two clamps with padlocks.\n(e) Ten fog signals\n(f) One watch.\n(g) A copy of the working time table of the division where the machine is working.\n(h) G&SR book with up-to date amendment slips.\n(i) One 4 Cell flasher light.\n(j) One Petromax Lamp.\n(k) One portable field telephone.\n(l) Two banner flags.\n(m) One first aid box.\n(n) Skids- Two Nos.\n(o) LV Board and Flashing tail lamp.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 152, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n126\n(ii) Each Track Maintenance Machine must be equipped with prescribed head and tail-light, \nmarker lights and flasher lights as per GR 4.14 to 4.16 and the SR’s thereto.\n While moving in convoy the LV Board/Tail lamp, should be fixed only on the last machine in \nthe direction of movement.\nSR 4.65/5 : RULES FOR OPERATION :\n(i) No Track Maintenance Machine shall be brought on a running line from the siding/stabling \nline without the written permission of the Station Master on duty in the form of a shunting \norder (T/806).\n(ii) When the Track Maintenance Machine is required to move from one Block Station to another \nBlock Station, the Operator should run the machine only with the proper authority to proceed \nas defined in GR 1.02(6).\n(iii) The following procedures shall be observed for working of track maintenance machines \nbetween two Block Stations;\n(a) The Track Maintenance Machines shall work under line block. The SSE/SE/JE (P .way) incharge \nof all the Track Maintenance Machines as defined in SR 4.65/2 shall give the requisition for \nblock in duplicate to SM, indicating the number of Track Maintenance Machines which will \nwork, the specific location where the machines will work, the duration of block required and \nwhether the machines will proceed to the next station or return to the starting station after \ncompletion of the work. The SM shall then contact the control and ascertain the movement of \ntrains before granting line block. SSE/SE/JE (P .way) incharge will accompany the machines \nto its work site.\n(b) After ascertaining from control, the duration of block that may be granted, SM shall return \nthe original copy of the requisition to the SSE/SE/JE (P .way) incharge endorsing the duration \nof the block permitted and other special instructions, if any.\n(c) Single Line Section : Work and Proceed :\n SM will obtain line clear from Station in advance, lower Last stop signal issue caution order \nindicating the number of Maintenance Machines permitted to work within the block section \nwhich will be signed by all the Operators of Track Maintenance Machines and will be handed \nover to the SSE/SE/JE (P .way) incharge along with token if any. SSE/SE/JE (P .way) incharge \nshall travel on the last Track Maintenance Machine.\n On completion of the work, machines will be received by lowering reception signals, Station \npointsmen should display green flag signal at the foot of first stop signal till the last machine \nenters the Station.\n On reaching the Station in advance, SSE/SE/JE (P .way) incharge will hand over the token, if \nany, as well as the caution order only when the last machine clears the block section. He will \nalso certify that the track is fit for train movement. Then only the SM will close the line.\n(d) Single Line Section : Work and Return :\n(i) With Token/Tablet instruments :\n SM will obtain line clear from station in advance, lower last stop signal, issue caution order \nindicating the number of Track Maintenance Machines permitted to work with the block \nsection, the stations where they will return etc. which will be signed by all the Operators of \nTrack Maintenance Machines and will be handed over to the SSE/SE/JE (P .way) incharge", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 153, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n127\nalong with token/tablet. SSE/SE/JE (P .way) incharge shall travel on the first track maintenance \nmachine.\n On completion of the work. The machines will be received by lowering reception signals. \nStation Pointsman should display green flag/signals at the foot of first stop signal till the \nlast machine enters the station. SSE/SE/JE (P .way) incharge shall hand over the token/tablet \nas well as caution order to the SM on duty only when all track maintenance machines have \ncleared the block section. He will also issue a certificate to the SM that track is fit for train \nmovement. Then only SM will cancel the line clear and normalise the block instrument.\n(ii) With tokenless Block Instrument;\n SM will block back the section in accordance with para 6001 of block working manual, take \nout the shunting key, issue shunting order (T/806) and a caution order indicating the number \nof track maintenance machines permitted to work within the block section, the Station where \nthey will return etc. which will be signed by all the operators of track maintenance machine \nand will be handed over to the SE/SSE/JE (P . Way) in charge along with the shunting key. SE/\nSSE/JE (P .way) in charge shall travel on the first track maintenance machine. On completion \nof the work, the machines will be received by lowering reception signals. A competent Railway \nServant deputed by the SM shall display green flag/signals at the foot of first stop signal till \nthe last machine enters the Station. SE/SSE/JE (P .Way) in charge shall hand over the shunting \nkey as well as the caution order to the SM on duty, only when all the track maintenance \nmachines have cleared the block Section. He will also issue a certificate to the SM the track \nis fit for train movement. Only then SM will remove the “Block Back”.\n Similar procedure should be followed in case of block working through axle counter on Single \nLine Section. However, no physical authority to proceed will be handed over to SSE/SE/JE \n(P .way) incharge.\n(e) Double Line Section - Work And Proceed :\n(i) Via Right Direction : SM will obtain line clear from station in advance, lower last stop \nsignals, issue a caution order indicating the number of Track Maintenance Machines \npermitted to work within the Block Section which will be signed by all the Operators of Track \nMaintenance Machine and will be handed over to the SSE/SE/JE(P .way) incharge. SSE/SE/\nJE (P .way) incharge shall travel on the last Track Maintenance Machine.\n On completion of the work, the machines will be received by lowering reception signals. \nStation Points man should display green flag/signals at the foot of first stop signal till the last \nmachine enters the station.\n On reaching the station in advance, SSE/SE/JE (P .way) incharge will hand over to the SM, \nthe caution order only when the last machine clears the block section. He will also certify that \nthe track is fit for train movement. Then only the SM will close the line.\n(ii) Via Wrong Direction : Station Master will take the line clear from station in rear on block \ntelephone indicating the number of Track Maintenance Machines which will work from that \nStation upto the next station, prepare Machine following permit (Form No. T/465) and issue \ncaution order clearly indicating the number of track machines to work, the Station to which \nthe machines will go on completion of work, the line on which the machines will work. The \nMachine following permit (Form No. T/465) and the caution order should be signed by all \nthe operators and then should be handed over to the SSE/SE/JE (P .Way) incharge who shall \ntravel on the last machine.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 154, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n128\n The machines shall be piloted out of the station on a written authority (T/511) issued by the \nSM after all the facing points have been correctly set and locked and trailing points correctly \nset over which the machines will pass.\n On approaching the next station after completion of the work, the operators shall bring, their \nmachines to stop opposite the first stop signal pertaining to the right line or at the last stop \nsignal pertaining to the wrong line (on which they are running) whichever they come across \nfirst.\n The SM at the other end of the block section shall depute a Railway staff in uniform at the foot \nof the signal (whichever the machines would encounter first) who shall stop the machines on \ndanger hand signal and thereafter pilot them into the station on a written authority (T/510) \nissued by the SM.\n If the operators find that no Railway servant in uniform has been deputed at the foot of the \nsignal to Pilot the train into the station, GR 4.44 shall be observed.\n All the crossover points in the facing direction over which the machines shall proceed shall \nbe clamped and pad locked.\n On reaching the station at the other end of the block section, SSE/SE/JE (P .way) incharge will \nhand over the Machine following permit ( No.T/465), caution order to SM only when the last \nmachine clear the block section. He will also certify that the track is fit for train movement. \nThen only the SM will close the line and normal train running may be resumed.\nNote: - While working via wrong line, rules as given in chapter 10 of Block Working Manual will be \nfollowed.\n(f) Double Line Section - Work and Return :\n(i) Via Right Direction : SM will block forward the section in accordance with Block working \nManual para 6002, arrange to put the needle of the block instrument directly to “Train \non Line” take out the shunting key in case of ‘Daido’ Double line Block Instrument, issue \ncaution order indicating the number of track machines permitted to work within the block \nsection, station where they will return etc. which will be signed by all the operators and will \nbe handed over to the SSE/SE/JE (P .way) incharge along with the shunting key, if any. SSE/\nSE/JE (P .way) incharge shall travel on the first Track Maintenance Machine. In addition, \nT/369-3(b) will also be issued for passing the last stop signal at danger.\n On completion of the work, the operators shall bring their machines to stop opposite first stop \nsignal pertaining to the right line or at the last stop signal pertaining to the line on which they \nare running whichever comes across first.\n SM shall depute a Railway servant in uniform at the foot of the signal (whichever the machine \nwould encounter first) who shall stop the machines on danger signals and thereafter pilot \nthem into the station on Written authority (T/510) issued by the SM.\n If the operators find that no railway servant has been deputed to pilot the train, GR 4.44 shall \nbe observed.\n All the crossover points in the facing direction over which the machines shall proceed shall \nbe clamped and pad locked.\n On reaching the station, SSE/SE/JE (P .way) incharge will hand over the caution order to the \nSM only when the last machine clears the block section. He will also certify that the track is \nfit for train movement. Then only the SM will close the line and normal working may resume.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 155, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n129\n(ii) Via the wrong direction : SM will block back the section in accordance with Block Working \nManual para 6001, put the needle of the block instrument directly to “Train on Line”, take \nout the shunting key in case of ‘Daido’ double line block instrument, issue caution order \nindicating the number of Track Maintenance Machines, Station where they will return etc. \nwhich will be signed by the operators and then will be handed over to the SSE/SE/JE (P .way) \nincharge along with the shunting key, if any. SSE/SE/JE(P .way) incharge will travel on the \nfirst track machine.\n The machines shall be piloted out of the station on a written authority (T/511) issued by the \nSM after all the facing points have been correctly set and locked and trailing points correctly \nset over which the machines will pass.\n On completion of the work, the machines will be received by lowering reception signals. \nStation pointsmen should display green flag/hand signal at the foot of first stop signal till the \nlast machine enters the station section.\n SSE/SE/JE (P .way) incharge shall hand over the shunting key, if any, as well as the caution \norder to the SM on duty, only when all the Track Maintenance Machines have cleared the \nblock section. He will also issue a certificate that the track is fit for train movement, then only \nthe SM will remove the block back.\nSR 4.65/6 : PRECAUTIONS:\n(i) The SSE/SE/JE (P .way) incharge of the machine is responsible for the protection of the site of \nwork and also for protection of adjoining track in case of infringement, if any. He shall also \nbe responsible for safety of track after the working of the machine.\n(ii) The Station Master on either side shall inform all the Level crossings equipped with telephones \nfalling in this block section about the total number of track machines permitted to work in the \nblock section under exchange of Private number.\n(iii) While the track machines are moving in the block section in convoy, it will be the responsibility \nof the operators of their machines to remain at a minimum distance of 120 metres of each \nother. However, while working the minimum distance between two machines shall not be less \nthan 50 metres.\n(iv) In course of working, when required to pass a manned or unmanned gate, each track machine \nshall stop short of the level crossing and pass only after ensuring the safety of the track \nmachine and the road traffic.\n(v) The SSE/SE/JE (P .way) incharge shall always take four efficient flagmen equipped with \nbanner flags, ten detonators, two flashing Hand Signal Lamps and red hand flags each, to \nprotect the machines. One flagman shall exhibit banner flag at a distance of 600 metres. on \neither side of the site of work and one flagman showing a stop hand signal at a distance of \n1200 metres on either side of the site of work.\n(vi) Some machines tend to foul the adjacent lines, while working on double line sections or in the \nyard. BRM may foul the adjacent line when stretching out its blades. If any part of a machine \nis likely to foul the adjacent line while working, the SSE/SE/JE (P .way) incharge shall request \nSM in writing to block both the lines and such work should only be undertaken, if blocking \nboth the lines has been permitted by the control and the SM and both the lines have been \nprotected as per para 4.65/6 (v) above.\n(vii) In case of CSM/DUO or any other such machine where the operator is not in a position \nto get a view of front directly, he shall ensure by deployment of his assistants in the front/", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 156, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n130\nrear cab that any obstruction/infringement i.e. machine moving ahead of banner flag etc. is \ncommunicated to him verbally or by display of Hand Signal/Flag etc., so that movement of \nthe machine may be controlled accordingly.\nSR 4.65/7 : Protection of track machines when stabled at Station:-\n(i) The running and stabling of the track machines shall be arranged by the Station Master \nin consultation with the section controller. In case, the control is not working, the Station \nMaster shall consult the Station Master of the adjoining stations.\n(ii) The Track machine shall normally be stabled on a non-running line.\n(iii) When the track machine is stabled on a running line due to unavoidable circumstances, the \nmechanical hand-brakes shall be applied and machine shall be securely chained to the rails \nin accordance with GR 5.23 and SRs thereunder. Lever Collars shall be used on the concerned \nsignal levers and slide collors/pins on the relevant slides in the office of the Station Master.\n(iv) When the machine is stabled, the Operator shall ensure that it is berthed clear of fouling \nmarks and traps and without obstructing the adjacent lines. He shall apply the hand brakes \nand skids to prevent movement.\n The concerned points shall be set against the line on which the track machine is stabled and \nsuch points shall be secured with clamps or bolts and cotters and padlocks. They keys of \nsuch padlocks shall be kept in the personal custody of SM until the machine is ready to leave \nfrom siding or running line. The machine operator shall not relinquish charge until he has \nsatisfied himself that the machine has been properly secured and protected as prescribed.\nSR 4.65/8 : The track machines shall not move into or inside the traffic yard without the permission \nof the Station Master on Shunting order (T/806). No shunting of goods/ passenger stock shall \nbe permitted on the line where track maintenance machines are stabled nor shunting should be \nperformed with the machines attached.\nSR 4.65/9 : FAILURES AND ACCIDENTS\n(i) Failure in block sections of the Track Machine will be treated as Accidents under Class ‘J’. \nAccidents involving track machines shall be treated as train accident under the appropriate \nclass and action should be taken as per the rules in force.\n(ii) In the case of failure of track machine in block section the SSE/SE/JE (P .way) incharge may \ndecide to push the disabled unit to the nearest station provided the brake power is in good \ncondition.\n Otherwise intimation shall be sent to the nearest Station Master through a messenger and to \ncontrol through portable telephone asking for a light engine to tow the unit.\n(iii) In the event of break down, the machines shall be protected as per GR 6.03 and SR thereunder.\nSR 4.65/10 : SPEED - Maximum permissible speed should be as approved by C.R.S. On points and \ncrossings, the speed shall, however, be restricted to 10 KMPH.\nSR 4.65/11 : The above instructions may also be followed for movement and working of one or \nmore tower wagons. In that circumstances, one traction foreman should be the overall incharge for \nmovement and working of Tower Wagon.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 157, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n131\nS.R. 4.65/12 : Rules for Movement of Rail –Cum-Road vehicle :-\n(1) Description :\n(a) Rail –cum-Road vehicle herein after referred as RRV is a self propelled vehicle. Which can \nrun on Railway track as well as on road. It shall be treated as a “Train” as defined in GR \n1.02 (58) for the purpose of working on open line.\n(b) Rail-cum –Road vehicle is meant for maintenance only and will not be used for normal \ninspection.\n(c) RRV will normally run on road, and would run on track only on the section where some \nmaintenance work is required to be done. Its running on track shall be under BLOCK \nprotection only.\n(2) Incharge of RRV:\n(a) The RRV shall run under the charge of the SSE/JE P . Way who shall be personally responsible \nfor all Safety aspects regarding the movement of the RRV , SSE/JE(P .Way) shall be responsible \nfor taking block, removing the block, protection of line while the RRV is working as train and \nalso when it is “on tracked” or “Off tracked”.\n(b) The driver of the RRV , hereafter to be called the RRV Operator, and other staff on RRV shall \nwork under direct supervision of the SSE/JE(P .Way).\n(3) Competency of the RRV Operator:-\n(a) The Driver of RRV shall be fit in A-3 medical category. While on duty, he shall have with him, \ntwo pairs of such spectacles, as he is required to wear under medical advice.\n(b) For transportation training, the driver shall undergo training at Zonal Railway Training \nInstitute, Chandausi and Principal/ZRTI will issue competency certificate, which shall be \nvalid for three years.\n(c) On successful completion of training, he shall be examined and if found competent, shall be \nissued a competency certificate by the concerned Sr. DEN of the section and Sr. DSO. This \ncertificate will be valid for a period of three years and shall be kept in personal custody of the \ndriver while on duty. The certificate shall be produced, when required.\n(d) The driver shall go for refresher course at ZRTI/Chandausi after a period of three years.\n(e) The driver shall also possess valid ‘Heavy Vehicle Driving licence’ for road vehicle, SSE/JE \nP .way incharge of RRV shall ensure that driving licence of road vehicle issued to drivers of \nRRV is renewed in time.\n(4) Safety Equipment :-\n(i) Auto flasher lights(like locomotives) shall be provided on both sides of RRV .\n(ii) RRV shall have a LV board and Flashing Tail Lamp which shall be displayed in the rear \nduring movement.\n(iii) The driver and SSE/JE P .Way incharge of RRV shall be responsible for ensuring that the \nequipments are complete and in working order. The equipment will be the same as referred \nunder SR 4.65/4.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 158, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n132\n(5) Rules for Operation:\n(I) General :\n(a) Advance week by programme shall be finalized at the level of DOM/Sr. DOM and DEN/Sr. \nDEN so that section Supervisor/Chief Controller is aware of such operating and maintenance \nschedule.\n(b) RRV shall not be moved between running line and siding/stabling line (s) without the written \npermission of SM on duty in the form of shunting order.\n(c) On Double or Multiple Line Section RRV shall , invariably run on proper line, i.e. right line.\n(II) When the RRV is to be moved from one Block Station to another Block station with conventional \n(Mechanical) interlocking.\n(a) The SSE/JE (P .Way) incharge of RRV , shall give the requisition in writing, in duplicate, to the \nSM for the movement of RRV from one block station to an adjoining Block Station.\n(b) On receipt of the requisition, SM shall–\n(i) Obtain the permission of Section Controller.\n(ii) Obtain Line Clear and issue proper Authority to Proceed, take ‘Off’ despatch signals treating \nRRV at par with a Train.\n(iii) Return one copy of the requisition, and issue Caution Order for the section, to the RRV \nOperator.\n(iv) Give TES signal to the SM of receiving station as soon as the RRV leaves the Station and also \nadvise the Section Controller.\n(c) The SM at the other end of the Block Section shall receive the RRV by taking ‘Off’ Reception \nsignals.\n(d) On arrival of RRV , the SSE/JE in charge of RRV shall issue a certificate for the clearance of \nthe Block Section to the SM of the receiving Station.\n(e) After the receipt of this certificate, the SM shall close the Line Clear. He shall also inform the \nSection Control.\n(f) Rules under GR 8.01 shall be followed.\n(III) Movement of RRV on section/stations with track circuiting/block proving with axle counter/\nRRI/Panel Interlocking:\n(i) When RRV is to be despatched from or received at a station with track circuiting/block proving \naxle counter/RRI/Panel Interlocking, such movement in the block section would be done only \non PLC.\n(ii) The line on which the RRV is stabled at a station would be treated as under block and \nclearance of such line would be ensured by the SM by physical verification.\n(iii) Rules under GR 8.01 shall be followed\n(IV) Instructions for “Intermediate ‘ON-Tracking’ and ‘Off-Tracking’”:\n(a) RRV has a unique facility of “On-Tracking” and “Off-Tracking” of the vehicle.\n(b) “On-Tracking” or “Off-tracking” of RRV in block section shall be done only from a manned \nlevel crossing gate provided with telephone, under block protection.\n(c) This operation shall be done in 10 minutes time.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 159, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n133\n(d) When RRV is to be ‘On-Tracked’ in the block section:-\n The SSE/JE incharge of RRV shall give in advance a written requisition with message no. \nto the SM of the station connected to the gate with telephone from which RRV is to be ‘on \ntracked’ with following particulars.\n(1) The level crossing gate no. and Km at which he desires to ‘On track’ the RRV .\n(2) Approximate time for ‘ON’ tracking the RRV\n(3) Approximate duration of block.\n(4) Level crossing gate no. and Km at which RRV shall ‘off’ track or the station at which the RRV \nwill clear the block section.\nNote- If no level crossing gate is situated in the block section where the site of work is situated, then \n‘On-Tracking’ shall be done at the level crossing of Block Section in rear and block shall be \ntaken from such level crossing to the station in advance. On arrival at the said Block station \nthe Block shall be removed and for entering in the required Block Section, block shall be \ntaken afresh.\n(e) As soon as the RRV becomes ready for ‘On-Tracking’ at the nominated manned level crossing \nprovided with telephone, SSE/JE incharge of RRV shall request for block (for the reference to \nhis message number of the requisition for block) and also give the private number from the \nGateman’ s private number book.\n(f) Such entry shall be made in the Gate Log Register of the Level Crossing concerned. On duty \nSM shall inform the Section Controller. According to train movement, Section Controller shall \ngrant permission with his private number to impose the block. After obtaining the permission \nof the block from the Section Controller the SM shall inform the SM at the other end of the \nBlock Section under exchange of Private numbers. There after the SM on duty shall give the \nprivate number to SSE/P .Way incharge of RRV for the imposition of Block.\n(g) Where the gate is connected with a cabin, such exchange of information would be between \nthe SE/JE P .Way and the Cabinman/Switchman, who in turn shall exchange information with \nthe SM and shall act on the instructions of the SM under exchange of Private Number.\n(h) On double line section both SMs shall also ensure that no train is in movement from either \ndirection. Then the SM will inform with his private number to SSE/JE Incharge of RRV for \nimposition of block alongwith nominating the line on which the RRV should be on tracked (as \nper the due direction of the traffic).\n(i) On receipt of such permission alongwith the private number of the SM, the SSE/JE Incharge \nof the RRV shall start the process of ‘On-Tracking’ of the RRV . On double line, he shall ensure \nthat the RRV is ‘On-Tracked’ on the line as per the due direction of traffic.\n(j) As soon as the Block is granted the on duty SM shall take the precautions as taken when \ngranting traffic block.\n(i) On token less single line section, SM shall extract the SH key.\n(ii) On single line token territory, SM shall extract the token and keep it till the removal of block.\n(iii) On double line where SGE type lock and block instruments are provided, the SMs of both \nstations at either end shall turn the commutator directly to TOL position till the block has \nbeen removed. However, commutator of wrong line can be brought to line closed position \nprovided SSE/JE incharge of RRV has given the clearance of adjacent line.\n(iv) On double line where block proving Axle Counter instrument are provided, the SMs of both \nstations at either end shall take out LBC Key. The LBC Key shall be kept with SM till the block", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 160, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n134\nhas been removed. However the LBC key of wrong line can be put in the block instrument \nprovided SSE/JE incharge of RRV has given the clearance of adjacent line.\n(k) After the RRV has been ‘On-Tracked’, SSE/JE incharge of RRV shall inform the SM with \nexchange of private number and entry in gate log register that the RRV has been ‘On-Tracked’ \nand on double line that the adjacent line is clear so that train movement can be started on \nother direction. During the ‘ON’ tracking procedure, the flasher light shall be switched ‘ON’.\n(l) On receipt of such information and exchange of private number regarding On Tracking on \ndouble line sections, SM will resume normal movement on the other line.\n(m) When RRV is to be ‘Off Tracked’ in block section:\n(i) Before the off tracking of RRV , SSE/JE incharge of RRV shall ask permission for the same, \nand give his private number, from SM from the nominated (as per the requisition given at the \nstation) level crossing gate telephone.\n(ii) Where the gate is connected with a cabin, such exchange of information would be between \nthe SE/JE, P .Way and the Cabinman/Switchman, who in turn shall exchange information with \nthe SM and shall act on the instructions of the SM under exchange of private number.\n(ii) On double line section SM shall block the adjacent line also before permitting the RRV to be \nOff Tracked. After ensuring that no train is in movement on other direction on double line \nsection SM shall give his private number to the SSE confirming his permission to Off Track \nthe RRV .\n(iv) During the off tracking procedure the flasher lights shall be switched on.\n(v) As soon as the RRV becomes off track and comes out of level crossing gate, SSE/JE RRV shall \ngive the private number to concerned SM for clearance of track as well as for removal of \nblock. SM will inform the section controller and adjoining station of the block section under \nexchange of private numbers regarding the clearance of the block.\n(vi) If the gate telephone of the nominated gate where the RRV is to be Off Tracked has become \ndefective, the RRV shall be Off Tracked at the next manned level crossing gate with telephone, \nor at the next block section.\n(vii) During the “On Tracking” and “Off Tracking” the position of the Gates would be treated \nas open and precautions/procedure for opening of gates as per rules will be followed by the \ngateman.\n(V) ‘On-Tracking’ / ‘Off-Tracking’ in station section:\n(a) When RRV is to be ‘On-Tracked’ or ‘Off-Tracked’ at a level crossing gate within station \nsection, the same shall be done only at manned gate provided with telephone / interlocked \ngate.\n(b) Such ‘On-Tracking’ / ‘Off-Tracking’ shall be done with prior written permission of the SM/ \non duty.\n(c) On Tracking shall be done only at the nominated line, which shall be treated as blocked once \nthe ‘On-Tracking’ operation has started.\n(d) The gate shall be opened for ‘On-Tracking’ / ‘Off-Tracking’ after fulfilling all the conditions \nfor opening of the gate.\n(e) SSE/JE (P .Way) shall make entries in the cabin log register regarding ‘On- Tracking’ / ‘Off-\nTracking’ and regarding confirmation that adjacent lines are clear of obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 161, + "text": "CHAP. IV) WORKING OF TRAINS GENERALLY\n135\n(f) The Gateman/Cabinman/Switchman shall close the gate only after the SSE/ JE (P .Way) has \nconfirmed in the cabin/gate log register that the RRV has been ‘Off-Tracked’ and all lines are \nfree of obstruction that the RRV has been ‘On-Tracked’ at the nominated line (line No. to be \nentered ) and that all other lines are free of obstruction.\n(g) SM shall resume normal operation, after this has been confirmed by the Cabinman/Gateman/\nSwitchman under exchange of private number.\n(VI) Failures and Accidents:\n(a) Accidents involving RRV shall be treated as train accidents under the appropriate class and \naction should be taken as per rules in force.\n(b) In case of failure of RRV in block section the SSE incharge may decide to push the disabled \nRRV to the nearest station or level crossing gate provided the brake power is in good condition.\n(c) In the event of break down, RRV shall be protected under GR 6.03 & SR thereunder.\nI. Private Engines and Vehicles\n4.66 Private Engines and Vehicles : No engine or other vehicle; which are the property of \na private owner, shall be allowed to enter upon the railway, except in accordance with \nspecial instructions.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 162, + "text": "Chapter V\nCONTROL AND WORKING OF STATIONS\n5.01 Responsibility of the Station Master for working:-\n(1)\t The\t Station\tMaster\tshall\tbe\tresponsible\tfor\tthe\tefficient\tdischarge\tof\tthe\tduties\tdevolving\t\nupon\tthe\tstaff\temployed,\teither\tpermanently\tor\ttemporarily,\tunder\tthe\torders\tat\tthe\t\nstation\tor\twithin\tthe\tstation\tlimits\tand\tsuch\tstaff\tshall\tbe\tsubject\tto\this\tauthority\tand\t\ndirection\tin\tthe\tworking\tof\tthe\tstation.\n(2)\t The\t Station\tMaster\tshall\tsee\tthat\tall\tsignals,\tpoints,\tgates\tof\tlevel\tcrossings\tand\tthe\twhole\t\nmachinery\tof\this\tstation\tare\tin\tproper\tworking\torder\tand\tshall\timmediately\treport\tall\t\ndefects\ttherein\tto\tthe\tproper\tauthority.\n(3)\t The\t Station\tMaster\tshall\talso\tbe\tresponsible\tto\tsee\tthat\tthe\tworking\tof\tthe\tstation\tis\t\ncarried\tout\tin\tstrict\taccordance\twith\tthe\trules\tand\tregulations\tfor\tthe\ttime\tbeing\tin\t\nforce.\n(4)\t No\t person\tother\tthan\tthe\tStation\tMaster\tshall\task\tfor\tor\tgive\tLine\tClear,\tor\tgive\tauthority\t\nto\tproceed.\nS.R. 5.01/1 : The Station Master incharge shall carry out daily inspections of his station, and among \nother things, check that the staff are dressed in clean uniform in accordance with the extant rules, \nand that signal lamps, flags and other station equipment are in proper order. Further, whenever there \nis a change of staff at a station, either temporary or permanent, he shall be responsible for seeing \nthat all rules relating to the working of the station are understood by such staff. Every staff who is \nliterate shall submit to the Station Master, a declaration in writing that he has read and understood \nsuch rules.\nS.R. 5.01/2 : No member of the station staff, particularly in the charge of points and signals, or \nshunting, shall leave his duty without being relieved by some competent person and without the \nknowledge and permission of the Station Master. Pointsmen and Signalmen shall remain on duty, \nif Line Clear is given for a train, until that train has been received and the conditions for granting \npermission to approach have been restored.\n5.02 Supply of copies of rule and distribution or exhibition of other documents:- The \nStation Master shall see-\n(a)\t that\t every\trailway\tservant\tsubordinate\tto\thim\twho\tshould\tbe\tsupplied\twith\ta\tcopy\tof\t\nauthorised\ttranslation\tof\tthese\trules\tunder\tRule\t2.01\tduly\treceives\tthe\tsame;\n(b)\t that\t the\tWorking\tTime\tTable\tin\tforce\ttogether\twith\tall\tcorrection\tslips\tand\tappendices,\t\nif\tany\tworking\trules\tand\tinstructions,\tand\tother\tnotices\thaving\treference\tto\tthe\tworking\t\nof\tthe\tline,\tare\tproperly\tdistributed\tor\texhibited\tin\tsuch\tmanner\tas\tmay\tbe\tprescribed\t\nunder\tspecial\tinstructions;\n(c)\t that\t both\tthe\tsheet\ttime\ttables\tand\tfare\tlist\tare\tcorrectly\texhibited\tat\tthe\tstation,\tif\tit\tis\t\nopen\tof\tfor\tthe\tbooking\tof\ttraffic;\tand", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 163, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n137\n(d)\t that\t copies\tof\tthe\tAct,\tand\tthe\tGoods\tand\tCoaching\tTariffs\tare\tavailable\tfor\tinspection\t\nby\tthe\tpublic.\n5.03 Obedience to orders and keeping of books and returns:- The Station Master shall \nsee\tthat\tall\torders\tand\tinstructions\tare\tduly\tconveyed\tto\tthe\tstaff\tconcerned\tand\tare\t\nproperly\tcarried\tout,\tand\tthat\tall\tbooks\tand\treturns\tare\tregularly\twritten\tup\tand\tneatly\t\nkept.\n5.04 Signal Cabins:-\n(1)\t The\t Station\tMaster\tshall\tmade\thimself\tthoroughly\tacquainted\twith\tthe\tduties\tof\tthe\t\nstaff\temployed\tin\tthe\tsignal\tcabins,\tif\tany,\tat\this\tstation\tand\tshall\tsatisfy\thimself\tthat\t\nthey\tperform\ttheir\tduties\tcorrectly,\tand\tin\torder\tto\tmaintain\tan\teffective\tsupervision\t\nover\tthe\tsaid\tstaff,\tfrequently\tvisit\tthe\tsignal\tcabins.\n(2)\t The\t Station\tMaster\tshall\tensure\tthat\tthe\tprescribed\tequipment\tis\treadily\tavailable\tin\t\nsignal\tcabins\tand\tmaintained\tin\tgood\tworking\torder.\n(3)\t Signal\t cabins\tshall\tbe\tkept\tneat\tand\tclean\tand\tno\tunauthorised\tperson\tshall\tbe\tpermitted\t\nto\tenter\tsuch\tcabins.\nS.R. 5.04/1 : The Station Master shall frequently test staff under him in the knowledge of rules \nincluding the method of using lever collars, ferrules and conducting shunting in a safe manner.\n5.05 Report of neglect of duty:- The\tStation\tMaster\tshall\treport,\twithout\tdelay,\tto\this\t\nsuperior,\tall\tneglect\tof\tduty\ton\tthe\tpart\tof\tany\trailway\tservant\twho\tis\tunder\this\torders.\n5.06 Station Working Rules:-\n(1)\t In\t addition\tto\tthe\tGeneral\tRules\tfor\tIndian\tRailways\tand\tSubsidiary\tRules\tof\ta\tRailway,\t\neach\tstation\tshall\tbe\tprovided\twith\tStation\tWorking\tRules\tapplicable\tto\tthe\tstation,\t\nissued\tunder\tspecial\tinstructions.\n(2)\t A copy\tof\tthe\tStation\tWorking\tRules\tor\trelevant\textracts\tthereof\tshall\tbe\tkept\tat\tcabins\t\nand\tlevel\tcrossing\tconcerned.\nS.R. 5.06/1 : The Station Working Rules shall be made in accordance with the prescribed proforma.\n5.07 Forms:-\n(1)\t All\t messages\tand\twritten\tauthorities\tmentioned\tin\tthese\trules\tshall\tbe\tprepared\ton\t\nprescribed\tforms\tlaid\tdown\tin\tthese\trules\tor\tprescribed\tunder\tspecial\tinstructions\tand\t\nshall\tbe\tstamped\twith\tthe\tstation\tstamp.\n(2)\t If\t the\tauthorised\tprinted\tform\tis\tnot\tavailable\tfor\tany\treason\t or\tin\texceptional\t\ncircumstances\ta\tmanuscript\tform\tcontaining\tall\tthe\tparticulars\tas\tcontained\tin\tthe\t\nprescribed\tform\tis\tissued\tas\tan\temergency\tmeasure,\treason\tthere\tfor\tshall\tbe\trecorded\t\nin\tthe\tstation\tdiary.\n5.08 Access to and operation of equipment:- No\tunauthorised\tperson\tshall\tbe\tpermitted\t\nto\thave\taccess\tto\tor\toperate\tsignals,\tpoints\telectrical\tblock\tinstruments\tand\telectrical\t\ncommunication\tinstruments\tor\tany\tother\tappliances\tconnected\twith\tworking\tof\tthe\t\nrailway.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 164, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n138\n5.09 Reception of a train on an obstructed line:-\n(1)\t In\tcase\tof\treception\tof\ta\ttrain\ton\tan\tobstructed\tline,\tthe\tStation\tMaster shall-\n(a)\t whenever possible,\tintimate\tthe\tLoco\tPilot\tthrough\tthe\tStation\tMaster\tof\tthe\tstation\tin\t\nrear\tthat\tthe\ttrain\tis\tto\tbe\treceived\ton\tan\tobstructed\tline;\n(b)\t ensure\t that\tthe\tsignal\tor\tsignals\tcontrolling\tthe\treception\tof\tthe\ttrain\tare\tnot\ttaken\t‘off’;\t\nand\n(c)\t ensure\t that\tall\tthe\tpoints\tover\twhich\tthe\ttrain\thas\tto\tpass\tare\tcorrectly\tset\tand\tthe\tfacing\t\npoints\tlocked.\n(2)\t After the\ttrain\thas\tbeen\tbrought\tto\ta\tstand\tat\tthe\trelevant\tStop\tsignal,\tit\tmay\tbe\treceived\t\non\tthe\tobstructed\tline\tby-\n(a)\t authorising\t the\tLoco\tPilot\tto\tpass\tthe\tStop\tsignal\tat\t‘ON’\tby\ttaking\t‘OFF’\tthe\tCalling-\non\tsignal,\twhere\tprovided;\tor\n(b)\t authorising\t the\tLoco\tPilot\ton\tthe\tsignal\tpost\ttelephone,\twhere\tprovided,\tto\tpass\tthe\tStop\t\nsignal\tat\t‘ON’,\tin\taccordance\twith\tspecial\tinstructions;\tor\n(c)\t authorising\t the\tLoco\tPilot\tto\tpass\tthe\trelevant\tsignal\tor\tsignals\tat\t‘ON’\tthrough\ta\twritten\t\nauthority\tto\tbe\tdelivered\tby\ta\tcompetent\trailway\tservant\twho\tshall\tpilot\tthe\ttrain\tpast\t\nsuch\tsignal\tor\tsignals.\n(3)\t The\t train\tshall\tbe\tbrought\tto\ta\tstand\tat\tthe\tfacing\tpoints\tleading\tto\tthe\treception\tline\t\nuntil\thand-signalled\tforward\tby\ta\tcompetent\trailway\tservant.\n(4)\t A Stop\thand\tsignal\tshall\tbe\texhibited\tat\ta\tdistance\tof\tnot\tless\tthan\t45\tmetres\tfrom\tthe\t\npoint\tof\tobstruction\tto\tindicate\tto\tthe\tLoco\tPilot\tas\tto\twhere\tthe\ttrain\tshall\tbe\tbrought\t\nto\ta\tstand.\n(5)\t The\t Loco\tPilot\tshall\tkeep\this\ttrain\twell\tunder\this\tcontrol\tand\tbe\tprepared\tto\tstop\tshort\t\nof\tany\tobstruction.\nS.R. 5.09/1 : The written authority referred in GR 5.09(2) (c) shall be on a prescribed form T/509.\nS.R. 5.09/2 : If the block is cleared after a Loco Pilot has been advised that his train will be received \non a blocked line the Station Master may receive the train on signals, in such case he shall issue a \nwritten Memo instead of issuing Form T/509 to the Loco Pilot informing the Loco Pilot that the train \nis being received on signals as the block has been cleared.\n5.10 Reception of a train on a non-signalled line:-\n(1)\t Should\t it\tbe\tnecessary,\tin\tan\temergency,\tto\treceive\ta\ttrain\ton\ta\tline\twhich\tis\tnot\tsignalled\t\nfor\treception,\tthe\tStation\tMaster\tshall\tensure\tthat.-\n(a)\t the\ttrain\tis\tbrought\tto\ta\tstand\tat\tthe\tfirst\tStop\tsignal;\n(b)\t the\t line\ton\twhich\tit\tis\tintended\tto\treceive\tthe\ttrain\tis\tclear\tupto\tthe\ttrailing\tpoints\tor\t\nupto\tthe\tplace\tat\twhich\tthe\ttrain\tis\trequired\tto\tcome\tto\ta\tstand;\n(c)\t all\t the\tpoints\tover\twhich\tthe\ttrain\thas\tto\tpass\tare\tcorrectly\tset\tand\tthe\tfacing\tpoints\t\nlocked;\tand", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 165, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n139\n(d)\t the\t Loco\tPilot\tis\tauthorised\tto\tpass\tthe\tapproach\tStop\tsignal\tat\t‘on’\tthrough\ta\twritten\t\nauthority\tto\tbe\tdelivered\tby\ta\tcompetent\trailway\tservant\twho\tshall\tpilot\tthe\ttrain\ton\tto\t\nthe\tnon-signalled\tline.\n(2)\t The\t Loco\tPilot,\twhile\tentering\ta\tnon-signalled\tline,\tshall\tproceed\tcautiously\tand\tbe\t\nprepared\tto\tstop\tshort\tof\tany\tobstruction.\nS.R. 5.10/1 : The written authority mentioned in G.R. 5.10 (d) will be T/510.\n5.11 Departure of a train from a non-signalled line:-\n(1)\t In\t the\tevent\tof\ta\ttrain\thaving\tto\tbe\tstarted\tfrom\ta\tline\tnot\tprovided\twith\ta\tStarter\tsignal,\t\nthe\tLoco\tPilot\tshall\tbe\tgiven\ta\twritten\tpermission\tto\tstart:\n\t Provided\t that\tsuch\tpermission\tmay\tbe\tdispensed\twith\twhere\ta\ttangible\tauthority\tto\t\nproceed\tis\tgiven\tto\tLoco\tPilot.\n(2)\t The\t written\tpermission\tor\tthe\ttangible\tauthority\tto\tproceed\treferred\tto\tin\tsub-rule\t(1)\t\nshall\tnot\tbe\tgiven\tunless\tall\tthe\tpoints\tfor\tthe\tdeparture\tof\tthe\ttrain\thave\tbeen\tset\tand\t\nthe\tfacing\tpoints\tlocked.\nS.R. 5.11/1 : The written Permission mentioned in GR 5.11 (1) & (2) shall be T/511.\nS.R. 5.11/2 : When a number of trains are awaiting despatch in the same direction from non-signalled \nline, the form T/511 shall also be given Loco Pilot in addition to tangible authority to start the train.\n5.12 Departure of a train from a line provided with common departure signal:-\n(1)\t In\t the\tevent\tof\ttrain\thaving\tto\tbe\tstarted\tfrom\ta\tline\tout\tof\ta\tgroup\tof\tlines\tprovided\t\nwith\ta\tcommon\tdeparture\tsignal,\tthe\tLoco\tPilot\tshall\tbe\tgiven\ta\twritten\tpermission\tto\t\nstart\tin\taddition\tto\tthe\tauthority\tto\tproceed\tunder\tthe\tsystem\tof\tworking.\n(2)\t The\t written\tpermission\tand\tthe\tauthority\tto\tproceed\treferred\t\tto\tin\tsub-rule\t(1)\tshall\tnot\t\nbe\tgiven\tunless\tall\tthe\tpoints\tfor\tthe\tdeparture\tof\tthe\ttrain\thave\tbeen\tset\tand\tthe\tfacing\t\npoints\tlocked.\nS.R. 5.12/1 : Written permission referred to in G.R. 5.12(1) will be T/512.\n5.13 Control of shunting:-\n(1)\t Shunting\t operations\tshall\tbe\tcontrolled\tby\tfixed\tsignals\tor\thand\tsignals\tor\tby\tverbal\t\ndirection.\n(2)\t The\t Loco\tPilot\tshall\tnot,\thowever,\tdepend\tentirely\ton\tsignals\tand\tshall\talways\tbe\tvigilant\t\nand\tcautious.\n(3)\t The\t speed\tduring\tshunting\toperations\tshall\tnot\texceed\t15\tkilometres\tan\thour\tunless\t\notherwise\tauthorised\tby\tspecial\tinstructions.\nS.R. 5.13/1 :\n(a) This shall, however, not apply to loaded or empty Box and BOBs type bogie- wagons which \nare not designed for high shunting speeds. The maximum permissible shunting speed of such \nwagon is restricted to a normal shunting speed of 5 to 6 KMPH when the wagons are shunted \nsingly. When shunting a group of two or more Box or BOB’ s wagons, coupled together with \ntransition couplers at either end, the shunting speed should correspond to a very slow walking \nspeed of about 2 kilometres per hour.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 166, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n140\n(b) For wagons containing explosives, gases, petroleum, inflammable liquids and solids, oxidizing \nsubstances, Acids, corrosive and poisonous substances, the shunting speed should be as laid \ndown in the Red Tariff issued by I.R.C.A.\nSR 5.13/2 : (a)\n(i) Shunting order (T/806) shall be given when shunting is required to be done on a train. The \nStation Master shall issue form T/806 which shall be signed by the Train Manager and the \nLoco Pilot of the train.\n(ii) In coaching or Goods yard, where shunting is of regular nature, and shunting done by \nshunter, supervised by yard shunting staff, T/806 is not required to be given. At such places, \nthe shunting order can be issued by the SM/ YM in writing or such instructions can be given \norally as specified in the SWR of the station.\n(iii) For attaching and detaching of locos for change of traction, or for change of loco, or reversal, \nwhere such movements are of regular nature form T/806 is not required to be given.\n(iv) Shunting order shall indicate the work to be done. The system of movement shall be adopted \nas per laid down rules of SR 8.15/1(iv) & SWR.\n(b) Whenever any special precaution is necessary to be observed by Train Manager while \nsupervising shunting at stations where no shunting masters are provided, instructions in this \nrespect must clearly be embodied in the shunting order on Form T/806.\n At stations provided with shunting staff the Yard Master or the Station Master is responsible \nto ensure that such precautions are duly observed.\nS.R. 5.13/3 : Shunting of Passenger and Mixed Trains at other than an engine changing or \njunction or terminal station:- At a station other than an engine changing or junction or \nterminal station, the Train Manager in charge of the passenger/Mixed train is responsible for \nsafe shunting of the train, whether, of the whole train or part of it. Whether a shunting master \nis provided or not, and he is also responsible:-\n(i) for ensuring that correct vehicle is attached or detached;\n(ii) for accompanying part of the train which is being shunted and giving the necessary signals;\n(iii) for correct setting of all points and locking of facing points over which shunting is done as \nper S.R. 5.14/1\n When vehicles containing Passengers have to be shunted, the person conducting the shunting \nmust warn passengers by blowing a whistle at least twice and by audibly announcing the fact \nthat vehicles are to be shunted. The movement is not to commence till all doors are closed and \nfoot boards are clear of passengers.\nS.R. 5.13/4 : Shunting of passenger and mixed trains at an engine changing or junction or terminal \nstation:- At an engine changing or junction or terminal station, the Yard Master or, if there is no Yard \nMaster, the Station Master on duty is responsible for safe shunting of Passenger, and Mixed trains, \nwhether of the whole or part of it, and is also responsible :-\n(i) for ensuring that the correct vehicle is attached or detached;\n(ii) for accompanying that part of the train which is being shunted and giving the necessary \nsignals;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 167, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n141\n(iii) for correct setting of all points and locking of facing points over which shunting is done as \nper S.R. 5.14/1. At any such station where neither the Yard Master nor the Station Master can \ncarry out this duty, the Divisional Railway Manager shall specify either in the working rules \nor in the duty list of staff, the persons who will carry out this duty.\n When vehicles containing Passengers have to be shunted, the person conducting the shunting \nmust warn passengers by blowing a whistle at least twice and by audibly announcing the fact \nthat vehicles are to be shunted. The movement is not to commence till all doors are closed and \nfoot boards are clear of passengers.\nS.R. 5.13/5 :\n(a) Shunting on goods trains where no shunting master are provided to be supervised the \nTrain Managers:- (i) The Train Manager of a goods train is responsible for attaching and \ndetaching vehicle to and from his train. He must personally supervise the shunting, and \nexhibit the necessary signals himself. Instructions for the necessary shunting to be done will \nbe given to the Train Manager by the Station Master on duty.\n (ii) for accompanying that part of the train which is being shunted.\n (iii) for the correct setting of all points over which shunting is performed.\n (iv) for the locking of facing points over which shunting is performed as per S.R. 5.14/1.\n(b) When a BOX wagon is attached or detached at road side station, the Train Manager should \nsee to the correct setting of the empty/loaded box.\nS.R. 5.13/6 : Shunting of goods trains at station where shunting master are provided:-\n(a) The attaching and detaching of vehicles to and from goods trains will be done by Shunting \nmaster under the instructions of the Station Master on duty. The Station Superintendent/Chief \nYard Master is responsible that Shunting master understand rules which govern shunting \noperations and that all necessary precautions are taken by Shunting master when shunting \nis being performed at station where gradient exists. The Shunting master should also ensure \ncompliance with S.R. 5.14/1,\n(b) In all cases the Train Manager of the train is held responsible that the correct vehicle is \nattached or detached from his train.\nS.R. 5.13/7 : Responsibility of Train Managers for shunting of complete trains in the station yard- \nWhenever a complete train of any description is to be shunted from one line to another or placed in \nor taken out from a siding, such as in the process of crossing or giving precedence to another train \nthe Train Manager incharge of the train will supervise the shunt and will be responsible;\n(a) that points and crossing are correctly set and facing points locked for the shunt as per S.R. \n5.14/1;\n(b) for exhibiting the necessary signals to the Loco Pilot performing shunting and;\n(c) for seeing, on completion of the shunt, that the crossings are clear.\nS.R. 5.13/8 : Shunting of material trains supervised by Train Managers - All shunting of vehicles \nto be attached or detached must be done under the personal supervision of Train Manager in charge \nof the train, who is responsible for exhibiting the necessary signals himself. Before commencing", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 168, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n142\nshunting, he must obtain the instructions of the Station Master on duty. The Train Manager is also \nresponsible for taking every precaution to safeguard the workmen (if any) during the shunting.\nS.R. 5.13/9 : Responsibility for warning staff and for the performance of careful shunting in and \nout of goods and other sidings where loading or unloading is in progress. The person supervising \nshunting will be held responsible for warning the Clerk or other official engaged in loading or \nunloading vehicles, before he commences shunting on to or with these vehicles. The permission of \nthe Clerk or other official must be obtained, and he will be responsible, after receiving intimation, \nfor seeing that everybody connected with the work is promptly warned. No hand shunting or loose \nshunting connected with those vehicles which are being dealt with, or which will foul the lines on \nwhich such work is going on, may be done, until permission has been obtained.\nS.R. 5.13/10 : Shunting during stormy weather - When shunting has to be done in stormy weather, \nit must be confined to as few lines as possible. Each vehicle placed on a siding must be coupled to \nany other vehicle already there and brakes put down. When shunting on any one siding is finished, \nthe vehicles must be coupled up and the end vehicles spraged or chained.\nS.R. 5.13/11 : Shunting with coupled engine - Shunting with coupled engine is not allowed except-\n(a) when a complete train has to be shunted from one line to another.\n(b) When the load to be shunted cannot be hauled by a single engine owing to a gradient.\nS.R. 5.13/12 : Clear crossing during shunting operations - All staff connected with shunting duties \nare responsible for keeping rail crossing clear during shunting operations and for the passage of \ntrains. The point of clearance is indicated by a white sleeper between tracks.\nS.R. 5.13/13 : Hand shunting of Vehicles: When it is necessary to hand shunt any vehicle, responsible \nsubordinate must supervise the work. Labourers and other must not be allowed to hand shunt vehicles \nby pushing them at the buffer. They must either push vehicles from between the buffers or at the sides \nof the vehicles, outside the rails. Contractors’ and Traders’ labour must not be allowed to move \nvehicles at stations, except under the orders and personal supervision of a responsible member of the \nstation staff. The above instruction does not apply to the movement of vehicles on merchants’ sidings \nand on sidings serving plinths and similar place allotted to individual trades.\nS.R. 5.13/14 : Uncoupling moving vehicles: - Uncoupling vehicle while it is in motion is forbidden \nexcept in slow movements in hump yards.\nS.R. 5.13/15 : No passenger carrying vehicles should be kept standing on blocked line in the rear of \nthe train carrying passengers stopped at a station.\nS.R. 5.13/16 : When shunting is to be done for attaching or detaching any vehicle or when an engine \nis to be coupled to a train, engine/vehicle must first be brought to stop 20 mtrs away from the train \nand then proceed very cautiously for being attached to the train.\nS.R. 5.13/17 : No engine should be allowed on any running line at a station occupied by a train or \nvehicles carrying passengers, except the train engine or banking engine or shunting engine required \nto perform shunting on that train. The movement of such an engine should be permitted only under \nthe control of the person in charge of shunting.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 169, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n143\nS.R. 5.13/18 : Shunting of wagons of other stock marked sick or damage labelled loaded with a part of \nthe consignment protruding to a dangerous extent, on yard lines adjacent to passenger running lines \nshould be regulated, as far as possible during the intervals between passenger train movements. In \nevery case the staff should exercise utmost caution and while undertaking such shunting immediately, \nif the situation so warrants, take all necessary precautions.\n5.14 Responsibility for shunting:- The Station Master shall see that the shunting of \ntrains or vehicles is carried on only at such times and in such manner as will not \ninvolve danger.\nSR 5.14/1 : Whenever any shunting is to be performed, the facing points over which shunting is \ncarried on, must invariably be secured as detailed below:-\n(a) In case of facing points provided with locks, the facing points shall be locked for shunting \nmovements whenever interlocking permits of this being done.\n(b) In case shunting movements are governed by shunt signal or starter signal which detect the \nfacing points, the shunt signal or starter signal shall be taken “Off” to secure the facing \npoints.\n(c) In all other cases involving movement over running lines, the facing points shall be clamped/\ncotter-bolted and padlocked. It will, however, not be necessary to padlock in cases of yard shunting \ninvolving use of non-running lines.\n(d) Whenever any shunting is to be carried out across the main line over the crossover point, all \nthe relevant facing points must be properly set and locked with appropriate lock levers. In \naddition to such locking the facing points of the emergency crossover, the point must also be \ncotter-bolted/clamped and padlocked by the person responsible to supervise such shunting.\nS.R. 5.14/2 :\n(a) In case of shunting of coaches occupied by passengers or during shunting over emergency \ncross over, the facing points must be clamped and padlocked.\n(b) Defective points in non-interlocked yard, if set by any means, must be clamped and padlocked \nbefore any movement of a train/coaches occupied by passengers is allowed over them.\nS.R. 5.14/3 : Whenever any shunting operation involving running lines requiring co- operation of \nthe SM with cabins is to be done, private numbers shall be exchanged between SM and Cabin man \nbefore the commencement and after accomplishment of the shunting movement in token of assurance \nof occupation and clearance of the involved running lines. Proper entries, in this regard, shall be \nmade in the Log Book.\n5.15\t Shunting\tat\tStation\tunder\tCentralised\tTraffic\tControl:-\n(1)\t No\t shunting\tshall\tbe\tperformed\tat\ta\tstation\tunder\tCentralised\tTraffic\tControl\twithout\t\nthe\tpermission\tof\tthe\tCentralised\tTraffic\tControl\tOperator\tor\twhen\tCentralised\tTraffic\t\nControl\tis\tnot\tin\toperation,\twithout\tthe\tpermission\tof\tthe\tStation\tMaster.\n(2)\t For the\tpurpose\tof\tshunting,\tthe\tCentralised\tTraffic\tControl\tOperator\tmay,\twhen\t\nrequired,\thand\tover\tthe\tlocal\tcontrol\tof\tworking\tof\ttraffic\tat\ta\tstation\tor\tpart\tof\ta\tstation\t\nto\tthe\tStation\tMaster\twho\tshall\tthereafter\tbe\tresponsible\tfor\tthe\tshunting\tat\tthe\tstation", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 170, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n144\nor that part of the station\tfor\twhich\tthe\tlocal\tcontrol\thas\tbeen\tmade\tover\tto\thim\tin\tthe\t\nmanner\tprescribed\tunder\tspecial\tinstructions.\n5.16 Shunting during reception of trains:\n\t “Shunting\t during\treception\tof\ttrains:\tWhen\tsignals\thave\tbeen\ttaken\t‘off\tfor\tan\tincoming\t\ntrain\ton\tto\ta\tline\twhich\tis\tnot\tisolated,\tno\tshunting\tmovement\tshall\tbe\tcarried\tout\t\ntowards\tpoints\tover\twhich\tthe\tincoming\ttrain\tis\tto\tpass\texcept\tunder\tspecial\tinstructions\t\nfor\tidentified\tstations\twhere\tfrequent\tshunting\tmovements\ttake\tplace,\tand\twhere\tsuch\t\npoints\tare\tprotected\tby\ta\tStop\tSignal\tor\tby\ta\tShunt\tSignal\twith\tthe\tprecautions\tto\tbe\t\nobserved\twhile\tperforming\tshunting\tthat:\n(a)\t shunting\t shall\t be\t carried\t out\t under\t supervision\t of\t authorised\t competent\t railway\t\nservant;\tand\n(b)\t rake\tor load\tshould\tbe\tfully\ton\tair\tbrake;\tand\n(c)\t the\tmaximum\tspeed\tduring\tshunting\toperations\tshall\tnot\texceed\t15\tkmph”\n1.\t The\t relaxation\tof\tsignaled\tshunting\tmovements\tunder\tprovisions\tof\t5.16\tby\tPCOM\tmay\t\nbe\tdone\tas\tan\texception.\n2.\t In\t such\tcases\tof\tshunting\twhich\tare\tpermitted\tby\tPCOM\tunder\tspecial\tinstructions\t\nunder\tGR\t5.16,\tthe\tshunting\tis\tto\tbe\tcarried\tout\twith\tLoco\tin\tleading\ttowards\tthe\tpoint\t\nover\twhich\tincoming\ttrain\tis\tto\tpass.\tShunting\twith\tLoco\tin\tpushing\tshould\tnot\tnormally\t\nbe\tpermitted\tfor\tshunting\tmovements\tpermitted\tby\tPCOM\tunder\tspecial\tinstructions.\n3.\t Additional\t precautions\tbased\ton\tlocal\tconditions\tmay\tbe\tprescribed\tby\tPCOM\tto\tensure\t\nsafety\twherever\trequired.\n4.\t The\t signaled\tshunting\tmovements\twhich\tare\tpermitted\tunder\tspecial\tinstructions\tby\t\nPCOM\tshould\tbe\tclearly\tendorsed\ton\tthe\tSignal\tInterlocking\tPlan\tand\tStation\tWorking\t\nrule\tdiagram.\n5.\t Since\t the\tprecautions\tstated\tin\tGR\t5.16\tare\tto\tbe\texercised\tby\tfield\tstaff,\tthe\tdetails\tof\t\nsuch\tmovements\twhich\thave\tbeen\tpermitted\tby\tPCOM\tunder\tspecial\tinstructions\tshould\t\nbe\tclearly\tmentioned\tin\tthe\tStation\tWorking\tRules\talong\twith\tthe\tlist\tof\tprecautions\tto\t\nbe\ttaken\tas\tfollows:\nS.No. Signaled\tshunting\tmovements\tpermitted\tunder\tspecial\t\ninstructions\nPrecautions\tto\tbe\ttaken\nFrom\tShunt\tSignal\t\nNo.\nTowards\tpoint\tno.\t(over\twhich\t\nincoming\ttrain\tis\tto\tpass)\n1.\n2.\n6.\t The\t dispensation\t by\t PCOM\t under\t special\t instructions\t under\t GR\t 5.16\t should\t be\t\nprocessed\tat\tthe\ttime\tof\tapproval\tof\tsignalling\tplans\tso\tthat\tno\trework\tis\tinvolved\t\nsubsequently.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 171, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n145\nS.R. 5.16/1 : Shunting in face of an approaching train shall not be permitted in thick foggy and \ntempestuous weather in non-isolated lines and also, at non-isolated stations where trains run through \nat speeds equal to or in excess of 50KMPH.\nSR 5.16/2: The following categories of staff be authorized to supervise shunting: Station Master/\nTrains Manager/Shunting Master/Pointsman or such other categories as may be prescribed in the \nSWR.\n5.17 Shunting near level crossing:- The railway servant incharge of shunting near or \nacross a level crossing, before giving permission to the Loco Pilot to move his \ntrain across it, shall ensure that the level crossing gates have been closed and \nlocked\tagainst\troad\ttraffic.\n5.18 Drawing of a train to an advanced position:-\n(1)\t A train\twaiting\tfor\tan\tauthority\tto\tproceed\tshall\tnot\tbe\tallowed\tto\tdraw\tout\tup\tto\tan\t\nadvanced\tStarter\tfor\tdespatch,\texcept\twhere\ttrack\tcircuit\tor\taxle\tcounter\thas\tbeen\t\nprovided\tbetween\tthe\tstarter\tand\tadvanced\tstarter\tto\tindicate\tthe\tpresence\tof\ta\ttrain\tin\t\nadvanced\tposition.\n(2)\t The\t provision\tof\tsub\trule(1)\tshall\tnot\tapply\tin\tcase\tof\tshunting\tof\ta\ttrain\twithin\ta\tstation\t\nsection\titself.\n5.19 Obstruction of running line:-\n(1)\t No\t railway\tservant\tshall\tcommence\tany\tloading,\tshunting\tor\tany\tother\toperation\tby\t\nwhich\ta\trunning\tline\tmay\tbe\tfouled\tor\tobstructed\twithout\tobtaining\tthe\tprevious\tsanction\t\nof\tthe\tStation\tMaster\tor\tof\tother\trailway\tservant\tnominated\tin\tthis\tbehalf\tunder\tspecial\t\ninstructions,\twho\tshall\tsee\tthat\tall\tnecessary\tsteps\tare\ttaken\tfor\tthe\tprotection\tof\ttraffic\t\nwhile\tsuch\toperation\tis\tbeing\tcarried\ton\tand\tthe\tnecessary\tsignals\tare\tkept\tat\t‘ON’\tuntil\t\nthe\tobstruction\tis\tremoved.\n(2)\t A sand\thump\tor\tsnag\tdead\tend\tshall\tnot\tbe\tobstructed\tfor\tany\tpurpose\tand\twhen\tit\thas\t\nbecome\tobstructed,\tit\tshall\tcease\tto\tbe\ta\tsubstitute\tfor\tthe\tadequate\tdistance\tfor\tthe\t\npurpose\tof\ttaking\t‘OFF’\tsignals.\nS.R. 5.19/1 : Loading and Unloading on running line:- A loose vehicle or vehicles shall not ordinarily \nbe placed on running line for loading or unloading. Vehicles may in exceptional circumstances, be \nloaded or unloaded on Running line provided-\n(i) the prior permission of the Station Master, or if the section is controlled, of the Controller is \nobtained;\n(ii) the vehicles are placed as near the station office as possible so as to be under the direct \nsupervision of the Station Master on duty;\n(iii) every wagon is spragged or chained and all hand brakes pinned Down firmly;\n(iv) the Station Master personally satisfies himself, before permission to approach is given for any \ntrain, that no packages are left fouling any running line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 172, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n146\nS.R. 5.19/2 : Traps and Cross-overs to be set against running line:-\n(a) To prevent the possibility of vehicles escaping on to the running lines from sidings, traps \nor scotch block on the sidings as well as cross-over giving access to the running line must \nnormally be set and locked against the running lines.\n(b) In addition, whenever there is a strong wind the Station Master must secure loose vehicles at \nthe station with sprags or chains.\nS.R. 5.19/3 : Running line not to be normally obstructed:- In the ordinary course of events, vehicles \nor engines should not be allowed to stand on a running line.\nS.R. 5.19/4 : Detaching of a vehicle or vehicles with or without engine or detaching a light engine:- \nAt a station provided with one or more cabins, should it become necessary to detach on running \nline, engine or engines with vehicles or vehicle alone, the Station Master on duty should advise the \ncabin or cabins concerned before permitting such detaching and exchange private numbers with the \ncabin or cabins. Entries should be made in the Trains Signal Register by the Station Master and in \nthe Cabin Log Register(s) by the cabinman or cabinmen concerned, regarding the obstruction of the \nrunning line and the time of such obstruction. When the obstruction is removed, the Cabin concerned \nshould advise the Station Master as well as any other cabin concerned under exchange of private \nnumbers. Suitable remarks should also be made in the Train Signal Register/Cabin Log Register of \nthe clearance of the obstruction along with the time of clearance.\nS.R. 5.19/5 : Stabling of vehicles on running line:- Where, in an emergency, stabling of vehicles \n(with or without engines) on a running line becomes unavoidable, the following precautions should \nbe taken :\n(a) Stations with Level yards:-\n(i) All vehicles should be coupled together and one wheel of the vehicles nearest the points at \neach and should be secured by the Safety Chain. The Safety Chains should be padlocked in \nthe presence of the Station Master and keys retained in his personal custody.\n(ii) Hand brakes of at least 6 wagons from either end of the train must be pinned down.\n(iii) During stormy weather one vehicle in every ten should be chained in addition to the end \nvehicles. A minimum of four vehicles must however, be chained if the stabled load consist \nof less than 40 and more than 3 vehicles. Vehicles should be kept clear of all fouling marks \nconcerned.\n(iv) At a non-interlocked station, all points leading to the line on which the vehicles are stabled should \nbe set and locked against that line and the keys of those points kept in the personal custody of the \nStation Master on duty.\n(v) At night, a red light/Fluorescent L/V Board should be exhibited at each end of the vehicles or \ngroup of vehicles.\n(b) Stations situated on a grade steeper than 1 in 400 in the Station yard:-\n(i) In order to trap vehicles rolling away from the Station, no vehicles shall be permitted to be \nstabled unattached to an engine unless they are placed within the protection of a derailing \nswitch or a dead-end siding or the station is provided with slip siding.\n(ii) Vehicles stabled within the protection of a dead-end siding or a slip siding or a derailing \nswitch etc. must be secured wit h Safety Chains as detailed in General Rules 5.20 and 5.23 \nand subsidiary rules thereunder.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 173, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n147\n(iii) Whenever new type of bogies or roller bearing stock, i.e. BOXs, BOIs, BRHs, BOBs etc. are \nstabled within the protection of a dead end siding or a slip siding or a derailing switch etc., \nthey must be secured in accordance with S.R. 5.23/2.\nNote :- In terms of Chapter II of the schedule of Dimensions, a station yard will be taken to extend \n(i) on single line to a distance of 45 metres (150 ft.) beyond outer-most points at either end \nof the station (ii) on double line where 2 aspect signalling provided from Home Signal to a \ndistance of 45 metres (150 ft.) beyond outer most points at the trailing end, or where there \nare no loops to last stop signal of each line, (iii) on double line where multiple aspect \nsignalling is provided to a distance of 45 metres (150 ft.) beyond outermost Points at either \nend of the Station or when there are no loops from Block Section Limit Board to last stop \nsignal of each line.\nS.R. 5.19/6 : Recording (occupation) of running lines at the time of change of duty:- The Station \nMaster on duty should record in the diary the occupation of the running line, both coaching and \ngoods and also arrival time of trains while handing over charge. The incoming Station Master should \nsign this entry in the diary in token of being aware of the condition of the running lines within his \njurisdiction at the time of taking over. This, however, will in no way absolve him of his responsibility \nto ensure that a reception line is clear before receiving a train on it.\nS.R. 5.19/7 : Use of lever collars at inter-locked station provided with cabins or ground frame:-\n(i) Lever collars must be placed on the handles of the levers working points or signals for \nreception line on which a train, engine, or vehicle is left standing or which is otherwise \nobstructed, so as to serve as a visual reminder to the person operating the levers that the \nreception line is obstructed and also to prevent the lever being pulled inadvertently so long \nas the line remains so obstructed. This will not apply to those levers whose pulling assumes \nin the clearance of the line/lines only over an area which is track circuited, except when the \ntrack circuiting is out of order or the line/lines are otherwise blocked.\n(ii) Similarly lever collars must also be placed on the handles of departure signals as an additional \nreminder, when a block section in advance is occupied by a train, in sections with tokenless \nblock working, as follows :-\n (a) On all levers working departure signals at way side stations. and\n (b) Only on the lever working Advanced Starter Signal at large stations.\n(iii) Lever collars must also be similarly used to protect a reception line on which a train stops to \ncross or to give precedence to another train stops to cross or to give precedence to another \ntrain or trains in ordinary course.\nS.R. 5.19/8 : Use of devices similar to lever collars on electric slide instruments and other apparatus \nunder the control of Station Master at interlocked Station:- When the running line is obstructed in \nthe same circumstances as mentioned in S.R. 5.19/7 (i)(ii)(iii) devices similar to lever collars should \nbe used at an interlocked station by the Station Master on the relevant slide of the electric slide \ninstruments or such other apparatus, if provided to him, to prevent the lowering of the reception \nsignal for a line which may be so obstructed.\nWhere, however, the reception line is track circuited either wholly or between the starter, the use of \nsuch a sdevice by the Staton Master will not be necessary so long as the track circuiting is in working \norder except when the line is otherwise obstructed or fouled.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 174, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n148\n5.20 Shunting on gradients:- When shunting is being performed on a gradient, the \nrailway servant in charge of the shunting shall ensure that-\n(a)\t sufficient\t number\tof\tbrakes\tare\tput\ton,\tsprags\tare\tused,\twhere\tnecessary,\tslip\tsiding\t\npoints\tor\ttraps,\twhere\tprovided,\tare\tset\tto\tensure\tsafety\tand\tthat\tall\tprecautions\tare\t\ntaken\tto\tprevent\tvehicles\tgetting\tout\tof\tcontrol,\tand\n(b)\t in\t case\tof\tshunting\tover\ta\tportion\tof\tline\ton\tsteep\tgradients,\tneither\tisolated\tnor\tprotected\t\nby\tslip\tsidings,\tan\tengine\tis\talso\tattached\ttowards\tthe\tfalling\tside\tof\tthe\tgradient.\nNOTE:-For\tpurposes\tof\tthis\trule\ta\tsteep\tgradient\t\tshall\t\tbe\t1\tin\t260\t\tor\tsteeper\texcept\tin\tcase\tof\t \nvehicles\tfitted\twith\troller\tbearings,\twhen\tit\tshall\tbe\t1\tin\t400\tor\tsteeper.\n5.21 Loose shunting:- Cranes,\t vehicles\t containing\t passengers,\t workers,\t explosives,\t\ndangerous\tgoods\tor\tlive-stock\tor\tany\tother\tvehicle\tthat\tmay\tbe\tspecified\tunder\tspecial\t\ninstruction,\tshall\tnot\tbe\tloose\tshunted\tand\tno\tloose\tshunting\tshall\tbe\tmade\tagainst\t\nthem.\nS.R. 5.21/1 : Definition of loose shunting:- Loose shunting means vehicles being pushed by an \nengine and then being allowed to run forward by their own momentum.\nS.R. 5.21/2 : Restrictions regarding loose shunting:- (a) No vehicle may be loose shunted unless \nit is provided with an efficient hand brake or is coupled to at least one other vehicle fitted with an \nefficient hand brake.\n(b) Loose shunting shall not be commenced until a sufficient number of competent railway \nservants are available to apply the hand brakes where necessary.\n(c) Besides the following vehicles shall also not be loose shunted or hump- shunted nor shall \nother vehicles be loose shunted against them :-\n(i) Tank wagons/vehicles such as those for Petrol, Kerosene, Oil, Acid, Vegetable Oil, \nMolasses, etc.\n(ii) Bogie rail trucks, bogie boiler trucks, or other open wagons when loaded with heavy or \nbulky articles which are liable to shift.\n(iii) Vehicles containing motor vehicles.\n(iv) Gas holders.\n(v) Wagon labelled ‘Not to be loose shunted’,\n(d) Loose shunting into dead end sidings shall not be carried out unless specifically permitted in \nthe Station working Rules.\n(e) At station situated on gradients steeper than 1 in 400, loose shunting shall not be performed \non a running line or on a line which leads to a running line.\n(f) Loose shunting is prohibited during stormy weather.\nS.R. 5.21/3 : Fly Shunting: Fly Shunting is strictly prohibited, except in the case of hump or gravity \nyards. This exception, however, does not apply to vehicles enumerated in S.R. 5.21/2 which shall not \nbe loose shunted or hump shunted under any circumstances.\nNote: A ‘Fly shunt’ is made when two vehicles are sent forwared unattached either together or one \nimmediately after the other and placed on different lines, necessitating the points being reversed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 175, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n149\nafter the passage of the leading vehicles. Another des cription of ‘Fly shunt’ is when an engine is \nhauling a wagon, and while both vehicle are in motion, they are uncoupled and run on the different \nlines.\n5.22 Leaving vehicles in sidings outside station limits:- No railway servant shall leave \nany vehicle in a siding outside station limits, unless the vehicle is clear of all running lines \nand, except under special instructions, unless the wheels thereof are properly secured.\n5.23 Securing of vehicles at station:- The Station Master shall see that vehicles standing \nat the station are properly secured in accordance with special instructions.\nS.R. 5.23/1 : Responsibility for Safety Chains, Sprags and Wedges:- Station Master are responsible \nto ensure that there is an ample supply of safety chains, sprags and wedges of approved design at \ntheir stations. The Chains, should be long enough to take two loops with the under frame of BOX \nwagons.\nWagons having holes in the wheels should be secured by passing the chain through the hole of the \nwheels. Wagons having no hole in the wheels should be secured by tying the chain from the body of \nthe axle, i.e. the position between two wheels.\nWagon securing safety chain latest consisting of short link chain having original size 12 mm thick \nand long links at ends with ring both side 2.5 mm and locking system for pad lock to the length of 12 \nfeet each and chain complete solid electric welding superior quality.\nS.R. 5.23/2 - Action by Station Master/Traffic Staff when vehicles/load/train is to be stabled at a \nstation:-\na) i) The vehicles/load/train be chained and padlocked using at least two chains, one at either \nend.\n ii) At-least four sprags /wooden wedges be used, two each below the outermost pair of wheels \nat either end.\n iii) Hand brakes of at least 6 wagons from either end must be fully tightened by ALP in the front \nand by the Train Manager in the rear of the train and in absence of Train Manager, by the \nPointsman. The hand brakes must be operated under the personal supervision of the Train \nManager, and in the absence of Train Manager, under supervision of on duty SM. In case \ncoaching vehicles are stabled, Train Manager’ s hand brakes in SLR(s) must be applied.\n iv) The vehicle of stabled load/train should be coupled together. In case the stabled load has \nto be split for any reason, each such split part should be treated as a separate load for the \npurpose of securing;\n v) The points must be set, clamped and padlocked against the blocked line and towards dead \nend or trap point (if available) Scotch blocks must be used, if available.\n vi) Stop collars must be placed on relevant signal and point buttons/slides/levers etc;\n vii) Remark should be made in TSR and/or SM diary in Red inks to the effect that Line No.___ line \nis blocked and all precautions for securing the load have been taken as prescribed above;\n viii) After any load/train/loco is stabled, the station master must inform the section controller \nsupported by private number that all laid down precautions for stabling and securing the \nload/train/loco have been taken.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 176, + "text": "CHAP. V) CONTROL AND WORKING OF STATIONS\n150\nb) Additional precautions to be taken while stabling vehicles/load/train at a station with gradient \nof 1 in 400 or steeper, prescribed under approved special instruction if any and mentioned \nin SWR of respective stations, should be followed scrupulously. In addition, following \nprecautions must also be observed over and above those prescribed under approved special \ninstruction:-\n i) Before vehicles are uncoupled, the hand brakes should be applied sprags/wooden wedges/\nskids, should also be used to prevent vehicles from rolling down.\n ii) As far as possible, the vehicles/load/train should be stabled on a line which is isolated from \nother lines, particularly running line. \nS.R. 5.23/3(a) - Action by Loco Pilot/Assistant Loco Pilot before leaving the locomotive, In case \nLoad/train is stabled with locomotive attached or light engine (s) is/are shut down or stabled:-\n i) Application of both SA-9 and A-9 brakes;\n ii) Application of hand brake and parking brake in loco;\n iii) Application of hand brakes of at least 6 wagons at either end in the front of the train by ALP \nand for rear portion as stated in SR 5.23/2(a)(iii).\n iv) Secure the loco with wooden wedges provided on the loco;\nb) i) Loco Pilot while on duty should not leave the locomotive unmanned. In case, he is required to \nleave the locomotive unmanned, he should do so only after receiving written authority from \nthe Station Master/Yard Master and ensuring 3(a)(i)(ii) (iii)&(iv) above.\n ii) Before leaving the station/yard, the loco Pilot and Train Manager should jointly record in \na register to be maintained with Station Master/Yard Master that the load & loco has been \nsecured as prescribed above.\nc) Action to be taken by Loco Pilot/Assistant Loco Pilot and Train Manager when the train is \nstalled in block section due to accident, failure, obstruction or any reason:-\n i) Loco Pilot/Assistant Loco Pilot and Train Manager should protect the train as per provision of \nG&SRs 6.03\n ii) The train should be secured by applying loco brakes (SA-9, A-9 & hand brake) and hand \nbrakes of at least six wagons at either end of the train. The hand brake should be operated \nby Assistant loco Pilot from leading end and by Train Manager from the rear end. In case the \ntrain is being worked without Train Manager, the duties of the Train Manager shall devolve \non the Assistant Loco Pilot. In case of coaching trains, the Train Manager should apply hand \nbrakes of the SLR in addition to the application of loco brakes by the Loco Pilot.\n iii) If MR pressure starts dropping while train is stationary, loco pilot has to secure the loco with \nthe wedges. Since MR pressure cannot be noticed by Train Manager as there is no such gauge \nin SLR unlike engine therefore, the Loco Pilot shall immediately inform the Train Manager \nregarding dropping of MR pressure and thereafter the Train Manager will secure the train \nwith wedges in the last vehicle.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 177, + "text": "Chapter VI\nACCIDENTS AND UNUSUAL OCCURRENCES\n6.01 Accident or obstruction:-\n(1) When a report of any accident or obstruction is received by the Station Master, he shall \nsee that all necessary precautions are taken by the most expeditious means possible, for \nthe protection of traffic.\n(2) If an accident happens to a train, the Station Master shall arrange for all necessary \nassistance to be sent to the train.\n(3) The Station Master shall, as soon as practicable, report each accident in accordance \nwith special instructions.\nS.R.6.01/1 : When report of any accident or obstruction is received by the Station Master in IR-\nATP (Kavach) territory, the Station Master shall operate SOS in Station Master Operational \nPanel cum Indication panel (SMOCIP) to prevent other functional IR-ATP (Kavach) trains \nfrom entering the affected section.\n6.02 Working in case of accident or failure of communications:- In case of accident \nto the line or to any train, or of failure or interruption of communications, or \nin an emergency, trains shall be worked between stations in accordance with \nspecial instructions.\nS.R. 6.02/1 :\n(a) Detailed instructions for working of trains in the case of failure of communication are given \nin Block Working Manual.\n(b) On the section where total failure of communication occurs, the TI of the section must \nscrutinize the train passing records of the section and submit his report indicating lacuna, \nshortcoming and difficulties experienced to DRM within seven days of the resumptions of \ncommunications.\n(c) In case it is necessary to introduce following train system on account of an accident, rules \nas given in Chapter X of this rule book should be followed and the system will be introduced \nunder special Instructions.\n(d) The loco pilot should switch “ON” the flasher light of the train engine while running on the \nwrong line on proper authority to proceed. In case, the train engine on the wrong line without \nswitching “ON” the flasher light is noticed by the station staff, gatemen and gangmen, they \nshall stop the train immediately.\nS.R. 6.02/2 : Working of Trains generally on a section which is obstructed - If a section is obstructed \nby breach or an accident, trains may be worked into that section on proper authority to proceed or \nan authority to proceed without line clear as the case may be and a caution order will be issued to \nthe driver. A responsible engineering official not below the rank of SE (P .Way) must pilot the train \nwhen the line is dama ged (as for example by flood) unless he gives a certificate that piloting is not \nnecessary specifying the speed permissible on the obstructed section, and certifying that danger \nsignals have been erected to mark the point up to which the unpiloted trains may proceed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 178, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n152\n6.03 Protection of trains stopped between stations:-\n(1) When a train is stopped between stations on account of accident, failure, obstruction or \nother exceptional cause, and the Loco Pilot finds that his train cannot proceed, he shall \napprise the Train Manager of the fact by sounding the prescribed code of whistle or \nthrough other means and exchange hand danger signals with him. The Train Manager \nand the Loco Pilot shall then immediately take the following action in the rear and the \nfront-\n(i) On a single line section or on a section of double or multiple lines which temporarily \nworked as a single line section:-\n(a) The Train Manager shall either himself go back or send a competent person back \nto protect the train: if the Train Manager has deputed a competent person to \nprotect the train, he shall go to the Loco Pilot for consultation;\n(b) the person going back to protect the train shall continuously show his hand danger \nsignal to stop any approaching train and in addition to his hand signal, shall take \ndetonators and place them upon the line on which the stoppage has occurred, as \nfollows:-\n One detonator, 400 metres from his train to be placed on the way out, and three \ndetonators, 10 metres apart, not less than 800 metres from his train or at such \ndistances as has been fixed by special instructions;\n Provided that on the broad gauge the first detonator shall be placed at 600 metres \nand the three detonators at 1200 metres about 10 metres apart from the place \nwhere the train has stopped;\n(c) if a person other than the Train Manager has gone back to protect the train, he \nshall, after taking action as per sub-clause (b) continue to show his hand danger \nsignal to stop any approaching train, until he is recalled;\n(d) when the Train Manager has himself gone back to protect the train, he shall, after \ntaking action as in sub-clause (b), depute, a competent person, if available, to show \na hand danger signal to stop any approaching train until he is recalled, and shall \nhimself return to his train to ascertain the cause;\n(e) unless the Train Manager has succeeded in getting another competent person to \nshow a hand danger signal, as in sub-clause (d) he shall, after consultation with \nthe Loco Pilot, once again return to the place at which he placed three detonators, \nshowing his hand danger signal to any approaching train and continue to do so \nuntil he is recalled;\n(f) when the Train Manager or the person deputed by him is recalled, he shall leave \ndown the three detonators, and on his way back pick up the intermediate detonator;\n(g) on a section of double or multiple lines, if assistance has been asked for, or on a \nsingle line section or during temporary signal line working on a section of double \nor multiple lines, the Loco Pilot shall at once show a danger signal to the front, and \nproceed to protect the train in front in the manner prescribed in clauses (b) and (f) \neither by going himself or by sending his Asstt. Loco Pilot or some other competent \nperson; and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 179, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n153\n(h) should any train be seen approaching, the person going to protect the train shall \nimmediately place the detonators on the line, as far away from the train as possible.\n(ii) On a double line section where trains on the two lines runs in the opposite direction:-\n If it is obvious that the adjacent line on which the trains normally run in the opposite \ndirection is obstructed, the Loco Pilot shall at once either himself proceed or send \nhis Assistant Loco Pilot or some other competent person to protect the adjacent \nline in front in the manner prescribed in clause (i) above. The Train Manager \nshall send a competent person, if available, to protect the train in rear, and shall \nhimself proceed ahead immediately to assist and ensure protection of the adjacent \nline in front in the manner prescribed in clause (i) above. In case it is not known \nwhether the adjacent line is obstructed or not, the Loco Pilot shall take action to \nprotect the adjacent line as mentioned above and the Train Manager shall proceed \ntowards the engine watching the train carefully. If the Train Manager finds that the \nadjacent line is obstructed, he shall proceed ahead to assist and ensure protection \nof the adjacent line as mentioned above. In case he finds that the adjacent line is \nnot obstructed, he shall, after consultation with the Loco Pilot, go back to protect \nthe train in the rear in the manner prescribed in clause (i) above, if he has not \nalready sent another competent person for the purpose.\n(iii) On a multiple line section with uni-directional traffic on the nominated lines:-\n When it is obvious that an adjacent line on which trains normally run in the opposite \ndirection is obstructed or when it is not known whether any such line is obstructed \nor not, the Loco Pilot shall at once take action to protect the adjacent line/lines in the \nmanner prescribed in clause (ii) above.\n If it obvious that an adjacent line on which the train normally run in the direction \nof the affected train is obstructed or when it is not known whether any such line \nis obstructed or not, the Train Manager should immediately protect such adjacent \nline/lines in the manner prescribed in clause (i) above,\n If it is obvious that an adjacent line/lines on which trains normally run in the opposite \ndirection is obstructed and no line on which trains run in the direction of the affected \ntrain is obstructed, he shall proceed ahead to assist and ensure protection of the \nadjacent line/lines on which train run in the opposite direction as per clause (ii) above. \nIf, in addition to the line on which trains run in the direction of the affected train, any \nother line on which train normally run in the opposite direction is also obstructed, the \nprimary duty of the Train Manager shall be to protect the line on which trains normally \nrun in the direction of the affected trains, in the rear, in the manner prescribed in \nclause (i) above.\n Only after taking this action shall he proceed ahead to assist and ensure protection \nof the obstructed adjacent line/lines in front on which trains normally run in the \nopposite direction.\n(iv) On sections when trains on the adjacent line/lines run in both the direction-\n Unless it is obvious that no adjacent line is obstructed, the Loco Pilot shall protect \nthe adjacent line/lines in the rear in the manner prescribed in clause (i) above.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 180, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n154\nOnly after taking this action shall the Train Manager proceed ahead to assist and \nensure protection of the adjacent line/lines in front.\n(v) Protection of line on which the affected train is standing on section of double/\nmultiple lines :-\n Only after protecting the adjacent line/lines in the manner prescribed in clauses \n(ii), (iii) and (iv) above, shall the action be taken to protect the line on which the \naffected train is standing both in front and in the rear.\n(vi) Action to locate and remove the cause of stoppage :-\n Action to locate and rectify any defect either in the engine or a vehicle or to remove \nany other obstruction which might have caused the stoppage shall be taken, if \npracticable only after having assured that the train has been protected properly in \naccordance with the procedure laid down above.\n(vii) Removal of protection from adjacent lines :-\n If subsequently, the adjacent line/lines are found to be free of obstruction, the \nprotection may be removed except where it is desired to stop an approaching train \nto obtain assistance.\n(2) (i) In the case of a train without a Train Manager, the duties of the Train Manager as \nlaid down in this rule, shall devolve on the Loco Pilot or a railway servant deputed \nby him.\n(ii) In the event of any disability of the Loco Pilot, the duties devolving on the Loco \nPilot, as laid down in these rules shall devolve on Train Manager or on a railway \nservant deputed by him.\nS.R. 6.03/1 : The Loco Pilot shall immediately switch ‘on’ the flasher light if provided, as per S.R. \n4.14/1 and sound his engine whistle as per G.R. 6.03(1). The Train Manager on hearing the Loco \nPilot’ s whistle shall also switch on the flasher light if provided on brake van/coach and acknowledge \nit by waving red hand signal up and down. The Train Manager shall continue to wave his red hand \nsignal until the Loco Pilot acknowledges it by sounding his whistle. The Train Manager shall then fix \nred flag to the right side lamp bracket or if at night reverse the right side lamp to show red to the Loco \nPilot and proceed to take action as per G.R. 6.03(1). Should Loco Pilot subsequently find that he is \nin a position to proceed, he shall recall the Train Manager by sounding the prescribed whistle code \nwho shall then return leaving three detonators on the line (removing the intermediate detonator) and \nrestart the train.\nNote : If the right hand side of the brakevan is not visible to the Loco Pilot due to curve or any \nother reason, the red indication will be given on the left side.\nS.R.6.03/2 : If the locomotive is not disabled and can be detached without delay, the Loco Pilot \ninstead of sending his Asstt. Loco Pilot or going forward himself on foot shall give advice to the Train \nManager and immediately detach his engine and proceed with it to place the detonators on the line. \nOn placing the detonators he shall leave his Assistant Loco Pilot display hand signal at the place \nwhere three detonators have been placed. In case information of the occurrence cannot be conveyed \nimmediately by means of PCP/ECP telephone/CUG mobile or Walkie-Talkie set, the Loco Pilot after \nplacing the detonators shall go forward with the engine to the next station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 181, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n155\nS.R.6.03/3 :\n(a) If the train has been disabled on double or multiple line section or on a ghat or suburban \nsection or on a section worked on Automatic Block System and the protection of the disabled \ntrain as required under G.R. 6.03 cannot be complied with due to insufficient time and an \napproaching train is observed on any of the other adjacent lines the crew of the train involved \nin the accident shall immediately take the following action :-\n(i) The Loco Pilot shall immediately, switch ‘ON’ the flasher light, if provided on the engine, \nto attract the attention of the Loco Pilot of a train approaching from the opposite direction \non the adjacent line. The Loco Pilot after switching ‘’ON’’ the flasher light shall switch \n“OFF’’ the loco head light so that the flasher light is clearly visible to the Loco Pilot of an \napproaching train.\n(ii) The Loco Pilot shall show a red danger signal by flashing HS lamp during night or in thick \nand foggy weather when the visibility is impaired;\n(iii) In addition, the Loco Pilot shall give a continuous series of sharp whistles which should \ncontinue to sound until the Loco Pilot of the approaching train on the adjacent line has \nbrought his train to a stand.\n(iv) Further to above, the Loco Pilot shall depute on his Assistant Loco Pilot to wave a red flag \nor display a hand stop signal as prescribed in G.R. 3.53.\n(b) Where, however, a train running in the same direction as the disabled train on adjacent line is \napproaching the site obstruction and there has not been sufficient time for the Train Manager \nor the person deputed under sub-clause (a) to complete the protection of that adjacent line \nin terms of sub-clause (b), (c), (d) or GR. 6.03 the Train Manager shall display a stop signal \nas prescribed i.e. by showing a red flag by day or by showing a red flashing light by flashing \nhand signal lamp by night or in thick or foggy weather impairing visibility as per GR. 3.66 \nand endeavour his utmost to stop the approaching train short of the obstruction.\n On single line section, the Loco Pilot and Train Manager should also use the flashing red \nsignal if they consider that it will help in protecting the train.\n(c) When the Loco Pilot of an approaching train sees the flasher light/blinking light or the light \nof the flashing HS lamp, he shall at once take action to stop his train short of the obstruction \nand render all possible assistance to the affected train just as he would act when he sees a \ndanger signal or hears the distress whistle code of another engine, or explodes a detonator.\n(d) The flasher light shall be switched ‘off’ only when the Loco Pilot finds that his train is in a \nposition to proceed or after it has been assumed that the adjacent line, if any, is free from \nobstruction and it is not necessary to stop any approaching train to obtain assistance.\n In case the flasher light is not provided or it fails, the head light may be switched ‘On’ and \n‘Off’ repeatedly to attract the attention of the approaching train.\n6.04 Trains unusually delayed:-\n(1) If a train carrying passengers does not arrive within 10 minutes or if a goods train does \nnot arrive within 20 minutes after allowing for its normal running time from the station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 182, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n156\nin rear, the Station Master at the station in advance shall immediately advise the station \nin rear and the Control of this fact.\n Thereafter on double or multiple lines, the Station Masters at either end of the block \nsection shall immediately stop all trains proceedings into the block section on adjacent \nline or lines in either direction and warn the Loco Pilots and Train Managers of such \ntrains by issue of suitable caution orders and shall also ascertain the whereabouts and \nthe condition of the delayed train.\n(2) The action mentioned above shall be taken earlier, should the circumstances so require.\nS.R. 6.04/1 :\n(a) When information regarding the whereabouts of a train is not forthcoming, the Station Master \non duty on either side of the block section shall arrange to send one of the staff out on the \nBlock Section to fetch information about the whereabouts and conditions of the train and the \nnature of assistance, if any, required.\n(b) The Controller on receipt of such an advice shall immediately warn the stations where medical \nvans or chest are located that they should be kept in readiness to be moved, if required, on \nreceipt of any further advice. He should constantly keep in touch with the situation thereafter.\n6.05 Sending advice of accident or break down:- If the engine is, for any reason unable \nto proceed, the Train Manager or in his absence the Loco Pilot shall convey, by the most \nexpeditious means, advice to the nearest station, stating the location, nature and cause \nof the accident, and if assistance has been asked for, the train shall not be moved until \nsuch assistance arrives, provided that if the train is subsequently able to move, it may \ndo so at walking pace, but not unless a competent railway servant has been sent with \nhand signals and detonators to protect the train, such railway servant keeping at least \n400 metres in advance of the train, the other end of the train being protected in a similar \nmanner.\nS.R. 6.05/1 :\n(a) If a train is stopped outside station limits the advice of accident or break- down should be \ngiven to the control office by means of PCP/PECP set, walkie-Talkie set, or mobile phone \n(CUG) if provided to the nearest Station Master and to control. In case, this is not possible \ndue to any reason, a train passing on the other line on double /Multiple line section should \nbe stopped and given a written report for delivery to the next station. In other cases, written \nreport of Accident/Break Down should be sent through Assistant Loco Pilot duly signed by \nthe Train Manager or Loco Pilot. In the control who ever receives such an advice, shall \nimmediately convey the information to Traction Power Controller/Section Controller and \nPower Controller, where available, for necessary action.\n(b) When an assisting engine is sent out, the Station Master who admits the assisting engine into \nthe section occupied by the disabled train shall issue Form No. T/A 602 (Authority to proceed \nfor relief engine/train into occupied block section) to the Loco Pilot of the relief engine. This \nForm shall consist.\n(I) Authority to proceed without line clear.\n(II) Authority to pass ‘signals in ‘ON’ position.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 183, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n157\n(III) Caution order on which following shall be stated-\n* The Kilometrage of both the train engine and the brake van/last vehicle of the disabled \ntrain standing in the section along with train number.\n* Loco Pilot shall be issued a warning that the train, which is going to be assisted, shall \nbe brought to a stand at first stop signal of the station to which it is being taken and on \nDouble line when it is moving in the wrong direction, it shall come to a stop opposite \nthe first stop signal of the opposite line or the last stop signal of same line which ever \ncomes across first and shall remain there until the SM authorizes its admission either by \nlowering of fixed signals or by issue of an authority to pass it in ‘ON’ position.\n* Temporary speed restrictions, if any.\n(c) If the disabled train is subsequently able to move, it shall not move unless it is confirmed that \nassisting engine called for, has not yet entered the block section and shall not enter the block \nsection.\n All assisting engines, entering the station with a disabled train shall be governed by the fixed \nsignals at the station except when on double line it is moving in the wrong direction, in which \ncircumstances, it shall come to a stand opposite the first stop signal of the proper line or the \nlast stop signal of wrong line which comes across first and remain there till authorized by SM \nto enter the station on form No. T/510.\n(d) Loco pilots shall foll ow all the instruction carefully laid down in the back of form No. T/A-\n602.\n(e) When owing to an accident on a multiple line, single line working has been introduced; the \nStation Master shall not take off signals to enter his station, if line clear has been given for a \ntrain to approach from the same direction by the other line.\n6.06 Train in a block section without authority to proceed:-\n(1) When a Loco Pilot becomes aware in a block section that he does not have an authority \nto proceed or a proper authority to proceed, he shall immediately stop train.\n(2) The train shall be treated as an obstruction in the block section and protected as such, \nin accordance with Rule 6.03.\n(3) The Train Manager, or in his absence the Loco Pilot, shall convey the report of the \noccurrence to the nearest block station by the most expeditious means and the train \nshall thereafter move only in accordance with the instructions which may be issued by \nthe Station Master to whom the occurrence has been reported.\n Provided that when a proper tangible authority to proceed is lost on the run, the Loco \nPilot may proceed to the next station and report the occurrence to the Station Master.\nS.R. 6.06/1 :\n(i) Train arriving a station without proper authority to proceed:- When a train enter in the \nblock section without Authority to proceed, S.M. will advise the station in advance by giving \nbell code six pause five on double line and six pause four on single line. “Train running \nwithout Authority to proceed” specially asking the station in advance to keep both reception \nand departure signals in ‘ON’. The Section Controller should also be advised. The gateman \nenroute should be informed to stop the train where telephones are provided.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 184, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n158\n(ii) The station in advance will immediately ensure that all signals are in ‘ON’ and the route must \nbe set and locked for the clear line preferably main line and arrange to place three detonators \n10 metres apart as far away from the Starter signal as possible.\n(iii) If train stops outside first stop signal reception of the train should be done as per G.R. 5.09.\n(iv) In case the Loco Pilot fails to stop and runs through after exploding detonators and disregarding \napproach and departure signals, the station staff should try to attract the attention of the \nTrain Manager. The Train Manager on receiving danger signal from the station staff, will \nstop the train.\n(v) If the train fails to stop, the same bell code as stated in item (i) to be repeated to the next \nstation. The gateman enroute is to be informed also for stopping the train. The next station \nshould keep all signals in ‘ON’ position and arrange to place three detonators 10 metres \napart as far away from the Home Signal as possible. In case train stops, reception should be \narranged as per G.R. 5.09.\n(vi) Train shall not be turned into dead end siding or derailed, unless it is necessary to do so to \navoid a more serious accident.\n6.07 Report of conditions likely to affect running of trains to Controller or Centralised \nTraffic Control Operator:-\n(1) Loco Pilots, Train Managers and Station Masters shall advise the Controller or the \nCentralised Traffic Control Operator of any known conditions or unusual circumstances \nlikely to affect the safe and proper working of trains.\n(2) The Controller or the Centrali sed Traffic Control Operator, on becoming aware of \nsuch defect or failure, shall inform the same to the railway servant responsible for the \nmaintenance of the equipment and other railway servants concerned.\nS.R. 6.07/1 : In the event of the Loco Pilot and/or Train Manager experiencing any abnormal \ncondition in the track over which his train has passed and he considers that the portion of the track \nover which his train has passed is detrimental for safe running of subsequent trains, will take action \nas under:-\n(a) Stop his train at next block station without clearing the block section and inform the Station \nMaster through available means of communication not to permit any train from either end \nof the affected block section in case of single line and from the rear in case of double line. In \ncase of IBS and automatic block territories, the Loco pilot must inform the station Master and \nLoco pilot of trains already left station in rear through available means of communication to \nstop movement of trains.\n(b) Proceed further, only after satisfying himself that Station Master has clearly understood so \nas not to permit further movement over the line until a written memo indicating the details of \nthe occurrence is received by Station Master from the Loco pilot. He will then again stop at \nthe station at a convenient place so as to deliver the written memo to the Station Master.\n(c) The Station Masters on receipt of such a memo must issue a message addressed to the Station \nMaster of the block station at the other end of the block section, and Junior Engineer/Section \nEngineer (P .Way) and Section Controller. SM shall issue the Caution Order (T/409) for both \nlines/multiple line section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 185, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n159\n(d) Arrange to despatch by rail maintenance machine/tower wagon/light engine or in their \nabsence a train accompanied by an engineering official with a caution order to the effect \nto stop dead sufficiently short of the expected portion of the track.The engineering official \naccompanying will inspect the track and shall allow the train to pass only after satisfying that \nthe track is safe for the passage of train. Advise the condition of the track and any restriction \nof speed to be imposed to the Station Master personally or through written memo which may \nbe sent through the Loco Pilot.\n(e) In the absence of engineering officials the train with a caution order instructing the Loco Pilot \nto stop dead before the affected Kilometers and after satisfying himself about the condition of \ntrack pass over the track in question at 10 kilometers per hour or if he finds the line unsafe \nto pass, return to station in rear. If the Loco Pilot is not able to detect any thing doubtful, \nsubsequent trains shall be despatched with a speed restriction of 10 Kilometers per hour till \nthe track is certified to be safe by engineering officials.\n(f) If the condition as reported earlier is confirmed by the Loco Pilot, no train movement shall \nbe allowed till certified to be safe by engineering officials;\nNote : In case the Train Manager of the train experiences any abnormal occurrence in the track \nwhile working his train, he must inform the Loco Pilot of his train through walkie-talkie or \nother available means of communication between the Loco Pilot and the Train Manager \nabout the occurrence, after which the Loco Pilot shall take action as mentioned in SR 6.07/1 \n(a). In the event of Train Manager unable to contact the Loco Pilot, he should take action to \nstop the train and inform the Loco Pilot.\nSR 6.07/2 : As soon as information of sabotage or likely sabotage, bomb blast explosion etc. to the \ntrack, bridges or other fixed installation is received ,the Station Master who becomes aware of it, will \nstop movement of trains in the affected block section as well as on adjacent lines on double/multiple \nline sections and will take action as per SR 6.07/1 (d) in consultation with the Section Controller \nexcept that only rail maintenance machine/tower wagon/light engine shall be sent to ascertain for \nthe line to be safe for the movement of the train.\nS.R. 6.07/3 : In the event of the Loco Pilot and/or Train Manager experiencing any obstruction or \nany other unsafe condition, on or near the track adjacent to the line over which his train has passed \nand which in his opinion is detrimental to safe train running, will take the following remedial action:-\n(a) Immediately switch “on” the flasher light of his Loco;\n(b) Inform the Station Master(s) concerned/ control through the available means of communication, \nand concurrently;\n(c) Stop his train and proceed with danger hand signals to protect the line in question in terms \nof GR 3.62;\n(d) Thereafter, he will continue journey to the next Station cautiously keeping flasher light ‘ON’; \nand\n(e) Be prepared to stop any incoming train approaching on the affected portion by communicating \non Walkie-Talkie or other available means of communication and exhibiting danger hand \nsignal;\n(f) On arrival at the next Station he shall inform the Station Master through a written memo \nabout the occurrence;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 186, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n160\n(g) On receipt of such information the Station Master must take action as per SR 6.07/1 (c) to (f).\nS.R. 6.07/4 : \n(a) In IR-ATP (Kavach) territory with Kavach functional Loco, in the event of unusual \ncircumstances likely to affect the safe and proper working of trains, the Loco Pilot shall apply \nSOS to stop other functional IR-ATP (Kavach) trains from approaching the location.\n(b) In IR-ATP (Kavach) territory with Kavach functional Loco, in the event of “Unusual Stop” \nin the block section, the Loco Pilot shall acknowledge the same else automatic brakes will be \napplied on all other Kavach fitted locos within its vicinity.\n6.08 Train parting:-\n(1) If any portion of a train should, while in motion, become detached :-\n(a) the Loco Pilot shall use his judgement to keep the front portion in motion, if possible, \nuntil the rear portion has been brought to a stand so as to avoid the chance of a collision \nbetween the two portions; and sound the prescribed code of whistle to inform the Train \nManager of the parting.\n(b) the Train Manager or Train Managers in the rear portion shall-\n(i) do all they can to prevent a collision with the front portion , and\n(ii) promptly apply their hand-brakes, where provided, and\n(c) the Loco Pilot of a banking engine, if any, shall bring the rear portion to a stand and \nsound the prescribed code of whistle to attract the attention of the Loco Pilot in the front \nportion.\n(2) As soon as the rear portion of a train has been brought to a stand, the Train Manager of \nthe train shall protect that portion in accordance with Rule 6.03 both in the front and \nthe rear, and take steps to secure the vehicles in stationary position by pinning down \nhand brakes and wherever necessary and prescribed by, special instructions by use of \nsprags and chains also.\n(3) The Train Manager shall indicate the parting of the train, by waving in repeated motions \na green flag by day, and white light by night, up and down vertically as high and as low \nas possible.\n(4) When both portions of a parted train are brought to a stand within sight of each other \nand it is possible and safe to couple them, the train shall be coupled with due caution \nunder hand signals from the Train Manager provided necessary precautions have been \ntaken to secure the rear portion in the manner described in sub-rule (2).\n(5) If the Loco Pilot of the parted train has already reached the block station in advance \nbefore he could bring the front portion to a stop, he shall instantly warn the Station \nMaster of the parting as also the railway servant in charge of a cabin, if passed on the \nway, and shall not give up the tangible authority to proceed, if any, till the block section \nis cleared of all the vehicles of his train.\n(6) The duties of the Train Manager specified in this rule shall devolve on the Loco Pilot in \nthe absence of the Train Manager.\n6.09 Portion of train left in a block section:-\n(1) When a train stopped in a block section has to be divided in consequence of an accident \nor the inability of the engine to take the whole train forward, the Train Manager of the \ntrain shall immediately take steps to protect the rear portion of his train in accordance \nwith Rule 6.03.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 187, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n161\n(2) If the engine is capable of proceeding either with or without vehicles, the Train Manager \nshall, after t aking action as provided for in sub-rule (1) and before uncoupling, put \ndown the brakes and shall, if necessary, otherwise carefully secure the rear portion of \nthe train to ensure its remaining stationary.\n(3) When the Train Manager has taken action as provided for in sub-rule (2), he shall give \na written permission to the Loco Pilot to uncouple and proceed to the next station and \nmay, if he thinks fit, give him written instructions to return on the same line.\n(4) On sections of the single line where token working is in force, the Loco Pilot shall, before \nleaving any portion of his train in a block section, hand over the token to the Train \nManager from whom he shall obtain a written receipt. The Train Manager shall retain \nthe token until the block section has been cleared of all vehicles of his train.\n(5) At night or in thick, foggy or tempestuous weather impairing visibility, as soon as the \nengine, whether with or without vehicles is drawn forward, the Train Manager shall-\n(a) protect his train in the front also in accordance with Rule 6.03, and\n(b) also see that a red light is shown on the front vehicle of the rear portion of the train.\n(6) When the front portion of the train is taken forward, no tail lamp or tail board shall be \nplaced on the rear vehicle of that portion of the train but the Train Manager shall give \nits number, in full in the written permission referred to in sub-rule (3).\n(7) On entering a station with the knowledge that the block section in rear is obstructed, \nThe first duty of the Loco Pilot is instantly to warn the Station Master of the fact. If a \ncabin is passed on the way to the station, the railway servant in charge of the cabin shall \nalso be informed of the fact.\n(8) When, under written instructions referred to in sub-rule (3), the engine is to be brought \nback, the Train Manager shall, until the arrival of the engine, continue to remain in rear \nof the portion of the train left in the block section and shall not permit a following train, \nif any, to move any of the vehicles under his charge.\n(9) (a) The Loco Pilot shall not bring his engine, with or without vehicles, back on the same line \nunless he has received written instructions under sub-rule (3) from the Train Manager \nto do so.\n(b) In addition, on a multiple line section, the Loco Pilot shall also have a written authority \nfrom the Station Master, who shall ensure that no train is diverted on to or crossing the \nsame line on that portion of the track over which the said Loco Pilot would be returning.\n(c) The Station Master, before giving such written authority, shall obtain necessary \nassurances as prescribed by special instructions from the Station Masters having \ndiversion facilities and also inform the Controller of the circumstances.\n(10) On double or multiple line sections, the Loco Pilot may, under instructions from the \nStation Master, take the train back on the proper line, according to the system of \nworking, until he can cross on to the line on which he has left the rest of his train and \nmay then proceed by that line and after attaching the engine shall work the train to the \nstation to which he is directed.\n(11) When moving under written instructions against the direction of traffic on a double line, \nor against the established direction of traffic on a single line, the Loco Pilot shall proceed \ncautiously and make frequent use of the prescribed code of whistle.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 188, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n162\nS.R. 6.09/1 : The Station Master or Cabin SM on getting advice of the block section in rear being \nobstructed shall immediately advise the station in rear of this fact and keep the section blocked. The \nLoco Pilot shall then return with the engine on the authority to proceed without line clear on form \nT/A-602 as the case may be, to pick up the rear portion exercising all necessary cautions and acting \nupon the signal of the Train Manager when approaching vehicles.\nS.R. 6.09/2 :\n(a) When under G.R. 6.09 (4) the token is left with the Train Manager, Form No. T/609 as a \nreceipt form shall be given by the Train Manager to the Loco Pilot.\n(b) (i) In the event of a Loco Pilot of a goods Train finding his train come to stand on a gradient and \nhe is unable to go forward, he shall on no account back his train for the purpose of making a \nfresh start. He must take action according to provisions of G.R. 6.09. Before uncoupling, the \nTrain Manager must ensure that in the case of a load of empties at least 50% of the brakes are \npinned down and in case of a loaded train, all the brakes are pinned down. These instructions \napply to goods trains only and passenger trains are not permitted to be parted in this fashion \non the gradient.\n(ii) In the event of the Loco Pilot of a goods train finding his train having come to a stop on a \nplain section, the Train Manager will take immediate steps to pin down firmly at least one \nthird of the hand brakes of the vehicles to be disconnected from the engine and also apply \nthe hand brake in the brake-van. This must be done before the train is divided or the engine \nis uncoupled from the train. The Loco Pilot must ensure that hand brakes of an adequate \nnumber of wagons have been pinned down.\n(c) When the Loco Pilot of a goods train finds his engine unable to haul the train, he should \nendeavour to stop it (train) clear of the spring points on the section. If, for some reasons, \nthe train has to be stopped on a spring point, he shall on no account back his train. He \nmust obtain a written permission from the Train Manager to divide the train into convenient \nportion and then proceed to the station ahead with the front portion. He shall return to take \nthe rear portion in accordance with the rules in force. Before uncoupling, the Train Manager \nshall ensure that the rear portion is adequately secured to remain stationary. (A detailed list \nshowing the exact location of spring points is published in the Working Time table of each \nDivision).\n(d) In the case of multiple line sections, the Station Master on duty before issuing written authority \nto the Loco Pilot will :\n(i) contact the Station Master on duty of the station permitting movement over that line and \nascertaining the number and description of the last train which left that station on the relevant \nline;\n(ii) advise the Station Master on duty at the station permitting the movement not to dispatch \nany other train on that line till further advice. This will be confirmed by exchange of Private \nnumbers;\n(iii) check from his records and ensure that the last train which left station in rear had arrived \ncomplete.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 189, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n163\n Before resuming normal working, both the Station Master will contact each other and tally \nthe number of description of the last train passed over that line and ensure that the line has \nbeen cleared. This message shall also be confirmed by an exchange of private numbers.\n6.10 Fire:-\n(1) A railway servant noticing a fire, likely to result in loss of life or cause damage \nto property, shall take all possible steps to save life and property, to prevent it from \nspreading and to extinguish it.\n(2) In case the fire is on or adjacent to any electrical equipment, the railway servant \nshall, if he is competent in handling electrical equipment and specially trained for \nthe purpose, have the affected part immediately isolated from its source of supply of \nelectrical energy.\n(3) The occurrence of a fire shall, in every case, be reported to the nearest Station Master \nby the most expeditious means and the Station Master shall take such action as may be \nprescribed by special instructions.\nS.R.6.10/1 :\n(a) In the event of a vehicle on a train being on fire the train shall be stopped and the burning \nvehicle isolated. A distance of not less than 46 metres will be left between it and other vehicles \non the train. If not protected by fixed signals, the train shall be protected in accordance with \nG.R. 6.03. Should the fire be discovered when the train is near a water tank or a watering \nstation, the Loco Pilot and the Train Manager shall use their discretion as to proceeding to \nthat place.\n(b) In the case of a fire occurring in a passenger train, safety of passengers is of primary \nimportance. Further, should a postal van be discovered on fire, every effort should be made \nto save the Mail.\n(c) In an electrically fitted carriage should the wood work catch fire due to a short- circuit, the \nelectric couplers at both ends of the vehicles must be disconnected. If equipped with dynamo \nand batteries, the dynamo belt should be removed and batteries disconnected or the links \nfrom the battery fuse boxes removed.\n The fire appliances, if available in the train, should be made use of in all cases where the fire \nhas broken in a closed place.\n6.11 Vehicles escaping from station:- If any vehicle escapes from a station, the Station \nMaster shall take immediate steps to warn the other stations or persons concerned as \nfar as practicable, to prevent an accident.\nS.R. 6.11/1 :- Preventing accidents due to escaped vehicles :-\n(a) If a vehicle escapes from a station and enters the block section, the Station Master shall \nimmediately advise the next station in the direction in which the vehicle has escaped by \nmeans of the prescribed code (bell or telephone) and message. In case the vehicle contains", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 190, + "text": "CHAP. VI) ACCIDENTS AND UNUSUAL OCCURRENCES\n164\npassengers, labourers or other persons, information about the fact shall also be given. On \ncontrolled sections, the Control shall also be advised immediately of the occurrence.\n(b) Both Station Masters shall immediately place in the ‘ON’ position all signals relating to the \nblock section into which the vehicle has escaped and maintain them in this position until they \nhave satisfied themselves that the block section is clear.\n(c) On double line sections and at other places where there are adjacent lines, the Station Master \nconcerned shall not permit any movement on the adjacent line or lines until they have satisfied \nthemselves that such lines have not been obstructed by the escaped vehicle.\n(d) The Station Master of the station towards which the escaped vehicle is traveling shall make \nevery endeavour to stop it by covering the rails heavily with sand, earth or small stones for \nas great a distance as possible. If he does not succeed in this attempt, he shall try to divert the \nvehicle into a clear loop or siding. Alternatively, the vehicle may be permitted to run through \nto the next station provided the block section in advance is clear and is not on a falling \ngradient, in such cases advice should be sent to the station ahead as prescribed in clause (a) \nabove. The vehicle may, as a last resort, be derailed by placing a sleeper or other obstacle on \nthe line.\n(e) If the vehicle contains passengers or other persons, it shall not be turned into a dead-end \nsiding or derailed unless it is necessary to do so in order to avoid a more serious accident.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 191, + "text": "Chapter VII\nSYSTEMS OF WORKING\n7.01 Systems of working:-\n(1) All trains working between stations shall be worked on one of the following systems namely :-\n(a) the Absolute Block System,\n(b) the Automatic Block System,\n(c) the Following Trains System,\n(d) the Pilot Guard System,\n(e)\t the\tTrain-staff\tand\tTicket\tSystem,\n(f) the One Train Only System.\n(2) The Absolute Block and the Automatic Block Systems alone shall be used on every railway, \nexcept any railway or portion of a railway on which the use of any other system of working \nmentioned in sub-rule (1) may be sanctioned under special instructions subject to the conditions \napplicable to each system as described in these rules.\nS.R. 7.01/1 : Systems in force on the Northern Railway - The Absolute Block System/Automatic Block System \nis in force on the Northern Railway on all sections except the following short branch line sections:-\n Section Division Systems of working inforce\n(i) Batala-Quadian FZR One train only system\n(ii) Nawan Shahar Doaba FZR One train only system\n -Jaijon Doaba\n(iii) Verka Jn.-Derababa Nanak FZR One train only system\n(iv) Garhi Harsaru-Farukhnagar DLI One train only system\n(v) Patti-Khem Karan FZR One Train only system\n(vi) Raja-Ka-Sahaspur-Sambhal MB One Train only system \n -Hatim Sarai \n7.02 Applicability of General Rules referring to the working of signals and trains:- All rules \nreferring to the working of signals and trains also apply to the systems of working detailed in \nthese rules, except where otherwise provided.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 192, + "text": "Chapter VIII\nTHE ABSOLUTE BLOCK SYSTEM\nA. Essentials\n8.01 Essentials of the Absolute Block System:-\n(1) Where trains are worked on the Absolute Block System :- \n(a) no train shall be allowed to leave a block station unless Line Clear has been received \nfrom the block station in advance, and\n(b) on double lines such Line Clear shall not be given unless the line is clear, not only upto \nthe first Stop signal at the block station at which such Line Clear is given but also for an \nadequate distance beyond it;\n(c) on single lines such Line Clear shall not be given unless the line is clear of trains running \nin the same direction, not only upto the first Stop signal at the block station at which \nsuch Line Clear is given, but also for an adequate distance beyond it, and is clear of \ntrains running in the direction towards the block station to which such Line Clear is \ngiven.\n(2) Unless otherwise directed by approved special instructions, the adequate distance \nreferred to in clause (b) and (c) of sub-rule (1) shall not be less than-\n(a) 400 metres in case of two-aspect lower quadrant signalling or two-aspect colour light \nsignalling, and\n(b) 180 metres in case of multiple aspect signalling or modified lower quadrant signalling.\nB. Conditions for granting Line Clear.\n8.02 Conditions for granting Line Clear at a class ‘A’ station:-\n At a class ‘A’ station on single line or double line, the line shall not be considered clear \nand Line Clear shall not be given, unless-\n(a) the whole of the last preceding train has arrived complete;\n(b) all signals have been put back to ‘ON’ behind the said train;\n(c) the line on which it is intended to receive the incoming train is clear upto the \nStarter, and\n(d) all points have been correctly set and all facing points have been locked for the \nadmission of the train on the said line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 193, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n167\n8.03 Conditions for granting Line Clear at a class ‘B’ station:-\n(1) At a class ‘B’ station on double line, the line shall not be considered clear and Line Clear \nshall not be given, unless-\n(a) the whole of the last preceding train has arrived complete;\n(b) all necessary signals have been put back to ‘ON’ behind the said train; and\n(c) the line is clear-\n(i) at stations equipped with two-aspect signalling upto the home signal or-\n(ii) at stations equipped with multiple-aspect signalling or modified lower \nquadrant signalling - upto the outermost facing points or the Block Section \nLimit Board (if any).\n(2) At a class ‘B’ station on single line, the line shall not be considered clear and Line Clear \nshall not be given, unless-\n(a) the whole of the last preceding train has arrived complete;\n(b) all necessary signals have been put back to ‘ON’ behind the said train; and\n(c) the line is clear-\n(i) at stations equipped with two-aspect signalling- upto the Shunting Limit \nBoard or Advanced Starter (if any) at that end of the station nearest to the \nexpected train.\nor \n upto Home Signal if there is no Shunting Limit Board or Advanced Starter,\nor\n upto the outermost facing points if there is no Shunting Limit Board or \nAdvanced Starter or Home signal;\n(ii) at stations equipped with multiple-aspect signalling or modified lower \nquadrant signalling - upto the Shunting Limit Board or Advanced Starter (if \nany) at the end of the station nearest to the expected train,\nor\n upto the outermost facing points if there is no Shunting Limit Board or \nAdvanced Starter.\nNotes:- At a class ‘B’ single line station, this rule does not forbid direct reception of a train \nfrom one side, when Line Clear has been given to the block station on the other side \nprovided the distance between the outer signal and outermost facing points in two-\naspect signalling, and between the home signal and outermost facing points in multiple-\naspect signalling, or modified lower quadrant signalling is not less than the sum-total \nof the adequate distances prescribed in Rule 8.01 in regard to conditions for granting \nLine Clear and Rule 3.40 in regard to conditions for taking ‘off’ Home signal for the \nadmission of a train even where Shunting Limit Boards or Advanced Starters have not \nbeen provided as prescribed in sub-rule (1) of Rule 3.32.\n See illustrative diagrams at pages 173 to 187", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 194, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n168\n8.04 Conditions for granting Line Clear at a class ‘C’ station:-\n At a class ‘C’ station on single line or double line in two-aspect, multiple-aspect or \nmodified lower quadrant signalling, the line shall not be considered clear and Line Clear \nshall not be given unless-\n(a) the whole of the last preceding train has passed complete at least 400 meters beyond \nthe Home signal and is continuing its journey; and\n(b) all signals taken ‘off’ for the preceding train have been put back to ‘on’ behind the \nsaid train;\n provided that on a single line, the line is also clear of trains running in the opposite \ndirection towards the block hut from the block station at the other end.\nC. Obstruction-Double Line\n8.05 Obstruction on double line at a block station when a train is approaching:-\n(1) Class ‘A’ station - When Line Clear has been given, no obstruction shall be permitted \noutside the Home signal, or, on the line on which it is intended to admit the train, upto \nthe Starter pertaining to the said line.\n(2) Class ‘B’ station - When Line Clear has been given, no obstruction shall be permitted \noutside the station section but shunting within the station section may go on continuously, \nprovided the necessary signals are kept at ‘ON’.\n(3) “When signals have been taken ‘OFF’ for an incoming train on to a line which is not \nisolated, no shunting movement shall be carried on towards the points over which the \nincoming train will pass except as permitted by rule 5.16 of these rules.”\nS.R. 8.05/1 : Obstruction when train is approaching- Shunting under GR. 8.05(2) is not permitted \nduring thick, foggy, tempestuous weather and impaired visibility.\n8.06 Obstruction on double line in the block section:-\n(1) When Line Clear has been given, no obstruction shall be permitted in the block section \nin rear.\n(2) Shunting or obstruction for any other purpose shall not be permitted in the block section \nin rear unless it is clear and is blocked back.\n(3) Shunting or obstruction for any other purpose shall not be permitted in the block section \nin advance unless it is clear and is blocked forward:-\n Provided that when the block section in advance is occupied by a train travelling away \nfrom the station, shunting or obstruction may be permitted behind the train under \nspecial instructions taking into consideration the speed, weight and brake power of \ntrains and the gradients on the section, and as soon as intimation has been received that", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 195, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n169\nthe train has arrived at the block station in advance, the line shall be blocked forward \nif it is still obstructed.\nNote :- See Rule 8.14 also.\n D. Obstruction-Single Line \nD-1. Class ‘A’ Stations\n8.07 Obstruction on single line at a class ‘A station when a train is approaching:- When Line \nClear has been given, no obstruction shall be permitted outside the Home signal, or, on \nthe line on which it is intended to admit the train, upto the Starter which controls, the \ntrain.\n8.08 Obstructing the block section at a class ‘A’ station on single line- The block section shall \nnot be obstructed for shunting purposes, unless-\n(a) the Station Master has received Line Clear from the Station Master at the other \nend of the block section, or\n(b) the block section is blocked back, or\n(c) is occupied by a train travelling away from the block station at which the shunting \nis to be performed which shunting may be permitted under special instructions \ntaking into consideration the speed, weight and brake power of trains and the \ngradients on the section. As soon as intimation has been received that the train has \narrived, the block section shall be blocked back, and\n(d) the Loco Pilot or other person in charge of the shunting operations has received \ndistinct orders from the Station Master to shunt in a manner directed by special \ninstructions.\nD-2. Class ‘B’ Stations\n8.09 Obstruction in the face of an approaching train at a class ‘B’ station on single line:- The \nline outside the Home signal in two- aspect signalling territory or outermost facing points \nin multiple-aspect or modified lower quadrant signalling territory in the direction of a \ntrain for which Line Clear has been given, shall only be obstructed when a Shunting \nLimit Board or an Advanced Starter is provided and under special instructions which \ntake into consideration the speed, weight and brake power of trains, the gradients, the \nposition of the first stop signal and the distance from which that signal can be seen by \nthe Loco Pilot of an approaching train.\nS.R. 8.09/1 :- Where in terms of G.R. 8.09 shunting is permitted outside the home signal in two \naspects signalling territory or outside outermost facing points in multiple aspect or modified lower \nquadrant signalling territory upto Shunting Limit Board or Advanced starter in the face of an \napproaching train, the Station Working Rules shall include a specific mention to this effect. While", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 196, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n170\npermitting such shunting, the work load, speed, weight and brake power of trains, the gradients, the \nposition of the first stop signal and the distance from which that signal can be seen by the Loco Pilot \nof an approaching train, shall be taken into consideration.\nS.R. 8.09/2 :- Where shunting is permitted under G.R. 8.09, it should be specifically recorded on form \nT/806 as detailed in S.R. 8.15/1 (iv).\nS.R. 8.09/3 :- Shunting under G.R. 8.09 is not permitted during thick foggy, tempestuous weather and \nimpaired visibility.\n8.10 Obstruction within station section at a class ‘B’ station on single line:-\n(1) If the necessary signals are kept at ‘ON’ shunting may be carried on within the station \nsection, provided the provisions of Rule 8.09 are complied with for shunting upto \nShunting Limit Board or Advanced Starter, where provided.\n(2) “When signals have been taken ‘OFF’ for an incoming train on to a line which is not \nisolated, no shunting movement shall be carried on towards the points over which the \nincoming train will pass except as permitted by rule 5.16 of these rules.”\nS.R. 8.10/1 :- Shunting under G.R. 8.10 (1) is not permitted during thick, foggy, tempestuous weather \nand impaired visibility.\n8.11 Obstruction outside station section at a class ‘B’ single line station equipped \nwith two-aspect signals:-\n The line outside the station section and upto the Outer signal shall not be obstructed \nunless a railway servant specially appointed in this behalf by the Station Master is in \ncharge of the operations, and unless-\n(a) the block section into which the shunting is to take place is clear of an approaching \ntrain and all relevant and necessary signals are at ‘ON’ position, or\n(b) If an approaching train has arrived at the Outer Signal, the Station Master has \npersonally satisfied himself that the train has been brought to a dead stand at the \nsignal:\n Provided that the line shall not be obstructed under clause (b) in thick, foggy or \ntempestuous weather impairing visibility, or in any case unless authorised by \nspecial instructions.\nS.R. 8.11/1 - Shunting under G.R. 8.11 (b) is not permitted on this Railway.\nS.R. 8.11/2 - Whenever shunting has to be performed in terms of G.R. 8.11 (a) the rules as detailed \nin S.R. 8.15/1 (i), (ii), (iv) and (v) and in S.Rs 8.15/2 and 8.15/3 will apply.\n8.12 Obstruction outside station section at a class ‘B’ single line station equipped with \nmanually operated multiple aspect signal:- The line outside the station section and upto \nthe first stop signal shall not be obstructed unless a railway servant specially appointed \nin this behalf by the Station master in charge of the operations, and unless the block \nsection into which the shunting is to take place is clear of an approaching train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 197, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n171\nS.R. 8.12/1 :- When shunting is permitted under G.R. 8.12, the rules as detailed in S.R. 8.15/1(i), (ii), \n(iv) and (v) and in S.Rs. 8.15/2 and 8.15/3 should be followed.\n8.13 Obstruction outside the first stop signal at a class ‘B’ station on single line:- The line \noutside the first stop signal shall not be obstructed unless the line has been blocked \nback.\nS.R. 8.13/1 :- When shunting is permitted under G.R. 8.13 the rules as detailed in S.R. 8.15/1 (i), (ii), \n(iv) and (v) and S.Rs. 8.15/2 and 8.15/3 should be followed.\nE. General Provisions\n8.14 Block Back or Block forward:- Block back or block forward shall be done only in \naccordance with the procedure prescribed by special instructions.\n8.15 Authority for shunting or obstruction in block section:- While permitting shunting or \nobstruction in the block section, the Loco Pilot shall be given authority for shunting in \nthe block section as prescribed under special instruction which authority may be-\n(a) either a shunting arm of prescribed size and design on the same post are/and under \nthe last stop signal, or\n(b) a token of prescribed design, or\n(c) a written permission to shunt.\nS.R. 8.15/1 :- When permitting shunting in the Block Section, the Loco Pilot shall be given an \nauthority as detailed below in addition to Blocking Back and Blocking forward as given in the Block \nWorking Manual which shall be :-\n(i) Both on double and single line - By taking “off” shunt signal provided as per clause (a) of \nthe G.R. 8.15 when the Loco Pilot has to pass last stop signal both on double line and single \nline and specific written authority on shunting order Form T/806.\n(ii) On single line - By handing over the concerned token or tablet where Neal’ s Ball token or \ntablet instruments are provided for shunting occupation key in tokenless block territory to the \nLoco Pilot as an authority to shunt in the Block section and a specific written authority on \nshunting order (T/806).\n(iii) On double line - By handing over occupation key where Daido’ s block instruments are in use \nby issuing specific written authority to shunt on Form T/806 to the Loco Pilot. In case of other \ninstrument, specific instructions on T/806 should be issued.\n(iv) When Shunting is permitted from T/806 must be issued to the Train Manager and the Loco Pilot \nof the train specifically mentioning the following points on this form and acknowledgement of \nboth obtained :", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 198, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n172\n(a) Limits of shunting.\n(b) Details of work to be done.\n(c) Running line and other line involved in the movement.\n(d) Approximate time upto which shunting is to be completed.\n(v) When shunting of a train is permitted, suitable entries in this regard should be made in the \ntrain signal register and Log Book of SM and cabin master and Log Book of the cabinman.\nS.R. 8.15/2 : The Station Master will recover the token/tablet/shunting occupation keys and/or written \nauthority before giving line clear for a train to approach from the direction referred to thereon.\nS.R. 8.15/3 : When in terms of G.R. 8.15 shunting is permitted in Block Section the Station working \nRules shall contain suitable instructions governing such movement.\n8.16 Illustrative diagrams:- Class ‘A’, ‘B’, and ‘C’ class stations on single line and double \nline are illustrated in the following diagrams, which are not drawn to scale.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 199, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n173", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 200, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n174", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 201, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n175", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 202, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n176", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 203, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n177", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 204, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n178", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 205, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n179", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 206, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n180", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 207, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n181", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 208, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n182", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 209, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n183", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 210, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n184", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 211, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n185", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 212, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n186", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 213, + "text": "CHAP. VIII) THE ABSOLUTE BLOCK SYSTEM\n187", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 214, + "text": "Chapter IX\nTHE AUTOMATIC BLOCK SYSTEM\nA. Rules applicable to Double Line\n9.01 Essentials of the Automatic Block System on double line:-\n(1) Where trains on a double line are worked on the Automatic Block System. -\n(a) the line shall be provided with continuous track circuiting or axle counters.\n(b) the line between two adjacent block stations may, when required, be divided into a \nseries of automatic block signalling sections each of which is the portion of the running \nline between two consecutive Stop signals, and the entry into each of which is governed \nby a Stop signal, and\n(c) the track circuits or axle counters shall so control the Stop signal governing the entry \ninto an automatic block signaling section that -\n(i) the signal shall not assume an ‘OFF’ aspect unless the line is clear not only upto the next \nStop signal in advance but also for an adequate distance beyond it, and\n(ii) the signal is automatically placed to ‘ON’ as soon as it is passed by the train.\n(2) Unless otherwise directed by approved special instructions, the adequate distance \nreferred to in sub-clause (i) of clause (c) of sub- rule (1) shall not be less than 120 metres.\n(3)(a) Under special instructions one of the automatic stop signal between two stations in the \nautomatic block signaling territory in each direction may be made as modified semi-\nautomatic stop signal;\n(b) the mid section modified semi-automatic stop signal so provided shall be interlocked \nwith the signals of the station ahead through track circuits, or axle counters or both and \nshall be controlled by the Station Master of the station ahead, the relevant indications \nwhether the signal is in normal automatic mode or modified semi-automatic mode shall \nbe available to the Station Masters at both the ends;\n(c) Advanced starter signal of the station in rear shall be interlocked with the midsection \nmodified semi-automatic stop signal in such a way that when working with ‘A’ sign \nextinguished, the Advanced starter shall assume ‘Off” aspect or be taken ‘Off’ only \nwhen the line is clear upto an adequate distance beyond the mid-section modified semi- \nautomatic stop signal; Similarly the mid –section modified semi-automatic stop signal \nshall assume ’Off’ aspect automatically or be taken ’Off’ only when the line is clear up \nto an adequate distance beyond the Home Signal of the station ahead;\n(d) during abnormal conditions like fog, bad weather impairing visibility, mid-section \nmodified semi-automatic stop signal may be worked by extinguishing ‘A’ marker in the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 215, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n189\nmanner prescribed under special instructions, this action shall also ensure that the ’A’ \nmarker of the Advanced Starter Signal of the station in rear and Home Signal of the \nstation in advance shall also be extinguished;\n(e) the adequate distance mentioned under clause (c) shall not be less than as prescribed \nunder sub-rule(2);\n(f) during normal conditions, mid-section modified semi-automatic stop signal shall work \nas normal automatic stop signal.\n(4) (a) When the loco Pilot finds mid-section modified semi-automatic stop signal with ‘A’ \nmarker extinguished in ’On’ position, he shall stop his train in the rear of the signal \nand inform this fact to the Station Master of the station ahead on approved means of \ncommunication as prescribed under special instructions ;\n(b) the Station Master of the station ahead may authorize the Loco Pilot to pass the mid- \nsection modified semi-automatic stop signal working with ‘A’ marker extinguished in \n‘On’ position through approved means of communication after ensuring conditions and \nprocedure prescribed under special instructions;\n(c) In case the Loco Pilot is unable to contact the Station Master of station ahead, he shall \npass the signal at ‘On’ after waiting for “5” minutes at the Signal and Proceed cautiously \nand be prepared to stop short of any obstruction, at a speed not exceeding 10 kilometers \nan hour up to next signal and act as per aspect of this signal; and\n(d) The Loco Pilot shall report the failure of mid-section modified semi- automatic stop \nsignal to the Station Master of the station ahead.\nSR 9.01/1 The mid-section modified semi-automatic stop signal will be operated by the Station Masters \nat both ends by operation of a set of fog switch/buttons provided and this signal can be operated \nas normal automatic stop signal or as semi-automatic stop signal with ‘A’ marker extinguished. \nRelevant indications are available to Station Masters of the stations at both ends to indicate whether \nthe signal is in automatic or modified semi- automatic mode.\nSR 9.01/2 In normal circumstances, the specified signal works in the auto mode with ‘A’ marker of \nthe semi-automatic signal lit. In abnormal circumstances, like fog, bad weather impairing visibility, \nwhen the modified system is to be introduced, the Station Master of train dispatching station will talk \nto the Station Master of the receiving end station and exchange private numbers; thereafter both the \nSMs shall operate the fog switch/button. By this action of both Station Masters, the ‘A’ marker of all \nthe three signals is extinguished i..e. Advanced starter signal of the dispatching station, mid-section \nmodified semi- automatic stop signal and Home Signal of receiving station. Then train working \nshall start under the new modified system in either direction. The indication or aspect of mid-section \nmodified semi-automatic stop signal (i.e ‘On’/’Off’ aspect and ‘A’ marker lit or extinguished) shall \nbe depicted on the VDU/Panel of both the stations, along with the aspect of Advanced starter signal \nor Home signal, as the case may be.\nSR 9.01/3 Thus, after introduction of this system, interlocking will be such that when the mid-\nsection modified semi-automatic stop signal is working with ‘A’ marker extinguished, not more than", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 216, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n190\ntwo trains, one on either side of this modified sto p signal, will be ensured by the signaling system \nbetween two stations in any given direction at any given point of time. The mid- section modified \nsemi-automatic stop signal shall when ‘Off’ depict the aspect (Green or Double Yellow etc.) based \non the aspects and number of Automatic signals (including any other signal) between this signal and \nthe Home signal of the receiving station.\nSR 9.01/4 Once this system is introduced by the two Station Masters of the dispatching and receiving \nstations at a nominated time after taking action simultaneously and train working is started as per \nnew modified system, it will continue to operate automatically in the manner prescribed above and \nthe process of taking ‘Off’ Advanced starter signal and mid- section modified semi-automatic stop \nsignal need not be repeated for every train by the Station Masters of respective stations. Facility \nshall however exist to work the Advanced starter signal and home signal as manual signal as and \nwhen considered necessary by the controlling Station Masters. However, during the time modified \nsystem is in force, Home signal shall work in manual mode only.\nSR 9.01/5 To restore the normal automatic signaling system at a pre-fixed nominated time, the \nStation Masters of the train dispatching and train receiving stations will talk to each other under \nexchange of private numbers and will re-introduce the normal system by operating the fog switch/\nbutton which will restore the ‘A’ marker on the mid-section modified semi- automatic stop signal to \nlit condition. The condition of ‘A’ marker of Home signal and Advanced starter signal will continue \nto be determined by the Station Masters of the controlling stations based on local conditions.\nSR 9.01/6\n(i) At the time of introducing the modified automatic signaling, the Station Masters concerned \ncontrolling the mid-section modified semi-automatic stop signal should, as far as possible, \ntake care that the aspect of this signal is ‘On’ to avoid sudden braking by the Loco Pilot of the \napproaching train. In addition, the Advanced starter signal and Home signal shall normally \nbe put in manual mode before introducing the change-over.\n(ii) During the change over from normal automatic signaling to modified automatic signaling, \nit may so happen that a Loco Pilot may encounter a situation when the ‘A’ marker gets \nextinguished and aspect of the signal turns into ‘On’ aspect while approaching the mid- \nsection modified semi- automatic stop signal. In such a situation, the Loco Pilot will stop his \ntrain and, if this signal does not assume ‘Off’ aspect within 5 minutes, contact the Station \nMaster of the station ahead on Mobile Train Radio Communication (MTRC)/Signal Post \nTelephone (SPT) and after obtaining SM’ s verbal authority with private number proceed \nahead at a speed not exceeding 10 kmph till the foot of the next automatic signal and be \nguided by the aspect of this signal.\nSR 9.01/7 Even with the change in the signaling arrangement, for the Loco Pilot, all existing rules/\ninstructions for train passing in automatic signaling will be applicable. Thus all automatic signals \nin the sections shall work normally and Loco Pilot will follow existing GRs/SRs while passing these \nsignals.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 217, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n191\nSR 9.01/8 System of working during failure of signals and fog switch/button.\n(a) Failure of Advanced Starter Signal: When ‘A’ marker is extinguished, and the Advanced \nstarter signal of the train dispatching station has failed, the Station Master shall issue written \nauthority T/369 (3b), dispensing with endorsement of private number, to the Loco Pilot to \npass the signal at ‘On’ after ensuring that the last preceding train has passed the mid-section \nmodified semi-automatic stop signal and adequate distance beyond it. If the clearance of \nsection between Advanced starter signal and mid-section modified semi- automatic stop \nsignal cannot be ascertained by the dispatching Station Master, he will talk to the Station \nMaster of the receiving station and after confirming under exchange of private numbers that \nthe last preceding train has arrived complete at the station ahead, he will authorize the Loco \nPilot on T/369 (3b) to pass the defective Advanced starter signal in ‘On’ position. In both the \nabove cases, the Loco Pilot shall proceed at a speed not exceeding 10 kmph till the foot of the \nnext automatic signal and thereafter be guided by the aspect of this signal observing GR 9.02 \nand SR 3.61/4.\n(b)\t Failure\tof\tMid-section\tModified\tSemi-Automatic\tStop\tSignal:\n(i) If the mid-section modified semi-automatic stop signal becomes defective and/or shows ‘On’ \naspect due to any reason, the Loco Pilot will contact the Station Master of the receiving station \non Mobile Train Radio Communication (MTRC)/Signal Post Telephone (SPT) provided on \nmid- section modified semi-automatic stop signal, and inform him about the same. The Station \nMaster shall authorize the Loco Pilot with private number to proceed ahead only after the last \npreceding train has arrived complete at his station. The Loco Pilot shall proceed at a speed \nnot exceeding 10 kmph till the foot of the next automatic signal and thereafter be guided by \nthe aspect of this signal observing GR 9.02 and SR 3.61/4 after recording the private number \nin his working diary. In case telephone is not available or defective and Loco Pilot is not able \nto contact the Station Master concerned and the signal remains in ‘On’ position, he shall wait \nfor 5 minutes and, if the signal remains ‘On’, will proceed ahead up to the next signal, as \nper GR 9.02 and SR 3.61/4 report the same to the SM of the station ahead on Walkie-talkie or \nby written memo.\n(ii) On becoming aware that the mid-section modified semi-automatic stop signal with ‘A’ marker \nextinguished has failed, the Station Master of the train receiving station shall inform the \nStation Master of the train dispatching station about the same who shall, before dispatching \na train, treat the entire section up to the block station ahead as one block section and obtain \n‘Line Clear’ from the Station Master of the train receiving station under exchange of private \nnumbers. The station master of the receiving station will grant ‘Line Clear’ only after the \nlast preceding train has arrived complete at his station. The dispatching SM shall then \nissue a written authority T/369 (1) to the Loco Pilot to pass the defective mid- section semi-\nautomatic stop signal at ‘On’ without stopping at the signal. An endorsement shall be made \non such an authority that the ‘Line Clear’ for the block section up to the next station has \nbeen obtained under private number, quoting the same on this authority. The Loco Pilot \nshall proceed as per GR 9.02 and SR 3.61/4 in respect of all other automatic signals in the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 218, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n192\nsection. If, however, the mid-section modified semi- automatic stop signal is protecting a level \ncrossing, the controlling Station Master shall ensure that the level crossing gate is closed to \nroad traffic before granting ‘Line Clear’ or permitting the train to enter the block section, as \nthe case may be. This system of dispatching only one train in the block section shall continue \ntill the mid-section modified semi- automatic stop signal is rectified.\n(c) Failure of Home Signal:- If the Home Signal becomes defective, the Station Master of the \nreceiving station will admit the train by taking Off Calling On signal (if provided) or, if the \nCalling On signal is also defective, by issuing written authority T/369 (3b).\n(d) Failure of Fog Switch/Button:- If by operation of fog switch/button, ‘A’ marker on mid- \nsection modified semi-automatic stop signal of a particular section does not get extinguished, \nthe fog signaling system shall be treat as failed in between the two adjacent stations in relevant \ndirection. The Station Masters will then extinguish the’ A’ marker of Advanced starter signal \nand Home signal by means of facility available on the VDU/Panel to convert these signals in \nmanual mode. Moreover, the modified automatic signaling system between any two adjacent \nstations may fail any time due to any reason after the same has been introduced and working \nsuccessfully for some time. In both the cases above, the Station Master of the train dispatching \nstation of the affected section will not dispatch a train in the section until the last preceding \ntrain has arrived complete at the receiving station, which shall be confirmed by the exchange \nof private numbers between the two Station Masters.\nNote: \n(1) The Loco Pilots and LIs concerned will be informed through shed notice well in advance about \nthe likely period of introduction of modified automatic signaling system, which normally shall \nbe from 20th December to 31st January and from 20.00 hrs. to 08.00hrs. Which may get shifted \nas per prevalence of fog. A register will be maintained at the stations by the Station Masters to \nrecord the time at which the modified automatic signaling system is introduced and when the \nsame is cancelled. A decision to continue or discontinue the system will be taken by the Sr. DOM \nof the division and will be advised to the Station Masters and the Section Controllers through \ncontrol message and Loco Pilots/Train Managers through Crew/Train Manager Lobbies.\n(2)\t The\tmodified\tsystem\twill\tbe\tintroduced\tand\tcancelled\tuniformly\tfor\tthe\tentire\tsection.\nSR 9.01/9 During clear weather, when the Loco Pilot finds the ‘A’ marker of mid- section modified \nsemi-automatic stop signal extinguished and the aspect of the signal remains ‘On’, he shall bring \nhis train to stop at the foot of this modified semi-automatic stop signal and shall contact the Station \nMaster ahead on MTRC/SPT and inform him about the same. The Station Master shall, after \nascertaining that the system of modified semi-automatic signaling is not in operation, give a private \nnumber to the Loco Pilot. After receiving the private number the Loco Pilot shall record it on his \ndiary and will proceed ahead as per GR9.02.In case the telephone is available or defective and Loco \nPilot is not able to contact the Station Master concerned and the signal remains in ‘On’ position, he \nshall wait for 5 minutes and, if the signal remains in’ On’ position, will proceed ahead as per GR 9.02 \nand report the same to the SM of the station ahead on Walkie-talkie or by written memo.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 219, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n193\nSR 9.01/10 In automatic block signaling sections, where modified semi- automatic stop signal cannot \nbe provided between the two adjacent stations, for any reason, only one train shall be permitted to \nenter the section at a time by means of suitable interlocking of Advanced starter signal of the train \ndispatching station and Home signal of the station ahead in such a way that the Advanced starter \nsignal cannot assume ‘Off’ aspect unless and until the last preceding train has arrived complete at the \nstation ahead .This shall be ensured by operation of fog switch/button by adjacent Station Masters.\n9.02 Duties of Loco Pilot and Train Manager when an Automatic Stop signal on \ndouble line is to be passed at ‘ON’:-\n(1) When a Loco Pilot finds an Automatic Stop signal with an ���A’ marker at ‘on’, he shall \nbring his train to a stop in the rear of the signal. After bringing his train to a stop in the \nrear of the signal, the Loco Pilot shall wait there for one minute by day and two minutes \nby night. If after waiting for this period, the signal continues to remain at ‘ON’, he shall \ngive the prescribed code of whistle and exchange signals with the Train Manager and \nthen proceed ahead, as far as the line is clear, towards the next Stop signal in advance \nexercising great caution so as to stop short of any obstruction.\n(2) The Train Manager shall show a Stop hand signal towards the rear when the train has \nbeen so stopped at an Automatic Stop signal, except as provided for in sub-rule (4).\n(3) Where owing to the curvature of the line, fog, rain or dust storm, engine working \nthe train pushing it, or other causes, the line ahead cannot be seen clearly, the Loco \nPilot shall proceed at a very low speed, which shall under no circumstances exceed 10 \nkilometers an hour. Under these circumstances, the Loco Pilot, when not accompanied \nby an Assistant Loco Pilot, and if he considers it necessary, may seek the assistance of \nthe Train Manager by giving the prescribed code of whistle.\n(4) When so sent for by the Loco Pilot, the Train Manager shall accompany him on the \nengine cab, before he moves forward, to assist the Loco Pilot in keeping a sharp look \nout.\n(5) When an Automatic Stop signal has been passed at ‘ON’, the Loco Pilot shall proceed \nwith great caution until the next Stop signal is reached. Even if this signal is off, the Loco \nPilot shall continue to look out for any possible obstruction short of the same. He shall \nproceed cautiously upto that signal and shall act upon its indication only after he has \nreached it.\nS.R. 9.02/1 :- After passing automatic signal at ‘ON’ the Loco Pilot of a following train shall ensure \nthat minimum distance of 150 meters or two clear OHE Masts is maintained between his train (in \nclear weather) and the preceding train. if any or any obstruction on the line ahead. However in \nthe case of EMU trains; the minimum distance of 75 meters or one OHE Mast shall be maintained \nbetween EMU train and a preceding train if any or any obstruction on line ahead. However during \ndense fog after passing an automatic stop signal at ‘ON ’ (Red), the Loco Pilot & Motorman of the \ntrain hauled by any loco motive including EMU train shall, while moving at a speed not exceeding", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 220, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n194\n10\tkmph. ensure that he maintains a reasonable distance at which he is able to observe the flashing \ntail lamp of the train ahead or the obstruction as the case may be.\nS.R. 9.02/2 :- If a Loco Pilot finds an automatic stop signal as flickering/bobbing or the signal \nshowing more than one aspect, simultaneously he will observe S.R. 3.74/1 (a) or 3.74/1 (b) as the \ncase may be.\nS.R. 9.02/3 :- In an automatic section, the Train Manager of a train shall watch that the Loco Pilot \ndoes not exceed the prescribed speed after passing on Automatic signal in ‘ON’ position. If the Loco \nPilot exceeds the prescribed speed, the Train Manager shall take action as per G.R. 4.45.\nIn the case of EMU trains, if the Motorman exceeds the prescribed speed, the Train Manager (when \nnot travelling with the Motorman) shall also give two pause three rings on the bell code to warn the \nMotorman.\nB. Rules applicable to Single line\n9.03 Essential of the Automatic Block System on single line:-\n(1) Where trains on a single line are worked on the Automatic Block System -\n(a) the line shall be provided with continuous track circuiting or axle counters;\n(b) the direction of traffic shall be established only after Line Clear has been obtained \nfrom the block station in advance;\n(c) a train shall be started from one block station to another only after the direction of \ntraffic has been established;\n(d) it shall not be possible to obtain Line Clear unless the line is clear, at the block station \nfrom which Line Clear is obtained, not only upto the first Stop signal but also for an \nadequate distance beyond it;\n(e) the line between two adjacent block stations may, where required, be divided into \ntwo or more automatic block signaling sections by provisions of Stop signals;\n(f) after the direction of traffic has been established, movement of trains into, through \nand out of each automatic block signaling section shall be controlled by the \nconcerned Automatic Stop signal and the said Automatic Stop signal shall not \nassume ‘off’ position unless the line is clear upto the next Automatic Stop signal;\n Provided further that where the next Stop signal is a Manual Stop signal, the line \nis clear for an adequate distance beyond it, and\n(g) all Stop signals against the direction of traffic shall be at ‘ON’.\n(2) Unless otherwise directed by approved special instructions, the adequate distance \nreferred to in clauses (d) and (f) of sub-rule (1) shall not be less than 180 metres.\n(3) (a) under special instructions, one of the automatic stop signal between two stations in the \nautomatic block signaling territory in each direction may be made as modified semi-\nautomatic stop signal;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 221, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n195\n(b) the mid-section modified semi-automatic stop signal so provided shall be interlocked \nwith the signals of the station ahead through track circuits or axle counters or both and \nshall be controlled by the Station Master of the station ahead, the relevant indications \nwhether the signal is in normal automatic mode or modified semi-automatic mode shall \nbe available to the Station Masters at both the ends;\n(c) Advanced starter signal of the station in rear shall be interlocked with the mid-section \nmodified semi automatic stop signal in such a way that when working with ‘A’ sign \nextinguished, the Advanced starter shall assume ‘OFF’ aspect or be taken ‘OFF’ only \nwhen the line is clear up to an adequate distance beyond the mid-section modified semi- \nautomatic stop signal; similarly the mid-section modified semi- automatic stop signal \nshall assume ‘OFF’ aspect automatically or be taken ‘Off’ only when the line is clear \nupto an adequate distance beyond the Home signal of the station ahead;\n(d) during abnormal conditions like fog, bad weather impairing visibility, the mid-section \nmodified semi-automatic stop signal may be worked by extinguishing “A” marker in \nthe manner prescribed under special instructions; this action shall also ensure that the \n‘A’ marker of the Advanced starter signal of the station in rear and Home signal of the \nstation in advance shall also be extinguished;\n(e) the adequate distance mentioned under clause (c) shall not be less than as prescribed \nunder sub-rule( 2);\n(f) during normal conditions, mid-section modified semi-automatic stop signal shall work \nas normal automatic stop signal.\n(4) (a) When the Loco Pilot finds mid-section modified semi-automatic stop signal with ‘A’ \nmarker extinguished in “ON” position, he shall stop his train in the rear or the signal \nand inform this fact to the Station Master of the station ahead on approved means of \ncommunication as prescribed under special instructions;\n(b) the Station Master of the station ahead may authorise the Loco Pilot to pass the mid- \nsection modified semi-automatic stop signal working with ‘A’ marker extinguished in \n‘On’ position through approved means of communication after ensuring conditions and \nprocedure prescribed under special instructions.\n(c) in case the Loco Pilot is unable to contact the Station Master of station ahead, he shall \npass the signal at ‘ON’ after waiting for five minutes at the signal and proceed cautiously \nand be prepared to stop short of any obstruction, at a speed not exceeding 10 kilometers \nan hour upto the next signal and act as per aspect of this signal; and\n(d) the Loco Pilot shall report the failure of mid-section modified semi- automatic stop \nsignal to the Station Master of the station ahead.\n9.04\t Minimum\tequipment\tof\tfixed\tsignals\tin\tAutomatic\tBlock\tterritory\ton\tsingle\t\nline:-\tThe\tminimum\tequipment\tof\tfixed\tsignals\tto\tbe\tprovided\tfor\teach\tdirection\t\nshall be as follows -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 222, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n196\n(a) “Manual or Semi-Automatic Stop Signals” at a station-\n(i) a Home\n(ii) a Starter,\n(b) An Automatic Stop signal in rear of the Home signal of the station.\n NOTE :- Under approved special instructions, the Automatic Stop signal may be \ndispensed with.\n9.05\t Additional\tfixed\tsignals\tin\tAutomatic\tBlock\tterritory\ton\tsingle\tline:-\n(1) Besides the minimum equipment prescribed in Rule 9.04, one of more additional \nAutomatic Stop signals, as are considered necessary, in between block stations, may be \nprovided.\n(2) In addition, such other fixed signals as may be necessary for the safe working of trains \nmay be provided.\n9.06 “Conditions for taking ‘OFF’ Manual Stop signals or Semi-Automatic Stop \nSignal, in Automatic Block territory on single line.”\n(1) Home signal: When a train is approaching a Home signal, otherwise than at a terminal \nstation, the signal shall not be taken ‘off’ unless the line is clear not only upto the Starter \nbut also for an adequate distance beyond it and in addition for automatic working, \ndirection of the block section ahead is not set in opposite.\n(2) Last Stop signal: The last stop signal shall not be taken ‘off’ for a train unless the \ndirection of traffic has been established and the line is clear upto the next Automatic \nStop signal, or when the next Stop signal is a Manual or Semi Automatic Stop signal for \nan adequate distance beyond it.”\n(3) The adequate distance referred to in sub-rules (1) and (2) shall never be less than 120 \nmetres and 180 metres respectively unless otherwise directed by approved special \ninstructions. A sand hump of approved design, or subject to the sanction of the \nCommissioner of Railway Safety, a derailing switch shall be deemed to be an efficient \nsubstitute for the adequate distance referred to in sub-rule (1).\n9.07 Duties of Loco Pilot and Train Manager when an Automatic Stop signal on \nsingle line is to be passed at ‘ON’:-\n(1) When a Loco Pilot finds an Automatic Stop signal with an ‘A’ marker at ‘ON’, he shall \nbring his train to a stop in rear of that signal and wait there for one minute by day and \ntwo minutes by night.\n(2) If after waiting for this period the signal continues to remain at ‘ON’, and if telephone \ncommunication is provided near the signal, the Loco Pilot shall contact the Station \nMaster of the next block station or the Centralised Traffic Control Operation of the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 223, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n197\nsection where Centralised Traffic Control is provided, and obtain his instructions. The \nStation Master or the Centralised Traffic Control Operator, as the case may be, shall \nafter ascertaining that there is no train ahead upto the next signal and that it is otherwise \nsafe for the Loco Pilot to proceed so far as is known, give permission to the Loco Pilot to \npass the signal in the ‘ON’ position and proceed upto the next signal, as may be provided \nunder special instructions.\n(3) If no telephone communication is provided near the signal or if the telephone \ncommunication provided near the signal is out of order and cannot be made use of, the \nLoco Pilot shall give the prescribed code of whistle and exchange signals with the Train \nManager and then proceed past the signal as far as the line is clear, upto the next Stop \nsignal in advance, exercising great caution so as to stop short of any obstruction.\n(4) The Train Manager shall show a Stop hand signal towards the rear when the train has \nbeen so stopped at and Automatic Stop signal, except as provided for under sub-rule (6).\n(5) Where owing to the curvatures of the line, fog, rain or dust storm, engine working \nthe train pushing it, or other causes, the line ahead cannot be seen clearly, the Loco \nPilot shall proceed at a very low speed, which shall under no circumstances exceed 10 \nkilometers an hour. Under these circumstances, the Loco Pilot, when not accompanied \nby an Assistant Loco Pilot, and if he considers it necessary, may seek the assistance of \nthe Train Manager by giving the prescribed code of whistle.\n(6) When so sent for by the Loco Pilot, the Train Manager shall accompany him on the \nengine cab, before he moves forward, to assist the Loco Pilot in keeping a sharp look \nout.\n(7) When an Automatic Stop signal has been passed at ‘ON’ the Loco Pilot shall proceed \nwith great caution until the next Stop signal is reached. Even if this signal is ‘off’ the \nLoco Pilot shall continue to look out for any possible obstruction short of the same. He \nshall proceed cautiously upto that signal and shall act upon its indication only after he \nhas reached it.\nS.R. 9.07/1 : Telephone communication as mentioned in sub-para 2 above shall be provided only \nafter obtaining special instructions.\nS.R. 9.07/2 : After passing automatic signal at ‘ON’ the Loco Pilot of a following train shall ensure \nthat minimum distance of 150 meters or two clear OHE Masts is maintained between his train (in \nclear weather) and the preceding train. If any or any obstruction on the line ahead. However in \nthe case of EMU trains, the minimum distance of 75 meters or one OHE Mast shall be maintained \nbetween EMU train and a preceding train, if any or any obstruction on line ahead. However, during \ndense fog after passing an automatic stop signal at ‘ON’ (Red), the Loco Pilot & Motorman of the \ntrain hauled by any loco motive including EMU train shall,while moving at a speed not exceeding 10 \nkmph ensure that he maintains a reasonable distance at which he is able to observe the flashing tail \nlamp of the train ahead or the-obstruction, as the case maybe.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 224, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n198\nS.R. 9.07/3 : When a Loco Pilo t finds an automatic stop signal flickering/bobbing or the signal \nshowing more than one aspect, simultaneously, he will observe S.R. 3.74/1 (a) or 3.74/1 (b) as the \ncase may be.\nS.R. 9.07/4 : In an automatic Block territory, the Train Manager of a train shall watch that the Loco \nPilot does not exceed the prescribed speed after passing an Automatic signal in ‘On’ position. If the \nLoco Pilot exceeds the prescribed speed, the Train Manager shall take action as per G.R. 4.45.\nIn the case of EMU trains, if the Motorman exceeds the prescribed speed, the Train Manager (when \nnot Travelling with the Motorman) shall also give two-pause three rings on the bell code to warn the \nMotorman.\n9.08 Person in charge of working trains on Automatic Block System on single line:-\n(1) Except where Centralised Traffic Control is in operation, the Station Master shall be \nresponsible for the working of trains at and between stations.\n(2) On a section where Centralised Traffic Control is in operation, the Centralised Traffic \nControl Operator shall be responsible for the working of trains on the entire section \nexcept as provided for in sub-rule (3).\n(3) On a section where Centralised Traffic Control is in operation, the working of trains at \na station or part of a station may be taken over by or handed over to the Station Master \nduring emergency or as prescribed by special instructions. When such emergency \ncontrol is transferred, the Station Master shall be the person in charge of working trains \nat the station or part of the station and the station shall be worked in accordance with \nsub-rule (1).\n C. Rules applicable to both Double and Single Lines\n9.09 Working of trains on Centralised Traffic Control territory:- On a section where \nCentralised Traffic Control is in operation, the working of trains shall be governed by \nspecial instructions.\n9.10 Protection of a train stopped in an Automatic block signalling section:-\n(1) When a train is stopped in an Automatic block signalling section, the Train Manager \nshall immediately exhibit a Stop hand signal towards the rear and check up that the tail \nboard or tail light is correctly exhibited.\n(2) If the stoppage is on account of accident, failure, or obstruction and the train cannot \nproceed, the Loco Pilot shall sound the prescribed code of whistle and the train shall be \nprotected immediately as per Rule 6.03 except that for the protection of the occupied line \none detonator shall be placed at 90 metres from the train on the way out and similarly \ntwo detonators, 10 metres apart, not less than 180 metres from the train or at such \ndistance as has been fixed by special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 225, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n199\n9.11 Loco Pilot to report failures:-\n(1) When a Loco Pilot has to pass an Automatic Stop signal at ‘ON’, he shall stop his train \nat the next reporting station or cabin as prescribed by special instructions and report \nparticulars of Automatic Stop signals passed at ‘ON’ by him.\n(2) The Station Master or person incharge of the reporting station or cabin shall promptly \nreport the fact to the signal and operating officials concerned.\nS.R. 9.11/1 :- Next reporting station/cabin will be next stopping station for the purpose of reporting \nsuch failures.\n9.12 Procedure during failure of Automatic Signaling:- When a failure of Automatic \nsignaling is likely to last for some time or cause serious delay, trains shall be worked \nfrom station-to- station over the section or sections concerned under special instructions.\nS.R. 9.12/1: In case of failure of signal or signals between two or more block stations in Automatic \nblock system. The train working should normally be done in accordance with the provisions of Rule \n9.02 or 9.07as the case may be.\nS.R. 9.12/2: \n(A) Failure of signal/s between two or more block stations in Automatic block system likely to last for \nsome time or cause serious delay when means of communications are available:-\nIn the event of conditions mentioned in sub-Para (i) or (ii) below, the decision whether to consider \na failure of signal/s as a prolonged failure should be taken by Sr. Divisional Operations Manager / \nDivisional Operations Manager (in-charge).\ni. Failure of signal/s occurring in an area consisting of two or more block stations worked \nunder Automatic Block system which is likely to last for some time as advised in writing \nby the officials of S&T department, with the approval of Sr. DSTE/ DSTE concerned, to the \nsection controller of the division; or\nii. In case of the failure of signal/s causing or expected to cause serious delay in train operations \non account of working during such failure in accordance with rule 9.12/1.\nThe\tfollowing\tprocedure\tshall\tbe\tadopted\tfor\ttrain\tworking\tin\tcase\tof\tprolonged\tfailure\tof\tsignal/s.\n1. (a) The intimation of prolonged failure shall be given to concerned duty Station Master \nby Section Controller, under exchange of private number.\n (b) Before any train is allowed to enter the affected section, it shall be brought to a \nstand and the Loco Pilot/Motorman and Train Manager of the train shall be advised \nof the circumstances by the Station Master. Section Controller and Station Master \nconcerned ahead of the affected section shall also be informed.\n (c) The section between the two block stations will be treated as a Single Block Section \n& train movement in Block Section shall be controlled by the Station Master of either \nside.\n (d) Before introduction of such working, it shall be ensured that all the trains dispatched \nin the affected section have completely arrived at the station in advance. Additionally, \nit shall be ensured that, the Semi-Automatic/ Manual Dispatch Stop signal of all", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 226, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n200\nstations dispatching trains in the affected section and the Semi-Automatic/ Manual \nReception Stop signals of all stations receiving trains in the affected section, shall be \nput in manual mode and in ON position initially.\n (e) The Station Master shall advise the Station Master at the other end regarding \nsuspension of Automatic working in the following format.\nFrom To\nStation Master/X Station Master/Y\n \nNo. ________\nAutomatic Block working suspended between _________ and _________stations \nat_______ Hours________minutes due to ___________(Reasons) Train signaling shall \nbe done through Station-to-Station fixed telephone/Railway Auto Phone/ BSNL phone/\nFixed Telephone with CUG sim or Control Telephone/ Very High Frequency set.\nPrivate Number (In figures)__________ ( In words)_____________\n From To\nStation Master/Y Station Master/X\nNo._______\nYour No. ________understood that Automatic Block working suspended between \n_________ and _________stations at_______ Hours________minutes due to \n___________(Reasons) Train signaling shall be done through Station-to-Station fixed \ntelephone/Railway Auto Phone/ BSNL phone/Fixed Telephone with CUG sim or Control \nTelephone/ Very High Frequency set.\nPrivate Number (In figures)__________ ( In words)_____________\n2. The Station Master\ton\tduty\tat\tthe\tStation\tin\trear\tof\tthe\taffected\tsection\tshall\tobtain\t‘Line\t\nClear’ for the train by one of the following means of communications viz.\n (a) Station to Station fixed telephones wherever available. \n (b) Fixed telephone such as Railway auto phone & BSNL/MTNL phone with caller ID.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 227, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n201\n (c) Control Telephone.\n (d) VHF set under special instructions, but not as the sole means of communication on \nsections where passenger trains run.\n (e) Fixed Telephone with CUG sim which have been provided to the station only for \nofficial use by the on-duty Station Master.\nNOTE: -In all cases where line clear is obtained/granted by a means of communication other than \nTrack circuit/Axle counter, the system of calling station name, followed by establishing identity of the \nStation Master on duty by cross checking Private numbers given for the last Preceding train shall \nbe adopted.\n3. The\tStation\tMaster\ton\tduty\tat\tthe\tstation\tin\tadvance\tshall\tnot\tgive\tsuch\t“Line\tClear”\t\nunless:-\n (i) The whole of the last preceding train has arrived complete.\n (ii) The Semi-Automatic/Manual Reception stop signal has been put back to ‘ON’ behind \nthe last preceding train.\n (iii) The line is clear not only up to the Semi-Automatic/Manual Reception stop signal but \nalso for the adequate distance beyond the Semi-Automatic/Manual Reception stop \nsignal. \n (iv) The private number/s shall be exchanged with on duty gatemen, for closure of the \nlevel crossing gate/s under his control.\n (v) The points of outlying sidings/ turnouts under his control are correctly set and locked.\n4. (a) The Loco Pilot/Motorman of the first trains entering the affected section on authority \nform T/D 912 as prescribed in SR 9.12/2 (A) (5) below shall proceed with utmost \ncaution and must not run at a speed exceeding 25 KMPH under any circumstances, \nsubject to other speed restrictions in force. If the view is restricted due to fog, curve \nor any other reason, speed shall not exceed 10 KMPH. The speed over facing points, \nif any, being restricted to 15 KMPH. The Loco Pilot/Motorman shall continue to look \nout for any obstruction until he reaches the station ahead.\n (b) Before any train is allowed to enter the block section by handing over the authority \nT/D 912, the station master shall ensure that private number/s has been received from \nthe gatemen for closure of the gate/s under his control. It shall also be ensured that \nall points under control of train dispatching station over which the train will pass are \ncorrectly set, clamped and padlocked.\n5. The Station Master shall give the Loco Pilot/Motorman and Train Manager of each train \nentering the affected section on Automatic block system, an Authority in form T/D 912, \nduring prolonged failure of signals. Distinguishing numbers of departure, Automatic, Semi-\nAutomatic/ Manual and Gate signal/signals required to be passed, shall also be indicated \non the Authority authorising the Loco Pilot/motorman to pass them at ‘ON’ position. For \na Starter/ Manual/Midsection Gate signal, the loco pilot/Motorman shall pass the signal \nonly when he receives a proceed hand signal from a railway servant in uniform. In the case \nof mid-section gate signals the loco pilot/Motorman shall cautiously pass the level crossing \nonly after ensuring that the gates are closed and locked for road traffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 228, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n202\n6. When approaching the train receiving Station, the Loco Pilot/Motorman of the train shall act \nupon the aspect of the Semi-Automatic/ Manual Reception Stop Signal/ Calling-on signal of \nthe receiving station. In case the Semi-Automatic/ Manual Reception Stop Signal/ Calling-\non signal is not in working condition then the Station Master shall depute a railway servant \nin proper uniform and issue authority on form no. T/369(3b) for receiving the train, after \nensuring that conditions to take OFF Semi-Automatic/ Manual Reception Stop signal have \nbeen fulfilled.\n7. After ensuring that the first train has arrived safely at the station ahead of the affected section, \nThe Loco Pilots/Motorman of all subsequent trains may be permitted to run at their Sectional \nSpeed subject to other speed restrictions in force. The speed over facing points, if any, being \nrestricted to 15 KMPH.\n8. Clearance of the section by each train shall be intimated to the station in rear under exchange \nof Private Number. Train Signal Register shall be brought into use and all entries regarding \ntrain working recorded there-in. Section Controller shall be kept advised of all train \nmovements taking place in the affected section.\n9. As soon as the signals are put right by the S&T officials in writing, section controller’ s \nPermission should be obtained for resuming normal working of trains on Automatic Block \nSystem. A message shall be exchanged with Private Numbers by the Station Master on \nduty concerned in Train Signal Register, assuring that the last train dispatched during the \nfailure has arrived completely at the station in advance and the section is clear. Intimation of \nrestoration shall be given to section controller under exchange of private number.\nFrom To\nStation Master/X Station Master/Y\n \nNo. ________Last Train (Number and description)______ despatched during failure from your \nstation at ____hours___mins has arrived completely at my station at ___hours___mins. Cancel \nthe present method of working of trains.\nPrivate Number (In figures)__________ ( In words)_____________\nFrom To\nStation Master/Y Station Master/X\nNo._______ Your No. ________understood Last Train (Number and description)______ \ndespatched during failure from my station at ____hours___mins has arrived completely at your \nstation at__hours___mins. Cancel the present method of working of trains.\nPrivate Number (In figures)__________ ( In words)_____________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 229, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n203\n10. All the records in connection with train working on this system shall be retained at the station \nand the Transportation Inspector of the section must scrutinize them and submit his report to the \nSr. Divisional Operations Manager / Divisional Operations Manager (in-charge) within 7 days \nof the resumption of normal working.\nS.R. 9.12/2 (B): Failure of all automatic signals likely to last for some time and cause serious delay \nwhen no Means of communications are available in Double line:-\nIn the event of failure of automatic signalling occurring in an area consisting of two or more Stations \nin Automatic Block System and when line clear cannot be taken by any of the following means, viz.\n(i) Track circuit and Axle counter where indication of the section between two stations is \navailable on VDU panel.\n(ii) Station to Station fixed telephone wherever available.\n(iii) Fixed telephone such as Railway auto phone & BSNL/MTNL phone.\n(iv) Control Telephone.\n(v) VHF set under special instructions, but not as the sole means of communication on\n Sections where passenger trains run.\n(vi) Fixed Telephone with CUG sim which have been provided to the station only for official use \nto the on-duty Station Master.\nThe following procedure shall be adopted for train working:-\n(i) The movement between the two block stations shall be controlled by the Station Master of \neither side.\n(ii) All the points over which the trains will run within the affected area shall be correctly set and \nlocked before the movement of any train is authorized over them.\n(iii) Before any train is allowed to leave the station as prescribed in S.R. 9.12/ 2(B), it shall be \nbrought to a stand and the Loco Pilot/Motorman and the Train Manager of the train shall be \nadvised of the circumstances by the Station Master.\n(iv) The Station Master shall give the Loco Pilot/Motorman and Train Manager of each train:-\nAn Authority on form T/B 912 shall be handed over to the Loco Pilot/Motorman and Train Manager \nand record copy shall be retained by the Station Master as a record which shall consist of-\na) An authority to proceed without line clear.\nb) An authority to the Loco Pilot/Motorman Indicating the distinguishing numbers of Departure, \nAutomatic, Semi-Automatic, Manual and Gate signal/signals required to be passed, shall \nalso be indicated on the Authority authorising the Loco Pilot/Motorman to pass them at ‘ON’ \nposition. For a Starter Signal/ Manual/ Midsection Gate Signal, the loco pilot/Motorman \nshall pass the signal only when he receives a proceed Hand signal from a railway servant \nin uniform. In the case of Mid-section gate signals the loco pilot/motorman shall cautiously", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 230, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n204\npass the level Crossing onl y after ensuring that the gates are closed and locked for road \ntraffic.\nc) A Caution Order restricting the speed to 15 Kmph over the straight line when view is Clear \nand 10 kmph when approaching or passing any portion of the line where the view ahead is \nnot clear due to curve, obstruction, rain, fog or any other cause subject to the observance of \nother speed restrictions imposed. Loco Pilot/Motorman must also ascertain that the points \nof the outlying siding/ turnouts, if any, are correctly set and locked before passing over them. \nSpeed over facing points being restricted to 15 KMPH.\n(v) No train shall be allowed to enter an affected section unless there is a clear interval of 25 \nminutes between the train about to leave and the preceding train.\n(vi) (a) In the event of a Loco Pilot/Motorman approaching or passing any portion of a line where \nview ahead is not clear, the Assistant Loco Pilot or the Train Manager with hand signals must \nbe sent in advance to guide the further movement of the train. A sharp look out ahead should \nbe kept and the engine whistle freely used. \n (b) A tunnel shall be entered only after it has been ascertained that it is clear. If there is any \ndoubt on this point, the train shall be piloted by a railway employee equipped with hand \nsignals and detonators.\n(vii) The Train Manager shall keep a sharp look out in the rear and be prepared to exhibit a \ndanger signal to prevent the approach of a train from rear side and to protect it, if necessary, \nas per extant rules. Before entering a section where there are tunnels, he shall also switch on \nthe side and tail lights/lamps on EMUs etc.\n(viii) If the train is unable to move further due to any reason, then the train manager should protect \nthe train in rear by placing one detonator of 250 meters from the train on the way out and 2 \ndetonators, 10 meters apart, at 500 meters from the train.\n(ix) When approaching the next station the Loco Pilot/Motorman shall bring his train to a stand \noutside the Semi-Automatic/ Manual Reception Stop Signal and sound one long whistle. \nThe Station Master will arrange to depute a railway servant in proper uniform and issue \nauthority on form no. T/369 (3b) for receiving the train, after ensuring that conditions to \ntake OFF Semi-Automatic/ Manual Reception Stop Signal have been fulfilled. On arrival, the \nMotorman/Loco Pilot of all trains shall make over the form T/B 912 to the Station Master of \nthe receiving station. \n(x) Trains must continue to work on this system until either the signals are put right or any one \nof the means of communications is restored by the S&T officials in writing.\n(xi) As soon as the signals and communication are put right, normal working of trains shall be \nresumed.\n(xii) However, where signals continue to remain in-operative but any of the means of communication \nis restored, the Station Masters at both ends shall immediately exchange a message in the \nfollowing format-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 231, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n205\nFrom To\nStation Master/X Station Master/Y\nNo. ________Train (Number and description) _____________arrived complete at____hours. \nLast Train (Number and description)______ despatched to your station at____hours. Cancel \nthe present method of working of trains. Line Clear shall be obtained by means of ___________\nAcknowledge.\nPrivate Number (In figures)__________ ( In words)_____________\nFrom To\nStation Master/Y Station Master/X\nNo._______ Your No. _________Understood that Train (Number and understand \ndescription)_______ which was the last train to leave my station has arrived complete at your \nstation. Train No. ________which left your station has arrived complete at my station at_______\nHours/not arrived. Present system of train working is being/ shall be cancelled immediately after \nthe complete arrival of train No ___Line Clear for the next train shall be obtained by means of \n_______.\nPrivate Number (In figures) ______( In words)_____________\n(xiii) In case of any of the means of communication is restored as per condition in Para (xii) above, \nworking shall be done in accordance with S.R. 9.12/2 (A).Line Clear shall not be obtained or \ngiven by any means of communications which has been restored until both the Station Masters \nare satisfied that all trains despatched from their stations have arrived complete at the other \nstation. When the trains referred above arrived complete at the stations, their numbers and \narrival time will be communicated to the other Station Master concerned under exchange of \nPrivate Numbers. There after intimation to this effect shall be given to the Section Controller.\n(xiv) All the records in connection with train working on this system shall be retained at the station \nand the Transportation Inspector of the section must scrutinize them and submit his report to \nthe Sr. Divisional Operations Manager / Divisional Operations Manager (in-charge) within \n7 days of the resumption of normal working.\nS.R. 9.12/3:-Rules and Regulations for working of trains under the Automatic Block System \nduring obstruction of one line when signals are operative and communication are available (on \nDouble Line Sections) :-\n(A) 1. When it is desired to introduce temporary single line working on double line on electric \ncommunication instruments, the Station Master at one end of the affected section shall", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 232, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n206\non receipt of reliable informati on in writing that one line is clear, take steps to introduce \ntemporary single line working on that line in consultation with the Section Controller and \nthe Station Master of the Station at the other end of the section. The decision to introduce \ntemporary single line working should be taken by Sr. Divisional Operations Manager / \nDivisional Operations Manager (in-charge). Temporary Single Line Working shall be \nintroduced between the nearest stations provided with cross-over between Up and Down \nlines on either side of obstructions. Nomination of stations at both the ends of such stations \nshall be done by Sr. Divisional Operations Manager / Divisional Operations Manager (in-\ncharge) of the division as mentioned in above.\n2. If there is reason to suspect that the line over which temporary single line working is to be \nIntroduced is also fouled or damaged, temporary single line working shall not be introduced \nuntil a responsible engineering official not below the rank of a SSE/JE (P .Way) has inspected \nthat section and certified that the track is safe for the passage of trains.\n3. The movement of trains on the affected section shall be controlled by such stations and on \nsuch lines as are nominated.\n4. The Semi-Automatic/ Manual Despatch Stop signals of the Stations at both the ends of the \nsection where temporary single line is being introduced shall be put in manual mode in ON \ncondition for the entire duration of temporary single line working. The concerned Semi-\nAutomatic/ Manual Reception Stop Signals of the stations at both the ends shall also be put \nin manual mode and in ON position initially, before introduction of temporary single line \nworking.\n5. All trains running in the wrong line shall be worked in accordance with the rules for the use \nof electric communication instruments on single line. Line clear shall be obtained on the \nfollowing:\na) Station to Station fixed telephones wherever available.\nb) Fixed telephone such as Railway auto phone & BSNL/MTNL phone with caller ID.\nc) Control Telephone.\nd) VHF set under special instructions, but not as the sole means of communication on \nsections where passenger trains run.\ne) Fixed Telephone with CUG sim which have been provided to the station only for \nofficial use to the on-duty Station Master.\nNOTE:- In all cases where line clear is obtained/granted by a means of communication other than \nTrack circuit/ Axle Counter, the system of calling station name, followed by establishing identity of \nthe Station Master on duty by cross checking Private numbers given for the last Preceding train \nshall be adopted. \n6. Train Signal Register, shall be introduced at stations on affected section.\n7. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master \nproposing single line working shall issue a message under exchange of private Number, containing \nthe following information, to the Station Master at the other end of the affected section :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 233, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n207\n(a) Cause of introduction of single line working;\n(b) Place of obstruction;\n(c) The line by which single line working is proposed;\n(d) The source of information that the said line is clear;\n(e) Restriction of speed, if any, on the line;\n(f) The number and timings of the last train which arrived/left the station nominated.\n8. On receipt of acknowledgement from the Station Master at the other end and confirmed by a \nprivate number single line working may be introduced. Line clear shall be obtained on available \nmeans of communications as mentioned at para-5 above.\n9. The Station Master on duty at the station in advance shall not give such “Line Clear” unless:-\na) The Line is clear not only up to the Semi-Automatic/ Manual Reception Stop Signal but also \nfor the adequate distance beyond the Semi-Automatic/ Manual Reception Stop Signal.\nb) The private number/s has been exchanged with on duty gatemen, for closure of the level \ncrossing gate/s under his control.\nc) The points of outlying sidings/ turnouts under his control are correctly set and locked.\nd) For each first train running in the wrong line clear shall neither be asked nor given unless \nthe two Station Masters have assured under exchange of private numbers that all the trains \nrunning in the right line have already arrived completely at the Station in advance.\n10. A written authority (form T/E 912) shall be given to Loco pilot/Motorman and Train Manager of \nall trains in right and wrong line which includes.\na) A ‘line clear ticket’ on Automatic block system during temporary single line working \non double line.\nb) Distinguishing numbers of departure, Automatic, modified Semi-automatic/Semi- \nAutomatic/ Manual and Gate stop signals required to be passed (including non-\ngoverning signals), shall also be indicated on the authority authorising the Loco \nPilot/Motorman to pass them at ‘ON’ position. For a Starter/ Manual and gate stop \nsignal, the loco pilot/Motorman shall pass the signal only when he receives proceed \nhand signal from a railway servant in uniform. In the case of mid-section gate stop \nsignals the loco pilot/Motorman shall cautiously pass the level crossing only after \nensuring that the gates are closed and locked for road traffic.\nc) A caution order which shall clearly state:-\n(i) The line on which the train or light engine is to run;\n(ii) The kilometers between which the obstruction exists.\n(iii) Any restriction of speed which may have been imposed; and\n(iv) The instruction that Automatic signals in the wrong line should be considered as \nout of use even though they may be showing ‘Proceed’ or ‘Caution’ aspect.\n(v) The train started on the wrong line shall be piloted out of the station after all the \nconcerning points have been correctly set and locked.\n(vi) Location of the Neutral section if any.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 234, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n208\n11. Before any train in the wrong line is allowed to enter the block section by handing over the \nauthority T/E 912, the station master shall ensure that private number/s has been received \nfrom the gatemen for closure of the gate/s under his control. It shall also be ensured that all \npoints under control of train dispatching station over which the train will pass are correctly \nset and locked.\n12. For every first train in the right line the procedure laid down for the trains running in the \nwrong line shall be followed and the authority T/E 912 shall be issued.\n13. The subsequent trains running in the right line may be allowed to follow each other as per the \nsignal aspect in Automatic Block System, provided that the station in rear has intimated the \nstation in advance about the fact that he is permitting particular train/trains to follow and has \nascertained the readiness of station in advance to receive, if following them. Private numbers \nshall be exchanged for every such movement.\n The written authority (T/E 912) shall also be given to the subsequent trains following the \nfirst train running in the right line, after ensuring that the line is clear not only up to the first \nsignaling section beyond the Semi-Automatic/ Manual Dispatch Stop Signal but also for an \nadequate distance beyond it. The station master shall however strike out the line clear ticket \nportion in the authority T/E 912.\n14. An endorsement shall also be made on the form T/E 912 given to the Loco Pilot/Motorman \nof the first train introducing temporary single line working in the wrong line to stop and \ninform all Gatemen and Gangmen on the way about the introduction of temporary single \nline working. The line, on which the trains shall run, also be specified. The Loco Pilot should \nswitch “ON” the flasher light of the train engine while running on the wrong line on proper \nauthority to proceed. In case, the train engine running on the wrong line without switching \non the flasher light is noticed by the station staff, Gatemen and Gangmen they shall stop the \ntrain immediately.\n15. (a) The speed of every first train running in the wrong line shall not exceed 25 kmph subject \nto other speed restrictions. The subsequent trains in the wrong line, which would be \ndispatched on line clear, may be permitted to run on sectional speed subject to other speed \nrestrictions.\n (b) The speed of every first train running in the right line shall not exceed 25 kmph subject to \nother speed restrictions. The trains which are following the first train in the right line on \nthe aspects of the signals may be permitted to run at sectional speed, subject to other speed \nrestrictions in force. However, the speed over facing points, if any, being restricted to 15 \nKMPH.\n16. (a) When approaching the next station nominated under S.R. 9.12/3, the Loco Pilot/Motorman \nof the train running in the wrong line shall bring his train to a stand before the point \nopposite the Semi-Automatic/Manual Reception Stop Signal pertaining to the correct line \nor the Semi-Automatic/Manual Despatch Stop Signal pertaining to the wrong line on which \nhe is running or any Shunt signal protecting the outer most Cross-over, whichever he \ncomes across first, and sound one long whistle. The Station Master after satisfying himself", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 235, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n209\nthat all points have been correctly set and locked, shall arrange for a man in uniform, to \npilot the train from this signal, who shall obey hand signals, if any, relayed from the station \nplatform. Manual/Semi-Automatic signals, if any, shall, however, be passed on a written \nauthority on the prescribed form T/510 to be issued by the Station Master.\n (b) When approaching the next station nominated under S.R. 9.12/3, the Loco Pilot/Motorman \nof all the trains running in the right line shall be guided by the aspect of the Semi-Automatic/\nManual Reception Stop Signal of the receiving station. In case the Semi-Automatic/Manual \nReception Stop Signal/Calling-on is not in working condition then the Station Master will \narrange to depute a railway servant in proper uniform and issue authority on form no. \nT /369 (3b) for receiving the train, after ensuring that conditions for taking OFF Semi-\nAutomatic/Manual Reception Stop Signal have been fulfilled.\n17. Resumption\tof\tnormal\tworking:\n(a) On receipt of written certificate from a responsible engineering official that the obstruction \non affected line is removed and obstructed line is free for passage of trains, the Station Master \nwill issue a message to the other station/s, as the case may be under exchange of private \nnumbers and decide, in consultation with Section Controller the train after the passage of \nwhich the normal working has to be introduced.\nFrom To\nStation Master/X Station Master/Y\nNo. ________ Last Train (Number and description)______ which left from your station at ____\nhours arrived completely at my station at __Hrs___mins. Cancel the present method of working \nof trains.\nPrivate Number (In figures)________ __ ( In words)_____________\nFrom To\nStation Master/Y Station Master/X\nNo._______ Your No. _________Understood, that Train No. ________which left my station has \narrived complete at your station at _______ Hours. Present system of train working is cancelled\nPrivate Number (In figures) _____ _( In words)_____________\n(b) An entry shall also be made in the Train Signal Register of all stations concerned showing \nthe time at which double line working was suspended, single line working was introduced \nand the time at which normal working was resumed.\n18. All the records in connection with the temporary single line working shall be retained at \nthe station and the Transportation Inspector of the section must scrutinize them and submit \nhis report to the Sr. Divisional Operations Manager / Divisional Operations Manager (in-\ncharge) within seven days of the resumption of normal working.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 236, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n210\n(B)\t1.\t On\ta\tquadruple\tline\tsection.\n(a) If one line or two lines (One up and one Down) are obstructed:-\n(i) Trains will continue to run on the unobstructed lines under normal system of working and \nwill be diverted on to their proper lines where possible.\n(ii) Suburban trains running on through line shall stop only at those stations having platform on \nthat line. Where stoppage of a train at station where it is scheduled to stop is eliminated on \nthis account, passengers shall be suitably notified through loudspeakers or other means at \nconvenient stations.\n(b) If both the Up lines or both the Down lines are obstructed.\n(i) On the local line :\n On the local line trains will continue to run in the right direction, under the normal system of \nworking;\n(ii) On the through line :\n(1) The movement of trains on the affected section shall be controlled by the nearest stations \nprovided with cross-over between unobstructed lines.\n(2) All facing points on the line on which the trains will run shall be clamped and locked for \nthe movement of the trains on that line and an assurance to this effect shall be obtained on \nthe telephone from the Station Master of the affected section, under exchange of Private \nNumbers.\n(3) Trains shall be allowed to follow one another at intervals of 15 minutes or at such intervals \nas may be prescribed by special instructions.\n(4) Trains shall run on “Authority to proceed with Line Clear” applicable upto the terminal \nstation at the other end of the affected section (to avoid stoppage of trains running on through \nlines at the stations not provided with platforms on through line).\n In order to ensure that a minimum time interval of 15 minutes is kept between two consecutive \nfollowing trains the Sr.DOM/Sr.DOM(G)/DOM(G) shall prescribe the stations in between the \naffected section from where a written authority shall be given to the Loco Pilot of the train \nauthorising him to leave the station.\n This authority shall be in addition to the “Authority to proceed with line clear” already \nissued and shall not be given to the Loco Pilot by the Station Master concerned on duty unless \nhe has satisfied himself that at least 15 minutes have passed since the departure of the last \nproceeding train.\n Suburban trains shall stop only at those stations having platform on the through line. Where \nstoppage of a train at stations where it is scheduled to stop is eliminated on this account, \npassengers shall be suitably notified through loudspeakers or other means at convenient \nstations.\n(5) Trains shall run at a speed not exceeding 25 kilometres per hour when the view is clear and \n8 Kmph when the view is not clear subject to other speed restrictions in force. Speed over \nfacing points will be restricted to 15 kilometres per hour.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 237, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n211\n(6) All movements on the through line, other than the normal compliment of passenger and \nScheduled Through Goods trains, such as running of light engines from and to shed, shunting \nGoods trains etc., shall be suspended.\n The running of normal trains on the through line shall be controlled by hand signals.\n(c) If three lines are obstructed.\n Trains will be worked on the unobstructed line in accordance with rule prescribed in S.R. \n9.12/3 (A)\n(d) Resumption of normal working :-\n(i) On receipt of a written certificate from a responsible Engineering official that the obstructed \ntrack/tracks is/are free and safe for passage of trains, the Station Master will issue a message \nto either station or stations, as the case may be, under exchange of private numbers and \ndecide in consultation with the Section Controller, the train after the passage of which the \nnormal working has to be resumed.\n(ii) An entry shall also be made in the Trains Signal Registers, of all stations concerned showing \nthe time when normal working under this system shall be retained at the station and the \nTransportation Inspector of the section must scrutinise them and submit his report to the \nSr.DOM/Sr.DOM(G) within 7 days of the resumption of normal working.\nS.R. 9.12/4: Rules and Regulations for Single line sections in Automatic Block System when no \nmeans of communications are available in case of failure of Automatic signaling:\n(A) In the event of failure of all automatic signals occurring in an area consisting of two of \nmore stations worked under Automatic Block System in single line and when line clear \ncannot be taken by any of the following means, viz.\n(i) Track circuiting or Axle Counters;\n(ii) Station to station fixed telephones wherever available;\n(iii) Fixed telephone such as Railway Auto-phones & BSNL phones.\n(iv) Control Telephone;\n(v) VHF sets; (under special instructions, but not as the sole means of communication on \nsection where passenger trains run).\n(vi) Fixed Telephone CUG sim which have been provided to the station only for official use to \nthe on-duty Station Master.\n (B) The Station Master who has a train to despatch through the affected section shall open \ncommunications by establishing contact with the Station Master of the block station at the \nother end of the affected section by sending an engine or self-propelled vehicle or any other \nvehicle, enumerated below, in the order of preference laid down: —\n(a) Light engine;\n(b) Train engine, after it is detached from the train by the Loco Pilot on instructions \nfrom the Station Master on duty;\n(c) Motor Trolley/Tower Wagon/Trolley/Cycle Trolley/Moped Trolley duly \naccompanied by a Train Manager or by a Station Master other than the Station \nMaster on duty;\n(d) Diesel car/Rai l Motor Car/EMU Rake after ensuring that all passengers have \ndetrained.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 238, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n212\n(C) Before the Light Engine/Train Engine/Motor Trolley/Tower Wagon/Trolley/Cycle Trolley/\nMoped Trolley/Diesel Car/Rail Motor Car/EMU Rake is sent into the affected section to open \ncommunications, the Loco Pilot/Motorman/ Train Manager/Station Master being sent to do so \nshall be advised by the Station Master on duty of the circumstances in which and the purpose \nfor which he is being sent. The Station Master on duty shall also satisfy himself that the Loco \nPilot/Motorman/Train Manager/Station Master being sent to open communications thoroughly \nunderstands the rules for working of trains during total failure of communications on the single \nline. If the Loco Pilot/Motorman/ Train Manager/ Station Master who is being sent to open \ncommunications, is not conversant with the Rules for working of trains during total failure of \ncommunications on single line, the Station Master on duty shall explain these rules to such staff. \nThe Station Master on duty shall also obtain the signature of the Loco Pilot/Motorman/ Train \nManager/Station Master on form no. T/B 602 ‘Authority for opening communication during \ntotal interruption of communication on single line section’, in token of such staff having fully \nunderstood the circumstances in which and the purposes for which he is being sent and the \nRules for Working of Trains during total failure of communications on single line. The Authority \nT/A 912 to pass Automatic signals in ‘ON’ position as prescribed in the authority shall also be \ngiven to the Loco Pilot and Train Manager. \n(D) (i) Before despatching the Light Engine/Train Engine / Motor Trolley / Tower Wagon/ Trolley/\nCycle Trolley/ Moped Trolley/ Diesel Car/ Rail Motor Car/ EMU Rake, the Station Master \non duty shall hand over Authority T/A 912 to pass station dispatch stop signals as well as \nintervening Automatic/Semi-Automatic/ Manual/ Gate stop signals in ‘ON’ position and \nform no. T/B 602 an ‘Authority for opening of communication during total interruption \nof communication on single line section’ to the Loco Pilot / Motorman / Train Manager/\nStation Master who is being sent to open communications, which includes:\n(a) An ‘Authority to Proceed Without Line Clear’.\n(b) A Caution Order, specifying the speed up to which the engine or self-propelled vehicle or \nother vehicle referred to in para (B) above may run through the affected section.\n(c) A Line Clear Enquiry Message addressed to the Station Master of the block station at \nthe other end of the affected section asking for Line Clear for the train waiting to be \ndespatched to his station.\n(d) A Conditional Line Clear Message to the Station Master of the block station at the other \nend of the affected section permitting him –\n(1) To return the Light Engine/Train Engine, either light or attached to a train waiting to be \ndespatched from his station, or attached with another engine; or\n(2) To return Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake running by itself; or \n(3) To return Motor Trolley/ Trolley/ Cycle Trolley/ Moped Trolley either running by itself or \nloaded in a train waiting to be despatched from his station.\n(ii) The Loco Pilot/ Motorman/ Train Manager/ Station Master going to open communications \nshall, on receipt of form no. T/B 602 ‘Authority for opening communication during total \ninterruption of communication on single line section and Authority T/A 912 to pass station \ndispatch stop signals as well as intervening Automatic/Semi-Automatic/ Manual/ Gate Stop \nSignals in ‘ON’ position shall sign on its original and carbon copy in token of his having", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 239, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n213\nunderstood its contents. In such a situation, the vehicle will be permitted to run with a speed \nas mentioned on Form No. T/B-602.\n(iii) In case a light engine or an engine and brake van is to be despatched to proceed to the next \nblock station and then continue its journey onward after arrival at the next block station and \nis not meant for opening communications, the Loco Pilot/ Motorman of engine or the engine \nand brake van, shall be given with the ‘Authority for opening communication during total \ninterruption of communication on single line section’ and the items ‘Line Clear Enquiry \nMessage and Conditional Line Clear Message’ for its return journey mentioned in para (i) (c) \n& (d) above, shall be struck out in form. Such engines or engine and brake van shall be issued \nonly the ‘Authority to Proceed without Line Clear’ and Caution Order referred to in para (i) \n(a) & (b) above where necessary. When it is necessary to despatch another light engine or \nanother engine and brake van in the same direction, an interval of at least 30 minutes shall \nbe allowed to elapse before it is despatched.\n(iv) The Semi-Automatic/ Manual Despatch Stop Signal shall not be taken ‘OFF’, while \npermitting an engine or self-propelled vehicle or other vehicle to proceed to the next station \non ‘Authority for opening communication during total interruption of communication on \nsingle line section’.\n(E) After an engine or self-propelled vehicle or other vehicle is despatched to the next station \nto open communications with Line Clear Enquiry Message and a Conditional Line Clear \nMessage to the next station for the return journey of the engine or self-propelled vehicle \nor other vehicle, no other train or engine or self-propelled vehicle or other vehicle shall \nbe allowed to leave the station and proceed in the same direction until the engine or self-\npropelled vehicle or other vehicle sent to open communications returns.\n(F) (i) The engine or self-propelled vehicle or other vehicle proceeding on ‘Authority for opening \ncommunication during total interruption of communication on single line section’ shall \nswitch on the Flasher light, wherever provided and shall proceed at a speed not exceeding 15 \nkilometers per hour by day when the view is clear and 10 kilometers per hour during night or \nwhen the view is obstructed, making free use of engine whistle or horn of the self-propelled \nvehicle, where provided.\n In thick, foggy or tempestuous weather or in dust storm etc., when visibility is impaired, \nthe engine or self propelled vehicle, or other vehicle proceeding on ‘Authority for opening \ncommunication during total interruption of communication on single line section’ shall \nproceed at walking pace only making repeated use of the engine whistle or horn of self \npropelled vehicle, where provided, preceded at an adequate distance by two men on foot, one \ndisplaying a red light and the other carrying fog signals ready for immediate use. Normally \none of these men will be pro vided by the Station Master from pointsman/ gateman and the \nother from the crew of the engine or the person whose Motor Trolley/Trolley/Cycle Trolley/\nMoped Trolley is being used. In case of single manned self-propelled vehicle, both these men \nshall be provided by the Station Master. The Station Master on Duty shall explain to both \nof them their duties, in the presence of the Loco Pilot/ Motorman/ Train Manager/ Station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 240, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n214\nMaster in charge of the self-propelled vehicle or other vehicle being sent to the next station \nand satisfy himself that they understand the same.\n(ii) Both by day and night, a tunnel must not be entered until the Loco Pilot/Motorman/Train \nManager/ Station Master has ascertained that it is clear. Should there be any doubt on this \npoint, the engine or other vehicle etc. should be piloted by a railway servant equipped with \nhand signal and detonators. Before entering the tunnel the head lights, side and tail lights \nand other lights (where provided) shall also be lit.\n(iii) No obstruction of the line beyond the outermost facing points shall be allowed until the \nreturn of the Engine/ Tower Wagon/ Diesel Car/Rail Motor Car/ EMU Rake/ Motor Trolley/ \nTrolley/ Cycle Trolley/Moped Trolley.\n(G) In the event of an engine/self-propelled vehicle/other vehicle, proceeding on ‘Authority for \nopening communication during total interruption of communication on single line section’ \nmeeting in the mid-section, an engine/self-propelled vehicle/other vehicle sent from the other \nend, the Loco Pilots/Motormen/Train Managers/Station Masters, as the case may be, shall, \ntaking into consideration the importance of the train for which they are proceeding to get \nLine Clear, the distance from the nearest station, gradients to be encountered, the presence \nof catch sidings etc., decide to which of the two stations, the engines/self-propelled vehicle/\nvehicles should proceed. Before proceeding, the engines or self-propelled vehicles shall, if \npossible, be coupled up. If the engines/self-propelled vehicles cannot be coupled up they \nshould run at a safe speed and adequate distance apart. In the case of Motor Trolley/Push \nTrolley/Cycle Trolley/Moped Trolley, meeting an Engine and brake van/Diesel Car/Rail \nMotor Car/EMU Rake, the Motor Trolley/Push Trolley/Cycle Trolley/Moped Trolley shall, if \npossible, be loaded in the Brake Van/Diesel Car/ Rail Motor Car/EMU Rake.\n(H) On sighting the station to which the engine/self-propelled vehicle/ other vehicle running by \nitself or with another similar unit coupled together or separately, to which it is/they are \nproceeding, the leading engine/self-propelled vehicle/other vehicle shall stop outside (i.e. In \nrear of) the Semi-Automatic/Manual Reception Stop Signal of the station. The engine or self-\npropelled vehicle or other vehicle following the leading engine/self-propelled vehicle/other \nvehicle, shall stop at a safe distance behind the leading engine/self-propelled vehicle/other \nvehicle. The Station Master shall be advised of the stoppage outside the Semi-Automatic/ \nManual Reception Stop Signal either by using the engine whistle/horn of the self-propelled \nvehicle, if provided, or by sending a man if necessary. They shall not enter the station till \npermitted by the Station Master to do so either by taking ‘OFF’ the relevant signals or \notherwise.\n(I) When the engine or engines/sel f-propelled vehicle or self-propelled vehicles/other vehicle \nor vehicles have been admitted into the Station, the ‘Authority for opening communication \nduring total interruption of communication on single line section’ shall be delivered to the \nStation Master on duty, who shall keep this document in his safe custody and also post the Line \nClear Enquiry Message and the Conditional Line Clear Message in his Line Clear Books.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 241, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n215\nOn the authority of the Conditional Line Clear Message for the return journey, the Station \nMaster on duty shall make out a Conditional Line Clear Ticket on form no. T/G 602(UP) \nor T/H 602(DOWN) as the case may be and hand over it to the Loco Pilot/Motorman/Train \nManager/ Station Master to return to the block station from where he came with his engine \neither light or attached to a train or another engine or a self-propelled vehicle if one is \nwaiting to proceed in that direction.\n(J) In case of the engine or self-propelled vehicle or other vehicle returning to the station from \nwhich he was sent without reaching the next station, the ‘Authority for opening communication \nduring total interruption of communication on single line section’ shall be taken back by the \nStation Master on duty of the station from which this was issued and cancelled. The original \nentries shall also be cancelled.\n(K) Station Master on duty before despatching the engine either light or attached to a train/\nself-propelled vehicle/other vehicle, on the return journey shall hand over to the Loco Pilot/\nMotorman/ Train Manager/ Station Master, ‘Conditional Line Clear Reply Message’ on \nform no. T/F 602 for the ‘Line Clear Enquiry Message’, giving Line Clear for the train \nwaiting at the other station, thereby authorising the Station Master at that station to start \nthe train waiting there on complete arrival of the engine, either light or attached to a train/\nself-propelled vehicle/other vehicle at his end. The Authority T/A 912 to pass signals in ‘ON’ \nposition as prescribed in the authority shall also be given to the loco pilot and Train Manager.\n(L) The particulars of the engine either returning light or attached to a train or attached to \nanother Engine/ Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake/Motor Trolley or \nTrolley/ Cycle Trolley or Moped Trolley running by itself or loaded in a train as may be \napplicable shall be correctly filled in on form no. T/F 602 ‘Conditional Line Clear Reply \nMessage’.\n(M) On the return journey, the engine either light or attached to a Train/ Diesel Car/Rail Motor \nCar/EMU Rake/Train loaded with Motor Trolley/Push Trolley/Cycle Trolley/Moped Trolley \nmay run at sectional speed observing speed limits in the Working Time Table and other \nrelevant rules. The Motor Trolley /Push Trolley/Cycle Trolley/Moped Trolley returning by \nitself may run at their Normal speed observing the rules governing their running on Line \nClear.\n(N) On reaching the station, the engine either light or attached to a train/self-propelled vehicle/ \nother vehicle shall again stop outside (i.e. in rear of) the Semi-Automatic/Manaul Reception \nStop signal of the station and thereafter be guided by the instructions from the Station Master, \nwho may arrange to receive it by taking ‘OFF’ the relevant signals or otherwise.\n(O) On arrival at the station the ‘Conditional Line Clear Reply Message’ shall be handed over to \nthe Station Master who shall record it in the Line Clear Message Book and on its authority \nissue a Conditional Line Clear Ticket on form no. T/G 602 or T/H 602 (as the case may be) \nfor the waiting train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 242, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n216\n(P) If there be an even flow of trains in both directions, Line Clear Enquiry Message on form no. \nT/E 602 and Conditional Line Clear Messages for each succeeding train may be sent through \nthe Train Manager of the preceding train.\n(Q) The arrival and departure time of all trains, engines, Trolleys etc. which are passed under the \nabove rules must be carefully recorded in the Line Clear Enquiry and Reply Books and also \nin the record copy of the ‘Authority for opening communication during total interruption of \ncommunication on single line section’ and in the Train Signal Register.\n(R) If the Station Master at one end of the interrupted section has more than one train to despatch \nin the same direction before another train is normally expected from the opposite direction, \nhe shall, in such cases, send the first available engine of a train to obtain ‘Line Clear’ not \nonly for that train but also for the following trains which may be waiting or expected at his \nstation. In the Line Clear Enquiry Message, it shall be stated that these latter trains will be \ndespatched after the first train at intervals of 30 minutes. After the Loco Pilot returns with \nthe Line Clear for the required number of trains to the station at which he had left the train, \nthe Station Master shall despatch the first train on the authority of the Line Clear for the \ntrains and shall also endorse on that Line Clear that a particular train (giving its number \nand description in full) shall follow at a specified interval. The Station Master shall give \nsimilar information to the Train Manager also in writing. The Loco Pilots of the second \nand subsequent following trains shall be given a caution order restricting the speed to 25 \nkilometers per hour over the straight when the view ahead is clear and to 10 kilometers per \nhour when approaching or passing any portion of the line where the view ahead is not clear \ndue to curve, obstruction, rain, fog, or any other cause. When despatching a second and \nsubsequent trains, the particulars of the last preceding train along with its time of departure \nwill be endorsed on the Line Clear as also the particulars of the train that would follow. \nThe Line Clear for the last train of the series should be endorsed with the particulars of the \nproceeding train together with its time of departure. While adopting this procedure, the Train \nManager and the Loco Pilot should be instructed to keep a sharp look out and be prepared to \nstop short of any obstruction.\n(S) When a train is stopped in the affected section the Train Manager shall immediately exhibit \na hand danger signal towards the rear and checkup that the tailboard or the taillight is \ncorrectly exhibited. If the stoppage is on account of accident, failure, obstructions or other \nexceptional cause and the train cannot proceed, the Loco Pilot shall sound the prescribed \ncode of whistle to apprise the Train Manager of the fact, where upon the Train Manager \nshall protect the train by placing one detonator at 250 meters from the train on the way out \nand 2 detonat ors, 10 meters apart, at 500 meters from the train, irrespective of the gauge. \nWhen a train is detained outside signals and if the detention exceeds or is likely to exceed 10 \nminutes it shall also be protected accordingly. In the absence of the Train Manager, the duty \nof protecting the train shall devolve on the Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 243, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n217\n(T) When trains follow one another, no train shall be backed. In exceptional circumstances when \nit may be unavoidable to back a train, the train shall be backed only after providing protection \nby placing one detonator at 250 meters and 2 detonators, 10 meters apart, at 500 meters from \nthe point upto which the train is to be backed.\n(U) Trains must continue to work on this system until anyone of the means of communications, \nmentioned in rule (4)(A) of SR 9.12 is restored by the S&T officials.\n(V) As soon as anyone of the means of communications has been restored, the Station Master \nmust send a message to the Station Master at the other end of the section, on the form no. T/I \n602. On receipt of the above message, the Station Master at the other end of the section must \nacknowledge in the form no. T/I 602.\n(W) Normal working shall not be restored, until both the Station Masters are satisfied that all \ntrains and engines, etc. despatched from their stations have arrived complete at the other \nstation. Even if the communication is restored immediately after the departure of the light \nengine/self- propelled vehicle/any other vehicle referred to in Rule (A) above, sent under \n‘Authority for opening communication during total interruption of communication on single \nline section’, normal working should not be resumed until the light engine/self-propelled \nvehicle/any other vehicle reaches the next station and both the Station Masters are satisfied \nunder exchange of Private Numbers that no light engine/self-propelled vehicle/any other \nvehicle is on the section. Thereafter intimation about this shall be given to Section Controller \nalso, on controlled sections, if communication with Section Controller has also got restored \nand normal working resumed. If, however, communication with Section Controller has not \ngot restored along with restoration of communication between two stations, the Section \nController shall be advised of the position immediately on restoration of communication with \nhim. \n(X) On the section where total interruption of communications occurs, the Transportation \nInspector of the section, must scrutinize the train passing records of the station and submit \nhis report to the Senior Divisional Operations Manager/ Divisional Operations Manager \n(incharge) within seven days of the resumption of communication.\nS.R. 9.12/5: Rules and Regulations for single line working on double line sections in Automatic \nBlock System due to obstruction of one line when no means of communications are available in \ncase of failure of automatic signalling. \nThe following rules must, in addition to the rules prescribed in SR 9.12 (4), be observed by the Staff.\n(A) Whenever an accident to a train or track or other obstruction, precludes the use of one line \non a double line section during total interruption of communications, single line working \nshall be introduced only after a responsible official of the Engineering Department, not less \nthan SSE/JE(P .Way) in rank, has certified that the other line on which single line working is \nto be introduced is free and safe for passage of trains. Such engineering official sha ll give", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 244, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n218\nthe certificate only to the Station Master of the station at that end of the affected section for \nwhich the unobstructed line shall be the right line for despatching trains. On receipt of this \ncertificate only the Station Master at the end of the affected station for which the unobstructed \nline shall be the right line for dispatching trains will follow the rules prescribed in SR 9.12(4) \nfor opening of communications.\n(B) Loco Pilots of trains, including light engines, shall be given a Caution Order on which, and shall \nbe stated clearly.\n(i) The line on which the train is to run;\n(ii) Location where the obstruction exists;\n(iii) Any restriction of speed, which may be imposed by Way & Works Staff;\n(iv) An assurance to the effect that any trap points on the line in question have been spiked \nand clamped.\n(C) All the cross over points, over which the train shall proceed, while temporary single line working \nis in force, shall be clamped and padlocked.\n(D) In the case of a train proceeding on the right line:\n(i) The Semi-Automatic/ Manual Despatch Stop Signal of the station in rear of the affected \nsection may be passed in the ‘ON’ position in the prescribed form T/A 912 and hand signals \nshall also be shown at the foot of this signal.\n(ii) The approach Stop signals, if any, of the station in advance of the affected section, may be \ntaken ‘OFF’.\n(E) In the case of a train proceeding in the wrong line:\n(i) The train shall be piloted out of the station on a written authority T/511 in addition to T/A \n912 issued by the Station Master after all the facing points have been correctly set ,clamped \nand pad locked and trailing points correctly set over which the train will pass.\n(ii) On reaching the next station, the Loco Pilot shall bring his train to a stop opposite the first \nStop signal pertaining to the right line or at the last Stop signal pertaining to the wrong line \n(on which his train is running), whichever he comes across first.\n(iii) The Station Master of the station in advance shall depute a railway servant in uniform at the \nfoot of the signal (whichever the train would encounter first) who shall stop the train on hand \ndanger signal and thereafter pilot it into the station on a written authority T/510 issued by the \nStation Master.\n(F) It will be the responsibility of the person in charge of the first engine or self-propelled vehicle \nor other vehicle, sent under ‘Authority for Opening Communication during total interruption of \ncommunication on single line section’ to inform all the Gatemen and Gangmen en-route about \nthe introduction of temporary single line working as also the line on which it is proposed to run", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 245, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n219\nthe train. This information shall be conveyed through the Loco Pilot of a subsequent train also, \nif necessary.\n(G) Resumption of normal working: —\n(i) If after the introduction of single line working, communications are restored between two \naffected stations, the trains will continue to run under special rules until action is taken in \naccordance with the instructions contained in these rules for the cancellation of the procedure. \nThereafter, trains will be run in accordance with the instructions for the movement of traffic \nduring temporary introduction of single line working on double line.\n(ii) If, however, before communications are restored, the other line is released for the passage of \ntraffic, trains shall be worked, in accordance with the instructions for running of trains on \ndouble line section during total interruption of communications.\nS.R. 9.12/6: Rules and Regulations for Single line sections in Automatic Block System when means \nof communications are available but direction of traffic cannot be established.\nIn such cases the procedure laid down under SR 9.12/2 (A) shall be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 246, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n220\nNORTHERN RAILWAY\n Form No. T/ D 912\n Serial No._ ______\nAUTHORITY FOR WORKING OF TRAINS\nDURING PROLONGED FAILURE IN AUTOMATIC BLOCK SYSTEM\n(Loco Pilot/ Train manager/ Station Master’s Record)\nStation_________ Time: _____hours____mins\nDate___________ \nTo\nThe Motorman/ Loco Pilot of Engine/ Train/ Unit No.______________________UP/ DOWN.\nAUTHORITY TO PROCEED\n1. All signals between ___________ station and ___________station have failed. \n2. Line clear has been received from________station under his private No.(in words)_____________(in figures)______.\n3. You are authorized to work your Train/ Engine/ Unit No. ___________________up to the Semi-Automatic/ Manual \nFirst Reception Stop Signal of _____________station and thereafter be guided by the aspect of the Semi-Automatic/ \nManual First Reception Stop Signal or the instructions from the Station Master of the ________________station.\nAUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION\nYou are also authorized to pass \n1. Departure signals and all intervening Automatic signals between _______________station and _____________\nstation at ‘ON’.\n2. Starter/ Manual Stop Signal/ Gate stop signals on being hand signalled past such signals by a railway servant in \nuniform.\n3. You shall cautiously pass the level crossing gates only after ensuring that the gates are closed.\n4. Here indicate distinguishing Numbers of all signals to be thus pass\ned_________________________________________________________________________________\nCAUTION ORDER\n*Your train is the First train to pass over the UP/DOWN* line during prolonged failure of Automatic signaling from____________\nstation to_____________ Station. Speed shall be restricted to 25 kmph when the view is clear and 10 kmph when view \nahead is impaired subject to other speed restrictions.\n*Your train is NOT the First and is authorized to pass over the UP/DOWN line from ____________station to_____________ \nStation with the Sectional speed subject to other speed restrictions.\nThe speed over facing points, if any, being restricted to 15 KMPH.\n*Strike out whichever is not applicable.\n________________________\n Signature and Stamp of Station Master\nI have understood the contents of this authority.\nSignature of Train Manager________________Date__________ Time_______ Hours________ mins________\nSignature of Loco Pilot/Motorman__________ Date__________ Time_______ Hours________ mins________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 247, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n221\nNORTHERN RAILWAY \n Form No. T/ B 912\nSr.No. _________\nAUTHORITY FOR WORKING OF TRAINS DURING TOTAL INTERRUPTION OF\nCOMMUNICATION/OBSTRUCTION ON LINE, IN AUTOMATIC BLOCK SYSTEM\n(Loco Pilot/ Train Manager/ Station Master’s Record)\nStation________ Time: _____hours____mins\nDate___________.\nTo\nThe Motorman/ Loco Pilot of Engine/ Train/ Unit No.________________UP/ DOWN.\nAUTHORITY TO PROCEED WITHOUT LINE CLEAR\n1. You are here by authorised to proceed cautiously without line clear from____________ station to____________\nstation on UP/DOWN* Line.\n2. You shall bring your Train/ Engine/ Unit No._____________________to stand outside (i) Semi-Automatic/ Manual \nFirst Reception Stop Signal pertaining to right line OR (ii) Semi-Automatic/Manual Last Dispatch Stop Signal \npertaining to wrong line* of ______station and thereafter be guided by the instructions from the Station Master of \n____________station.\n3. Train No._________was the last train over the section. It left/arrived* here at ____hours____minutes.\nCIRCUMSTANCES UNDER WHICH THIS AUTHORITY IS GIVEN\n*(A) Failure of signals and communications.\n*(B) Blocking of line/ obstruction on line at km _________between___________ station and _____________ station and \nfailure of means of communication.\n*(C) _______________________________________________________________(any other)\n*Strike out whichever is not applicable.\nAUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION\n1. You are also authorized to pass Departure signals and all intervening Automatic signals between _______________\nstation and _____________station at ‘ON’ on this authority.\n2. In addition, you are also authorized to pass Starter/ manual Stop Signal/Gate stop signals on being hand signalled past \nsuch signals by a railway servant in uniform.\n3. You shall cautiously pass the level crossing only after ensuring that the gates are locked.\n4. Here indicate distinguishing numbers of all signals to be thus pass\ned:___________________________________________\nCAUTION ORDER\nYou are permitted to run your Engine/ Train/ Unit No. from ____________ station to_______________ Station with the \nspeed not exceeding 15 kmph when the view is clear and 10 kmph when view ahead is impaired subject to other speed \nrestrictions.\nThe speed over facing points, if any, being restricted to 15 KMPH.\nTrains starting on wrong line shall be piloted out of the station after all concerning points are correctly set and locked.\n________________________\nSignature and Stamp of Station Master\nI have understood the contents of this authority.\nSignature of Train Manager________________Date__________ Time_______ Hours________ mins________\nSignature of Loco Pilot/Motorman___________________ Date__________ Time_______ Hours________ mins______\nLoco Pilot/Motorman/Train Manager proceeding on this authority must observe instructions mentioned at the back of \nthis form .", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 248, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n222\nIMPORTANT INSTRUCTIONS\nMotorman/ Loco Pilot/Train Manager proceeding on this authority must observe the following precautions:-\n1. Speed must not exceed 15 kmph over the straight with clear view and 10 kmph when approaching or passing \nany portion of the line where the view ahead is not clear due to curve, obstruction, rain, fog or any other cause \nsubject to the observance of speed restriction imposed and speed over facing points restricted to 15 kmph.\n2. Both by day or by night, tunnel must not be entered until the Loco Pilot has ascertained that it is clear. Should \nthere be any doubt on this point, the train should be piloted by a Railway Employee equipped with lighted \nhand signals and detonators.\n3. A sharp look out must be kept at all times and Loco Pilot must be prepared to stop clear and short of any \nobstruction which may exist or crop up on the line. Engine whistle must be freely used.\n4. When approaching the nominated station ahead, the Loco Pilot must bring his train engine to stand outside \nthe Semi-Automatic/ Manual Reception Stop Signal pertaining to right line and outside the Semi-Automatic/ \nManual Despatch Stop Signal pertaining to wrong line and sound one long whistle and act to the instructions \nof the Station Master.\n5. The form should be handed over to the Station Master of the nominated station at the end of the authorized \njourney for record.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 249, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n223\nNORTHERN RAILWAY\nForm No. T/ E 912\n Sr.No. _________\nAUTHORITY FOR TEMPORARY SINGLE LINE WORKING ON DOUBLE LINEAUTOMATIC BLOCK SYSTEM\n(Loco Pilot/ Train Manager/Station Master’s Record)\nStation _________ Time:_____hours____mins\nDate___________.\nTo\nThe Motorman/ Loco Pilot of Engine/ Train/ Unit No._______________________UP/ DOWN.\nThe obstruction exists at km.________.\n**LINE CLEAR TICKET\n1. Due to_________________________ single line working is introduced on__________line between ________ and \n________ stations.\n2. Line clear has been received from___________station under his Private No.(in words)_____________(in figures)______. \n3. You shall bring your Train/ Engine/ Unit No._____________________to stand outside first Stop Signal/ Last Stop Signal \npertaining to wrong line* of the station and thereafter be guided by the instructions from the Station Master of _________\nstation.\n*AUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION ON WRONG LINE WITH CAUTION ORDER\nOn wrong line- When running in wrong line the train shall be piloted out of the station after all the concerning points have been \ncorrectly set and locked. The loco pilot/ motorman shall ascertain:\n(i) That points of outlying sidings, where provided, are correctly set and locked and/ or the level crossing gate No.s________\n________________________________________are locked and;\n(ii) Hand signals are displayed by the railway servant in uniform at the points, level crossing gates before passing them. You \nshall cautiously pass the level crossing only after ensuring that the gates are locked.\nHere indicate distinguishing Nos. of all Non-governing signals to be thus passed:____________________________\n_____________________________________________________________\n*Your Train is First Train going on Wrong line to pass over the Temporary Single Line. Speed shall be restricted to 25 KMPH \nsubject to observance of other speed restriction in force. Loco Pilot should switch “ON” the flasher light of the train engine and \ninform all Gatemen and Gangmen.\n*Your Train is NOT the First train on Wrong line to pass over the Temporary Single Line. Train is permitted to work at sectional \nspeed, subject to other speed restriction in force.\nFollowing are the additional Caution Orders in force in Block Section (For trains going in wrong line)\nSr No Station between Kilometer Speed ( KMPH) Cause/Remarks\n From To From To\n1.\n2.\n*AUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION ON RIGHT LINE WITH CAUTION ORDER\n* First train on right line - You are, hereby authorized to pass Departure signals and all intervening Automatic signals between \n_____________station and ____________station at ‘ON’ on this authority. In addition, you are also authorized to pass Semi-\nAutomatic/ manual Stop Signal/ gate stop signals on being hand signalled past such signals by a railway servant in uniform. You shall \ncautiously pass the level crossing only after ensuring that the gates are Closed.\nSpeed shall be restricted to 25 KMPH subject to observance of other speed restriction in force.\nHere indicate distinguishing Nos of all signals to be thus passed :___________________\n* Subsequent trains following First train on right line - You are, hereby authorized to pass Departure signals No. _______ of______ \nstation at ‘ON’ on this authority and thereafter be guided by the aspect of the intervening Signals. Train is permitted to work at \nsectional speed, subject to other speed restriction in force.\n______________________\nSignature and Stamp of Station Master\nI have understood the contents of this authority.\nSignature of Train Manager________________Date__________ Time_______ Hours________ minute________\nSignature of Loco Pilot/Motorman___________________ Date__________ Time_______ Hours________ minute________\n* Strike out whichever is not applicable. **Strike out whenever is not applicable", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 250, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n224\nIMPORTANT INSTRUCTIONS\nMotorman/ Loco Pilot/Train Manager proceeding on this authority must observe the following precautions.\n1. You are expressly warned to observe “Neutral section” (only in Electrified section) if your Train is going on \nwrong line.\n2. There are no Trap Points on the line in question/ Trap points have been clamped/ spiked.\n3. The instruction that Automatic signals in the wrong line should be considered as out of use even though they \nmay be showing ‘Proceed’ or ‘Caution’ aspect.\n4. The speed over facing points shall be restricted to 15 kmph.\n5. Loco Pilot should switch “ON” the flasher light of the train engine while running on the wrong line on proper \nauthority to proceed. In case, the train engine running on the wrong line without switching on the flasher light \nis noticed by the station staff, Gatemen and Gangmen they shall stop the train immediately.\n6. Line clear ticket to be striked out in case of subsequent trains following the first train on the right line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 251, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n225\nNORTHERN RAILWAY\n Form No. T/ A 912\n Sr.No. _________\nAUTHORITY TO PASS AUTOMATIC/SEMI-AUTOMATIC/MANUAL STOP SIGNAL/ GATE \nSTOP SIGNALS\n(Loco Pilot/ Train Manager/ Station Master’s Record)\nStation______________ Time____hours_____minutes\nDate________________\nTo\nThe Motorman/Loco Pilot of Engine/Train/Unit No.__________ Up/Down.\n(a) Automatic Signalling has failed and you are, hereby authorized to pass all Automatic signals \nbetween____________ station and ___________ station. In addition, you are also authorized to pass \nSemi-Automatic/Manual Stop Signal/gate stop signals on being hand signalled past such signals by \na railway servant in uniform, the hand signals being displayed except as provided for in clause ‘b’.\n(b) When running in wrong line (i) you must ascertain that points of outlying sidings, where provided, are \ncorrectly set and locked and/or the level crossing gates Nos._________ are closed and (ii) hand signals \nare displayed by the railway servant in uniform at the points/level crossing gates before passing them.\nHere indicate distinguishing Number of all signals to be thus pass\ned______________________________________\n_____________________________________________________________________________________\nCAUTION ORDER\nYour Train is going to pass signal/s at ON, Speed shall be restricted to 25 kmph* when view is clear and \n10kmph when approaching or passing any portion of the line where the view ahead is not clear due to \ncurve, obstruction, rain, fog subject to observance of other speed restriction in force. \nThe Speed over facing points restricted to 15 kmph.\n____________________\nSignature and Stamp of Station Master\nI have understood the contents of this authority.\nSignature of Train Manager_________Date__________ Time_______ Hours________ minute________\nSignature of Loco Pilot/Motorman_______Date_______ Time_______Hours________ minute________\n*Note- If Form no. T/A-912 is served to LP alongwith Form no. T/B-602, then in that case speed limit \nmentioned in T/B-602 i.e. 15kmph shall be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 252, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n226\nForm No. T/369-(3b)\n Sr. No.\nNORTHERN RAILWAY\nAUTHORITY TO PASS SIGNALS IN ‘ON’ OR DEFECTIVE POSITION\n(Record/ Loco Pilot)\nStation…………………………………\n Date…………………\nTime...........\nTo,\nThe Loco Pilot of Train No. ……………………………..Up/Down \nAT STATION………………. \n Description and No. of Signals\n is/are OUT OF ORDER\nYou are hereby authorized to pass the defective Outer/ Home/ Inner Home/ Routing/ Starter/ Intermediate Starter/\nAdvanced Starter/IBS Signal/s Manual stop signals in Automatic Block System/ Semi- Automatic Signal (working as a \nManual stop signal) in Automatic Block System at 'ON' position at a speed not EXCEEDING 15 KMPH.\n*The train will be admitted on line no. (In figures) …………… and (in words) ……………………………...\n**In case of failure of Advanced Starter Signal/ Last Stop Signal, Last Train No. (with its Last Vehicle) \n…………………………….…. cleared section at…………...……………...…………. Station and Line clear has been \nobtained on Electrical Communication Instrument from………………………………station, Private No. received (in figures) \n..............................................(in words) .................................................................\n …………………………………… \n……………………..\nSignature of Loco Pilot Signature of Station Master\nDate ………………. Date ………………………\nIn case of Routing/Inner Home/Home Signal is defective.\nIn case of failure of Advance Starter/Last Stop Signal on Double Line Territory.\nINSTRUCTIONS\n*Strike out whichever is not applicable. \nLoco Pilot proceeding on this authority must observe instructions mentioned at the back of this form. \n(PTO)\nIMPORTANT INSTRUCTIONS \n1. For approach signal Loco Pilot is authorized to pass the defective signal at ‘ON’, on the Authority delivered through \ncompetent railway servant at the foot of the Defective signal.\n2. For Starter Signal, The Loco Pilot to pass such signal on the Authority handed over at the station and in addition \nthereto, a competent railway servant shall show hand signals to departing train in accordance with the instructions of \nStation Master. \n3. In case of defective Advanced Starter Signal, hand signals may be dispensed with and Loco Pilot to pass such signal by \na written authority handed over at the station. Except in case of an Advanced Starter Signal protects any points, hand \nsignals shall not be dispensed with.\nStation Master’s Stamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 253, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n227\n NORTHERN RAILWAY \nForm No. T/ C 912\n Sr.No. ________\nAUTHORITY TO PROCEED FOR RELIEF ENGINE/TRAIN INTO AN AUTOMATIC\nBLOCK SIGNALLING SECTION\n(Loco Pilot/ Train Manager/Station Master’s Record)\nStation______________ Time____hours_____minutes.\nDate________\nTo\nThe Motorman / Loco Pilot of Engine / Train / Unit No.__________ Up/Down.\nAuthority to proceed into obstructed block section\nYou are here by authorized to proceed cautiously without line clear from station to up to Km……….. with your Relief Engine/\nTrain on UP/DOWN Line. You shall bring your Relief Train/Engine to a stand at Km………. and thereafter be guided by the \ninstructions from the Competent Authority.\nThis order is given due to obstruction on UP/DOWN line at KM ____________________. But communication is available \nbetween……. Station and……..Station. Train No.__________________was the last train over the section. It left/arrived * here \nat ___________________ hrs. ____________ minutes.\n*Strike out whichever is not applicable.\nCAUTION ORDER\nYou are permitted to run your Relief Engine Train from station to km with the speed not exceeding 15 kmph over the straight \nwith clear view and 10 kmph when view ahead is impaired due to tunnel, curve, obstruction, rain, fog or any other cause.\n___________________\nSignature and Stamp of Station Master\nI have understood the contents of this authority.\nSignature of Train Manager________________Date__________ Time_______ Hours________ minute________\nSignature of Loco Pilot/Motorman____________ Date__________ Time_______ Hours________ minute________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 254, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n228\n NORTHERN RAILWAY \n Form No. T/ 510\n Sr. No. _________\nAUTHORITY TO RECEIVE A TRAIN ON A NON SIGNALLED LINE\n(Record/Loco Pilot)\nStation___________ Time ____hours____min.\nDate:________\nTo,\nThe Loco Pilot/ Motorman of Train No._________Description__________Up/Down.\nYou are authorized to enter cautiously not exceeding 15kmph speed being piloted by the bearer of this Authority \nAnd you should bring your train to a stand at the facing points leading to Line No. (in words)___________ (in \nFigures)______________, until Hand Signalled forward as you are being received on a non signalled line.\n________________________\nSignature and Stamp of Station Master\nSignature of Loco Pilot/ Motorman_______________ Date______________Time_____________\nHours____________min.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 255, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n229\nUP/DOWN \nNORTHERN RAILWAY\n Form No. T/ B 602 \n Sr.No. _________\nAUTHORITY FOR OPENING COMMUNICATION DURING TOTAL INTERRUPTION OF COMMUNICATION \nON SINGLE LINE SECTION\n(Loco Pilot/ Train Manager/Station Master’s Record)\nStation__________ Time……Hours……..Min. \nDate:_____\nTo \nThe Loco Pilot/Motorman of Engine/Self propelled Vehicle ____________________________________________-\nAUTHORITY TO PROCEED WITHOUT LINE CLEAR\n1. You are hereby authorised to proceed cautiously without Line clear from station _______ to station _______ with \nyour Engine/Self-propelled Vehicle.\n2. You shall bring your Engine/ Vehicle to a stand outside the first stop signal of the next block station thereafter be \nguided by the instructions from the Station Master of that Station.\n3. Train No._________ was the Last Train over the section. It left/arrived* here at ______ hours _____ minutes.\n4. This authority is given due to:\n(a) Total interruption of communication with Station________from______Hours ____________min of Date_______\n______________________________________________________________________________\n(b)______________________________________________________________________\n*AUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION\nYou are authorised to pass the Signal/s No. & description ________ in ‘ON’ position, speed NOT exceeding 15 kmph \nobserving hand signals at the foot of the signal post/s, if it protects points.\n*Strike out for Automatic Block Signalling\nCAUTION ORDER\n1. You are permitted to run your Engine/ Self propelled Vehicle between Station________ to ________station________\nwith the speed of 15 kmph in day and when view ahead is clear and 10kmph in night or when view ahead is not \nclear.\n2. You are expressly warned to observe every caution while approaching level crossing gate/s situated between block \nsection and whistle frequently.\n3. In addition following caution orders are in force in block section:\nSr No Station between Kilometer Speed kmph Cause/Remarks\nFrom To From To\n1.\n2.\n3.\n4.\nLINE CLEAR ENQUIRY MESSAGE\nTo \nThe Station Master ______Message No __________\nOn return of ______will line be clear and kept clear for train no.______waiting to proceed?\nCONDITIONAL LINE CLEAR MESSAGE\nTo, \nThe Station Master___________Message No_________\nOn arrival of ________train at your station, line will be clear and kept clear for ______Train Engine to return with/without \nattached to a Train or Another Engine or Self Propelled Vehicle/ Trolley etc. ( Complete particulars.)\nPrivate Number (in words)___________(in figures)_____________\nI have understood the contents of this.________________________\n_________________ ___________________ ___________________\nSignature of Loco Pilot/Motorman Signature of Train Manager Signature & stamp of Station Master\n Time_______Hours______Minutes\nInstructions: 1. *Strike out whichever is not applicable.\n 2. Loco Pilot proceeding on this Authority must observe instructions mentioned at the back of this form.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 256, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n230\nIMPORTANT INSTRUCTIONS\nLoco Pilot/Motorman proceeding on this authority must observe the following instructions.\n(1) Speed must not exceed \nd. Day\ne. Night or when view is \nobstructed. \nf. In thick, foggy or tempestuous \nweather or dust storm. \nSingle Line \n15KMPH\n10 KMPH\nWalking pace preceded by two men on foot with Red \nLight and Fog Signals. \n (2) ) Both by day and night, a Tunnel must not be entered until the Loco Pilot has ascertained that it is clear. \nShould, there be any doubt on this point; the train should be piloted by a Railway Employee equipped with Hand \nSignals and Detonators.\n(3) During night if engine is not fitted with the Electric Head Light or if Electric Head Light is not in working order \nthe Train or the Light Engine must be preceded at an adequate distance by a Railway Servant carrying Detonators \nand exhibiting Red Light ahead to Stop any other approaching train. The precautions must be taken in case of self-\npropelled vehicle/ other vehicle also.\n(4) A sharp look out must be kept at all times and the Loco Pilot must be prepared to Stop clear and short of any \nobstruction which may exist or crop up on the road.\n(5) When approaching the station ahead, Loco Pilot must Stop his train engine/ light engine/ trolley/ tower wagon/ \ndiesel rail car/ self- propelled vehicle/ other vehicle outside First Stop Signal and sound whistle continuously or by \nsounding the horn of self propelled vehicle, if provided, as per special instructions. If no one turns up from the station \nwithin 10 minutes, Assistant Loco Pilot/ Station Master/ Train Manager shall be immediately sent to the station to \ninform Station Master of the arrival of the train/ light engine/ self propelled vehicle/ other vehicle or make contact \nwith Station Master through Signal Post Telephone, if provided or by other means of communications of provided.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 257, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n231\n9.13 Movement of trains against the direction of traffic on the Automatic Block System:- \nIn Automatic signaling territory, trains shall run in the established direction of traffic \nonly. Movement of trains against the established direction of traffic is not permitted. \nWhen in an emergency, it becomes unavoidably necessary to move a train against the \nestablished direction of traffic, this shall be done only under special instructions which \nshall ensure that the line behind the said train upto the station in rear is clear and free \nfrom obstruction.\n9.14 Procedure when Semi-Automatic Stop signal in ‘ON’:-\n(1) When a Semi-Automatic Stop signal is worked as an Automatic Stop signal, Rule 9.02 \nor 9.07 shall apply as the case may be.\n(2) When a Semi-Automatic Stop signal is working as a Manual Stop signal and becomes \ndefective, it may only be passed under relevant rules detailed in Chapter III, Section \n‘H’.\n(3) When a Loco Pilot is authorised to pass a Semi-Automatic Stop signal at ‘ON’ by taking \n‘off’ the Calling-on signal fixed below it, he shall follow the precautions stipulated in \nRule 9.02 or 9.07 as the case may be.\nS.R. 9.14/1 :- When a Loco Pilot passes a semi-automatic signal under the Authority of Calling-On \nsignal fixed below the Stop signal which is at ‘ON’, he shall follow the instructions laid down in G.R. \n3.79.\n9.15 Passing a gate Stop signal at ‘ON’ in Automatic signaling territory:- If the Loco Pilot \nfinds a gate Stop signal at ‘ON’ in an Automatic signaling territory-\n(a) he shall comply with the provisions of Rule 9.02 or 9.07 as the case may be, if the ‘A’ \nmarker is illuminated, or\n(b) (i) If the ‘A’ marker light is extinguished, he shall sound the prescribed code of whistle \nto warn the Gateman and bring his train to a stop in rear of the signal and.\n (ii) If after waiting for one minute by day and two minutes by night, the signal is not \ntaken ‘off’, he shall draw his train ahead cautiously and stop in rear of the level \ncrossing and.\n (iii) If the Gateman is available and exhibiting hand signals, proceed further past the \nlevel crossing gate cautiously, or\n (iv) If the Gateman is not available, or is available but not exhibiting hand signals, stop \nin rear of the level crossing and after ascertaining that the gates are closed against \nroad traffic and on getting hand signals from the gateman and in his absence from \nassistant loco pilot, the loco pilot shall sound the prescribed code of whistle and \ncautiously proceed up to the next stop signal complying with the rule 9.02 or 9.07 \nas the case may be.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 258, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n232\nSR 9.15/1 Passing a semi-automatic gate stop signal provided with illuminated ‘A’ and ‘AG’ \nmarkers at ‘ON’ in Automatic Signalling territory –\n(a) If the ‘A’ marker is extinguished but the ‘AG’ marker is lit, the loco pilot shall comply with \nthe provision of GR 9.15(b).\n(b) If the ‘A’ marker is lit but the ‘AG’ marker is extinguished, the loco pilot shall comply with \nthe provisions of GR 9.02.\n(c) If both “A” & “AG” markers are extinguished, the loco pilot shall bring his train to stop \nin the rear of the signal. Thereafter, he shall proceed further only in accordance with the \nprocedure laid down to pass a defective Manual stop signal on the authority of T/369-(3b) \nafter ascertaining correct setting and locking of points and sound the prescribed code of \nwhistle to warn the gateman.\n(d)\t If\tit\tis\ta\tmid-section\tmodified\tsemi-automatic\tsignal.\tSR\t9.01/8(b)\tshall\tbe\tfollowed.\n9.16 Illustrative diagrams:- Automatic change of sequence of aspects behind the train in \nthree-aspect and four-aspect signaling is illustrated in the following diagrams, which \nare not drawn to scale.\n Automatic Change of Sequence of Aspect behind the train in three-aspect signaling \nterritory.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 259, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n233", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 260, + "text": "CHAP. IX) THE AUTOMATIC BLOCK SYSTEM\n234", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 261, + "text": "Chapter X\nTHE FOLLOWING TRAINS SYSTEM\n10.01 Essentials of the Following Trains System:-\n(1) Where trains are worked on the Following Trains System, they may be dispatched from \none station to the next following each other in succession in the same direction on the \nsame line in such manner and at such intervals of time as may be prescribed by special \ninstructions.\n(2) Trains shall not be worked on the Following Trains System unless the Station Master of \nthe block station in advance has exchanged messages regarding his readiness to receive \nthe trains and has, in addition, given his assurance that no train will be allowed to leave \nhis station for the station from which the following trains are to be dispatched, until the \nlatter have all arrived at his station and until he has received permission to dispatch \ntrains in the opposite direction.\nS.R. 10.01/1 : “The Following Train System” shall be introduced with the express sanction of \nPr. Chief Operations Manager in terms of G.R. 7.01, and only when due to certain exceptional \ncircumstances the running time in the block section concerned becomes abnormally long, resulting \nin or likely to cause serious difficulties in operation if the trains are run under the normal system of \nworking on the section.\n10.02 Report to the Commissioner of Railway Safety:- When the Following Trains System is \nintroduced on any portion of a railway under Rule 7.01, a report shall be sent message to \nthe Commissioner of Railway Safety.\nS.R. 10.02/1 : The special instructions to be observed are given in the S.Rs under G.R. 10.03.\n10.03 Conditions to be observed in working trains on the Following Trains System:- When the \nFollowing trains System is adopted, the following conditions shall be observed, namely:-\n(a) no train shall start until the Loco Pilot has been given a written authority to proceed in \nthe form prescribed for the purpose and a written acknowledgement thereof has been \nobtained from him the train being stopped for the purpose, if not booked to stop;\n(b) the authority to proceed shall state the station at which the train is next to stop, the \nspeed at which it is to run and the actual time of departure of the preceding train;\n(c) the Loco Pilot and Train Manager of each preceding train shall have been informed of \nthe fact that a train will follow, and of the probable period which will elapse before the \nfollowing trains shall start;\n(d) a train shall not follow another from a station unless there has elapsed since the departure \nof the previous train, an interval of not less than 15 minutes, or such shorter interval as \nmay be fixed by special instructions;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 262, + "text": "CHAP. X) THE FOLLOWING TRAINS SYSTEM\n236\n(e) all the trains following the first train shall be timed to run at the same speed and such \nspeed shall not exceed 25 kilometers an hour except under special instructions.\n(f) the actual time of the departure of each train shall at once be intimated to block station \nin advance and the actual time of arrival of each train shall at once be intimated to the \nblock station in rear, and\n(g) the number of following trains running at the same time between any two block stations \nshall not be more than one for each 5 kilometers of station interval; and unless permitted \nby special instructions, shall never exceed four, whatever may be the length of the station \ninterval.\nS.R. 10.03/1 : “The following train system” shall not be adopted in respect of the movement of \npassenger carrying trains.\nS.R. 10.03/2 : Before introducing the “Following Train System” the relevant rules and precautions \nmust be carefully explained by supervisory staff to the running staff as well as to the station staff \nconcerned.\nS.R. 10.03/3 : The working under this system should be supervised by an officer.\nS.R. 10.03/4 : The speed of trains following the first train in terms of G.R. 10.03 (e) shall be restricted \nto 25 KMPH during the day and 15 KMPH at night or in poor visibility conditions and will be further \nsubjected to speed restrictions in force.\n10.04 Delivery of authority to proceed to Loco Pilot or Train Manager on the Following Trains \nSystem:-\n(1) Every authority to proceed shall be delivered to the Train Manager or Loco Pilot by \nthe Station Master, or by some railway servant appointed in this behalf under special \ninstructions.\n(2) When such authority to proceed is delivered to the Loco Pilot under sub-rule (1), a \nduplicate shall be given to the Train Manager.\n(3) When an authority to proceed is delivered to the Train Manager under sub-rule (1), it \nshall be either -\n(a) handed personally by the Train Manager to the Loco Pilot; or\n(b) Countersigned by the Train Manager and then handed to the Loco Pilot either by \nthe Station Master or by some railway servant appointed in this behalf by special \ninstructions.\n(4) An authority to proceed shall not be handed to the Loco Pilot under sub-rule (2) or (3) -\n(a) until the train is ready to start, and\n(b) if the train is waiting to pass another train, until the whole of the latter train has \ncome in and is clear of the running line for the former train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 263, + "text": "CHAP. X) THE FOLLOWING TRAINS SYSTEM\n237\n10.05 Authority to proceed in the Following Trains System:- The written authority to proceed \nfor use on the Following Trains System shall be in the following form-\nS. No. ............................... ...........................................Railway\nTHE FOLLOWING TRAINS SYSTEM \nAUTHORITY TO PROCEED\n(UP / DOWN)\nTrain No ……........................... (Up/Down) Date .........................\nTime .............................. .Hours.......................................................... Minutes\nFrom .................................................................................................... station\nto............................................................................................................. station\nTo Loco Pilot and Train Manager\n(1) You are hereby authorised to proceed with your train from ................................ ..........\nstation to ......................................... station.\n*(2) Train No ...................... ahead of your train left this station at ................................. \nhours ...................................................... minutes.\n*(3) Train No .......................... shall follow your train from this station at ....................... \n hours ..................minutes \n(4) you are required to observe a speed restriction of ........................ kilometers an hour.\nSigned .....................................\nStation Master at ...............................\n(Station Stamp)\nSignature of\nTrain Manager at ...................... station.\n*Strike out whichever is inapplicable.\nThis ticket shall be given up by the Loco Pilot immediately on arrival to the Station \nMaster or other person authorised to receive it and such person shall immediately \ncancel it and place it on record.\n10.06 Responsibility as to proper preparation of authority to proceed on the Following Trains \nSystem:-\n(1) When an authority to proceed is delivered to the Loco Pilot under sub-rule (1) or Rule \n10.04, the Station Master shall see-\n(a) that it is properly filled up in the form prescribed for the purpose, and\n(b) that it is signed in full and in ink.\n(2) When the authority to proceed is delivered to the Loco Pilot under sub-rule (1) of Rule \n10.04, he shall satisfy himself that the authority to proceed delivered to him has been \ncorrectly and completely prepared in the form prescribed for the purpose and he shall \nnot proceed with his train until he has done so and the mistake or omission, if any, has \nbeen rectified.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 264, + "text": "CHAP. X) THE FOLLOWING TRAINS SYSTEM\n238\n(3) When an authority to proceed is delivered to the Train Manager of the train under \nsub-rule (3) of Rule 10.04, he shall, before it is handed to the Loco Pilot, satisfy himself \nsimilarly.\n10.07 Obstruction in face of approaching train or trains on the Following Trains System:- The \nline shall not be obstructed outside the outermost facing points in face of an approaching \ntrain as long as this system of working is in force.\n10.08 Cessation of working on the Following Trains System:- When it is intended that no \nmore following trains shall be dispatched in the same direction, the Station Master \nshall intimate such intention by a message to the block station in advance, after which \nno more trains in either direction shall be dispatched between the two stations until \nthe last train has arrived at the block station in advance and the line has been cleared \nbetween the two stations.\n10.09 Protection of trains on the Following Trains System:-\n(1) When a train is stopped between stations and if the detention exceeds or is likely to \nexceed five minutes, it shall be protected in accordance with the provision of Rule 6.03, \nexcept that the Train Manager going back to protect the train shall place one detonator, \nat 250 metres from the train on the way out, and two detonators, 10 metres apart, at 500 \nmetres from the train, irrespective of gauge.\n(2) In case the train, stopped between stations, is unable to proceed on account of accident, \nfailure, obstruction or any other exceptional cause, the Loco Pilot shall also arrange to \nprotect the train in the front in the manner laid down for the Train Manager.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 265, + "text": "Chapter XI\nTHE PILOT GUARD SYSTEM\n11.01 Essentials of the Pilot Guard System:- Where trains are worked on the Pilot Guard \nSystem-\n(a) a railway servant (hereinafter called a Pilot Guard) shall be specially deputed to pilot \ntrains, and\n(b) no train shall leave a station except under the personal authority of the Pilot Guard.\n11.02 Conditions to be observed for following trains on the Pilot Guard System:- Trains \nshall not follow one another in the same direction between stations, unless -\n(a) the Loco Pilot has been properly warned of the time of departure of the preceding \ntrain and of the place at which it will next stop;\n(b) all the trains are timed to run at the same speed, and such speed shall not exceed 25 \nkilometers an hour except under special instructions and;\n(c)\t an\tinterval\tof\tfifteen\tminutes\thas\telapsed\tsince\tthe\tdeparture\tof\tthe\tpreceding\ttrain.\n11.03 Pilot Guard’s dress or badge:- The Pilot Guard shall be distinguished by a red \ndress or badge.\n11.04 Pilot Guard to accompany train to give authority to proceed:-\n(1) No train shall be started from a station unless the Loco Pilot sees that is accompanied \nby, or that the authority to proceed is given personally by the Pilot Guard wearing the \ndress or badge prescribed in Rule 11.03.\n(2) The Pilot Guard shall accompany every train. Provided that when it is necessary to \nstart two or more trains from one end of the section before a train has to be started \nfrom the other end, the Pilot Guard shall accompany only the last of such trains, and \nshall personally give the authority to proceed for the preceding trains.\n(3) When accompanying a train, the Pilot Guard shall ride on the foot-plate of the engine.\n11.05 Pilot Guard’s Tickets:-\n(1) When the Pilot Guard does not accompany a train, he shall deliver to the Train \nManager (or, if there be no Train Manager, to the Loco Pilot) a Pilot Guard’s ticket on \na\tprinted\tform\tproperly\tfilled up and signed in ink, as the authority to proceed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 266, + "text": "240\nCHAP. XI) THE PILOT GUARD SYSTEM\n(2) Every such ticket shall apply only to the single journey to the station named on it.\n(3) If the train is in charge of a Train Manager, he shall before the train is started, deliver \nthe ticket to the Loco Pilot.\n(4) Immediately on the arrival of the train, the Loco Pilot shall deliver the ticket to the \nStation Master who shall at once cancel it.\n11.06 Protection of trains on the Pilot Guard System:- In the event of a train which is \nfollowed by another train, stopping on the line between station, the Train Manager and \nthe Loco Pilot shall take action to protect the train in accordance with the provision of \nRule 10.09.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 267, + "text": "Chapter XII\nTHE TRAIN-STAFF AND TICKET SYSTEM\n12.01 Essentials of the Train-staff and Ticket System:- Where trains are worked between \ntwo stations on the Train-staff and Ticket System-\n(a) a single Train-staff shall be kept at one of such stations, and\n(b) no train shall start from either of such stations to the other unless the said Train-staff \nis at the station from which the train starts and has either been handed to or shown to \nthe Loco Pilot by the Station Master when giving such permission.\n12.02 System where applicable:- Trains may be worked on Train-staff and Ticket System \nonly when the line is single and only between such stations as have been declared by \nspecial instructions to the Train-staff stations.\nS.R. 12.02/1 :- “The train Staff and Ticket” System will be followed or introduced on any sections on \nthis railway as laid down in S.R. 7.01/1.\n12.03 Conditions to be observed for following trains on the Train-staff and Ticket System:- \nTrains shall not follow one another in the same direction between Train-staff stations \nunless -\n(a) the Loco Pilot has been properly warned of the time of departure of the preceding \ntrain and of the place at which it will next stop;\n(b) all the trains are timed to run at the same speed, and such speed shall not exceed 25 \nkilometres an hour except under special instructions; and\n(c) an interval of fifteen minutes has elapsed since the departure of the preceding train.\n12.04 Loco Pilot to have Train-staff or Train-staff Ticket:- No train shall be started from \na station unless the Loco Pilot has in his possession to be carried with him on the \njourney, either the Train-staff or a Train-staff Ticket, for the section of the line over \nwhich the train is about to travel.\n12.05 Train-staff or Train-staff Ticket : by whom to be delivered to Loco Pilot:- The Train-\nstaff or Train-staff Ticket shall be delivered to the Loco Pilot by the Station Master or \nby some railway servant appointed in this behalf by special instructions.\nSR. 12.05/1 :- The Train Manager of the train shall deliver the train staff or Ticket to the Loco Pilot \nof the train. The Train Manager and the Loco Pilot shall both be responsible for seeing that the \nStaff and Ticket are applicable to the section over which the train is required to run.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 268, + "text": "CHAP. XII) THE TRAIN-STAFF AND TICKET SYSTEM\n242\n12.06 Train-staff or Train-staff Ticket : when to be delivered to Loco Pilot:-\n(1) When no other train is intended to follow before the Train-staff will be required for a \ntrain running in the opposite direction, then subject to the provisions of sub-rule (3), \nthe Train-staff shall be delivered to the Loco Pilot .\n(2) When other trains are intended to follow before the Train-staff can be returned, then, \nsubject to the provisions of sub-rule (3), a Train-staff Ticket indicating that the Train-\nstaff is following shall be delivered to the Loco Pilot of each train except the last; and \nthe Train-staff shall be delivered to the Loco Pilot of the last train.\n(3) When a train is assisted by a second engine in the rear, a Train- staff Ticket shall be \ndelivered to the Loco Pilot of the front engine and the Train-staff shall be delivered to \nthe Loco Pilot of the rear engine;\n Provided that if both the engines attached to the train are to travel over the entire \nlength of line to which the Train-staff applies, and train is to be followed by other \ntrains, a Train-staff Ticket shall be delivered to the Loco Pilot of each of the engines \nattached to the first mentioned train.\n(4) When a train is assisted by a second engine in the front, the Train-staff or a Train-staff \nTicket, as the case may be, shall be delivered to the Loco Pilot of the leading engine;\n(5) When a material train has to stop between stations, the Train- staff shall be delivered \nto the Loco Pilot .\n(6) The Train-staff or a Train-staff Ticket shall not be delivered to the Loco Pilot of any \ntrain until the train is ready to start.\n(7) The Loco Pilot shall not accept a Train-staff Ticket unless he sees the Train-staff at the \nsame time in the possession of the person who delivers the Train-staff Ticket to him.\n12.07 Train-staff to be kept on engine:- When the Train-staff is delivered to the Loco Pilot of \na train, he shall place it in a conspicuous place provided for the purpose on the engine.\n12.08 Trains not to be started until Train-staff returned:- When the Train-staff has been \ntaken away from a station by the Loco Pilot of a train, no other train shall be started \nfrom that station to follow the first mentioned train until the Train-staff has been \nreturned to the station.\n12.09 Train-staff or Train-staff Ticket to be given up and Ticket to be cancelled on arrival of \ntrain:-\n(1) Upon the arrival of a train at the station to which the Train-staff or a Train-staff Ticket \nextends, the Loco Pilot shall immediately give the Train-staff or Train-staff Ticket to \nthe Station Master, or to some railway servant appointed by special instructions to \nreceive it.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 269, + "text": "CHAP. XII) THE TRAIN-STAFF AND TICKET SYSTEM\n243\n(2) The person to whom any such Train-staff Ticket is so delivered shall immediately \ncancel the same.\n12.10 Procedure when engine is disabled on the Train staff and Ticket System:-\n(1) If an engine which carries the Train-staff breaks down between two stations, the \nAsstt. Loco Pilot shall take the Train-staff of the Staff-station in the direction when \nassistance can best be obtained, in order that the Train-staff may be available at that \nstation for delivery to the Loco Pilot of the assisting engine.\n(2) If an engine which carries a Train-staff Ticket breaks down between two stations, \nassistance shall ordinarily be obtained only from the station at which the Train-staff \nhas been left; but if assistance can more readily be obtained from another station in the \nopposite direction, immediate steps shall be taken to have the Train-staff transferred \nto the other end of the section\n(3) Whenever an engine has broken down between two stations, the Asstt. Loco Pilot \nshall accompany the assisting engine to the spot.\n12.11 Train-staff Tickets : how kept:- Train-staff Tickets shall be kept in a ticket-box \nprovided for the purpose and fastened by an inside spring, the key to open the box \nbeing the Train-staff to which the tickets apply.\n12.12 Train-staff : how kept:- Train staff, when at a station, shall not be left in the box but \nshall be kept by the Station Master in safe custody.\n12.13 Distinguishing marks on Train-staff Tickets and boxes:-\n(1) Each Train-staff shall have shown upon it the name of the Train Staff station at each \nend of the portion of line to which it applies.\n(2) The Train-staff and Train-staff Tickets and boxes for the different portions of the line \nshall be distinguished by different colours.\n(3) “Up” and “Down” Train-staff Tickets shall also have distinguishing marks.\n12.14 Form of Train-staff Ticket:- Every Train-staff Ticket shall be in the following form-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 270, + "text": "CHAP. XII) THE TRAIN-STAFF AND TICKET SYSTEM\n244\nTicket No ................................. .......................................Railway\nTRAIN-STAFF TICKET\n(Up / Down)\nTrain No .................\nTime ........................ Hours ............................................ Minutes.\nFrom ............................................ To .......................................\nTo Loco Pilot and Train Manager\nYou are authorised to proceed from ............................................. station to ..............................\nstation and the Train-staff will follow.\nTrain No ............................ in front left ............................ hours ............................ minutes.\n Signed ........................................\n Station Master at ......................\n (Station Stamp) .........................\n Date ............................................\n(Back of Ticket)\nThe Loco Pilot shall not accept this ticket unless he sees the train-staff for the portion of \nline which he is about to enter.\nThis ticket shall be given up by the Loco Pilot , immediately on arrival, to the Station \nMaster or other person authorised to receive it, and such person shall immediately cancel \nit.\n12.15 Record of Train-staff Tickets issued:- The Station Master shall keep a record in a \nbook of each train staff Ticket issued, showing the number of each ticket and the \nparticular train for which it was issued.\n12.16 Obstruction outside the Home signal:- The line outside the Home signal shall not be \nobstructed unless the Train-staff of the portion of the line to be obstructed is at the \nstation.\n12.17 Protection of Trains on the Train-staff and Ticket System:- In the event of a train, \nwhich is followed by another train, stopping on the line between stations, the Train \nManager and the Loco Pilot shall take action to protect the train in accordance with \nthe provisions of Rule 10.09.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 271, + "text": "Chapter XIII\nTHE ONE TRAIN ONLY SYSTEM\n13.01 Use of the One Train Only System:- Trains may be worked on the One Train Only \nSystem, only on short terminal branches on the single line.\n13.02 Essentials of the One Train Only System:- Where trains are worked on the One Train \nOnly System, only one train shall be on the section on which this system is in force, at \none and the same time.\n13.03 Authority to enter the section:- A Loco Pilot shall not take his train into the section \nunless he is in possession of the authority to proceed as prescribed by special \ninstructions.\nS.R.13.03/1 :- On sections where trains are worked under the one train only system the Loco Pilot of \nthe train will be given a wooden staff as an authority to proceed.\n13.04 Procedure in case of accident or disablement on the One Train Only System:-\n(1) (a) If the train becomes disabled and requires assistance or if an accident occurs \nwhich renders it impossible for the train to proceed, the train shall be protected \nin accordance with the provisions of Rule 6.03 in the direction from which \nassistance, if necessary, is being obtained.\n (b) The Train Manager of the train shall convey advice of the circumstances under \nwhich the train has become disabled and is not able to proceed to the Station \nMaster of the station from which assistance can best be obtained, and if it is \nnecessary for such Train Manager to proceed to such station, he shall instruct \nthe Loco Pilot in writing to keep the train stationary until his return, and obtain \nhis written acknowledgement.\n(2) (a) Such Station Master, if he is not the Station Master of the base station, shall \ncommunicate this information to the Station Master of the base station. On \nreceipt of such information, the Station Master of the base station may allow \nanother engine to enter the line.\n (b) The engine so sent shall either be accompanied by the Train Manager of the \ndisabled train, who shall explain to the Loco Pilot where and under what \ncircumstances the disabled train is situated, or the Loco Pilot of the engine so \nsent shall be given a written authority, containing such instructions as to where \nand under what circumstances the disabled train is situated and such other", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 272, + "text": "246\nCHAP. XIII) THE ONE TRAIN ONLY SYSTEM\nparticulars as may be necessary to enter the line unaccompanied by the Train \nManager of the disabled train.\n(3) The Train Manager of the disabled train shall be responsible for the safe and proper \nworking of the line until the disabled train has been moved and any other engine sent \nto the assistance of the disabled train has been returned to the base station.\n(4) If there is no Train Manager of a disabled train, the Asstt. Loco Pilot or, if necessary, \nthe Loco Pilot shall perform the duties imposed by this rule on the Train Manager, \nprovided that the engine is not left unmanned in terms of Rule 4.20.\nS.R. 13.04/1 :- : The Loco Pilot of the Engine sent out to assist a disable engine or train, must also \nbe issued a written Authority T/A 602.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 273, + "text": "Chapter XIV\nBLOCK WORKING\nA. General Provisions\n14.01 Means of granting or obtaining Line Clear:- The running of every train shall, in its \nprogress from one block station to another, be regulated by means of any one of or a \ncombination of the following-\n(a) electrical block instruments of token or tokenless type,\n(b) track circuits,\n(c) axle counters, or\n(d) electrical communication instruments.\nS.R. 14.01/1 : Whenever, fixed Auto Railway phone and BSNL/MTNL telephone is used as a authorized \nmode of communication for obtaining/granting line clear of trains, it should be provided with caller \nID device to confirm identity of the caller.\n14.02 Provision of instruments:-\n(1) Electrical communication instruments shall be provided at every station, except at \nclass ‘D’ stations where they may be provided under special instructions.\n(2) (a) The electrical block instruments, where provided, and electrical communication \ninstruments at any station shall be of a type approved by the Commissioner of \nRailway Safety and shall not be brought into use in the first instance unless they \nhave been passed by him.\n (b) The person in charge of the maintenance of electrical block instruments \nor electrical communication instruments shall not without the approval of the \nCommissioner of Railway Safety, permit the substitution, for the instruments \nand installation brought into use in the first instance, of any instruments or \ninstallation which do or does not satisfy the conditions prescribed in clause (a).\n14.03 Consent required before interfering with Block working equipment:- No railway \nservant shall interfere with the block working equipment, or their fittings for the \npurpose of effective repairs, or for any other purpose, except with the previous consent \nof the Station Master.\nS.R. 14.03/1 : Disconnection of S&T Apparatus:- Whenever any work is to be executed where it \nbecomes necessary to interfere with any point, signals, or their fittings signal wires, any interlocking \ngear, switches, locking or any other gear, any block working equipment or their fittings, for the \npurpose of affecting, repairs or for any other purpose or for making alteration in the circuitory, the \nStation Master on duty must be advised in writing on prescribed form (Disconnection Memo) and his \nsignature obtained before the work is started and after it is completed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 274, + "text": "CHAP. XIV) \nBLOCK WORKING248\nThe disconnection Memo should be prepared and offered by the Maintainer Inspector, \nwho is authorised to maintain the equipment under his control. In case of emergency to prevent a \npossible Accident, a disconnection memo may be issued by any staff authorised to issue disconnection \nmemos but the reconnection portion of the memo will be issued only by the proper staff authorised \nto maintain the equipment.\nThe situations, where issue of disconnection memo is called for, can be judged by the \nMaintainer Signal Inspector keeping in view the nature of work involved. A few examples where \ndisconnection memos should be issued and got accepted by the Operating Department before \nexecuting repairs renewals, or interference of any signalling gear are given below :-\n1. Repairs and replacement of facing point locks and SLM Mechanism along with rod \ntransmission and fittings including lock bar and connecting rods for points and locks.\n2. Repairs and replacement of detectors and their fittings both Mechanical and Electrical.\n3. Changing of Signal point motor, reversers including their controls, cables etc.\n4. Alterations in the SMs slide control frames. SM key locking boxes.\n5. Alterations in locking of lever frames of all types.\n6. Changing of signalling cable.\n7. Repairs to lever locks, circuit controllers. HKTs and other electromechanical apparatus.\n8. Addition and alterations to wiring of signalling circuits.\n9. Change of signal arms in Semaphore Signalling territories.\n10. Removal of any relay or control of any signal point or any other signalling circuit.\n11. Alterations to axle counters.\n12. In case of route relay panel interlocked installations conducting of various safety checks \nby simulating condition should only be done under advice of disconnection memo to the \noperating staff.\n13. Replacement of any parts in the Block Instruments.\n14. Annual testing of signalling cables.\n15. Conducting of broken wire tests should be carried out under disconnection memo.\n The above list is not exhaustive but only a few of the examples have been tabulated.\nFor carrying out normal maintenance check and testing signal and interlocking equipment \nwhich does not involve any disconnection/ interference/ repair of signalling gear, which does not \ninvolve any UN-SAFE working for train operation, issue of disconnection memo is not considered \nnecessary.\nPre-planned programme for taking disconnections should be normally organised to avoid \nrepercussions on train services. However, where the issue of disconnection memo becomes essential \nto ensure safety these can be issued without waiting for prior programme. The Station Master on duty \nshould receive and acknowledge the disconnection memo and accept the same normally except when \nthe traffic conditions does not permit. In case the proposed opening of the gear is not permitted the \ndisconnection memo should be returned with clear cut remarks assigning reasons for refusal and \nan entry to this effect should be made by the SM in his register with the remarks that “could not be \naccepted due to ................. reason”.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 275, + "text": "CHAP. XIV) BLOCK WORKING\n249\nS.R. 14.03/2 : Disconnection of apparatus:- Before taking in hand any block working equipment or \ntheir fittings for effecting repairs or for any other purpose, the electric signal maintainer authorised \nto do so or the Signal Inspector incharge of the section shall advise the Station Master in writing and \nobtain his signatures before the work is started and after it is completed.\nS.R. 14.03/3 : Precaution to be observed by staff during such working:- \nSMs\n(i) Ensure that traffic staff are properly drilled in the work when S&T gears have been \ndisconnected.\n(ii) Permission of Section Controller to be always obtained before accepting disconnection \nmemo.\n(iii) Be sure that a telephone at the site is installed as far as possible by S&T staff and connected \nwith SM except at roadside stations.\n(iv) Date and time of permitting disconnection are clearly indicated on the disconnection memo.\n(v) Cabin SM/Switchman/Cabinman on either side are advised under exchange of private \nnumber. Station concerned are also advised for issue of Caution Order.\n(vi) Necessary entries are made in the disconnection register.\n(vii) During the period of time between disconnection and reconnection in case it become \nnecessary to pass a train or perform any shunting, a written memo should be given to the \nSI or S&T staff incharge of work about the line and the position of the point in which is \nrequired to be set giving details of the shunting to be done/reception or despatch of train \nrequired.\n(viii) Ensure that the points are set and clamped for the correct route, before any movement is \npermitted.\n(ix) Put your padlock or the clamp to prevent any interference and remove the padlock after \ncompletion of movement.\n(x) Train should be piloted on the Authority of T-369(3b).\n(xi) Resume normal working only after reconnection memo is received.\n(xii) Necessary entries should be made in the register and concerned cabins section controller \nbe advised under exchange of private number and the restriction of speed imposed is \ncancelled.\n(xiii) Entries in the register must be made for all disconnection memo offered by S&T staff, \nincluding those which are rejected, giving reasons for the rejection of the disconnection \nmemo in each case.\nS.R. 14.03/4 : Opening of Cabin basement/Relay rooms by S&T Staff:-\n Whenever any cabin basement/relay room is required to be opened for maintenance/\nattending failure etc, the following procedure shall be followed.\n1. Double lock should be provided in all the cabin basements/relay rooms including Stations, \nwhere S&T maintenance staff are available round the clock, i.e. one padlock of Station \nMaster and other of an authorized S&T staff Such keys of the SM’ s padlock must be kept", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 276, + "text": "CHAP. XIV) \nBLOCK WORKING250\nin the persona l custody of SM on duty. Keys of each location should be kept single with \nproperly labeled for identification. All keys should not be kept in a bunch Relay room/ \ncabin basement should be opened for minimum possible time for attending to failure and \nmaintenance of relays and other S&T equipments, cleaning, AC machines etc.\n2. Basement/relay room’ s key kept in the custody of SM will be taken over and handed over \nby the authorized S&T official with a clear record of joint signature for opening of cabin \nbasement/relay room. The specific purpose for opening the relay room should be recorded \nin the register kept for the purpose General remarks like ‘testing’, ‘cleaning’ etc. should \nnot be given.\n3. Before handing over the keys of cabin basement/Relay room, the SM on duty will inform \nthe concerned cabin if any, under exchange of private numbers. The entries in this regard \nshould also be made in the Train Signal Register (TSR)/Cabin Basement Register and \nCabin Log Register.\n4. During the period when the key of the cabin basement/relay room is with the S&T staff, \nthe cabin staff/SM concerned should pre-warn the S&T Official regarding the movement \nof trains related with the S&T gears for which S&T official has obtained the key from the \nstation master duly recorded in the key transaction register of cabin basement/relay room.\n5. S&T staff, while carrying out maintenance work/inspection etc. in the cabin basement/\nrelay room will be personally responsible to ensure that no unsafe practices are adopted.\n6. When the key of cabin basement relay room is handed over to S&T Staff at the time of any \nfailure of Signal/S&T gear, the SM should remain extra vigilant and in case of the failure \nof any S&T gear, the first train should invariably be despatched/received on T/369-3(b) \nand rules prescribed for reception/despatch of trains at the time of failure of signal and \npoints should be strictly followed. If a train movement is covered by T/369-3(b), it should \nbe completed as per procedure even though the work of S&T staff is completed and keys \nare handed over back, during the train reception. Normal working should be resumed for \nsubsequent train movements only.\n7. It is the personal responsibility of the authorized S&T Official to ensure proper double \npad locking of Cabin basement/relay rooms before handing over the keys back to the SM \non duty. However, as a further precaution. SM on duty should also ensure personally or \nthrough the concerned operating staff that cabin basement/relay rooms are properly double \nlocked.\n8. The change over/’ON-OFF’ switches of all electrical gadgets such as air conditioner etc. \nwhere ever provided in relay room, should be shifted to appropriate location outside the \nrelay rooms to avoid opening of relay rooms for operation or change over of AC machines/\npower supply.\n9. All openings in the relay room such as door, windows, ventilators and roofs etc. should \nbe properly repaired to stop ingress of dust/water etc. to minimize frequent cleaning \nrequirements.\n10. Storage of any material/stores in the basement/relay rooms is strictly prohibited.\n11. Opening and closing of the relay rooms at PI/EI/RRI stations, where data loggers have \nbeen provided, should be linked to data loggers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 277, + "text": "CHAP. XIV) BLOCK WORKING\n251\n12. The opening of relay rooms should be done not more than once in 15 days for the cleaning/\nvisual inspections etc. that too for minimum possible time under the direct supervision of \nauthorized S&T officials. Maintenance by other department viz. Electrical or Engineering \netc. should also be normally planned on this day for which S&T department should co-\nordinate in advance.\n13. In case of abnormal situations such as accidents and yard remodeling works, the opening of \ncabin basement/relay rooms may be frequent and for longer periods under the direct supervision \nof authorized S&T officials. Such purpose should be clearly mentioned in the SM’ s cabin \nbasement/relay room key taking over/handing over register.\n14. Other than the reasons mentioned in item Nos. 12 & 13 above, the relay room should be \nopened in case of signal failures & inspections by officials, if required, duly following the \nprescribed procedure.\n15. At the time of inspection the inspecting officials should check that these instructions are \nrigidly followed by the field staff.\n B. Block Stations at which Electrical Block Instruments, Track Circuits or Axle \nCounters are provided\n14.04\t Certificate\tof\tCompetency:-\n(1) No person shall operate the electrical block instrument until he has passed a test in \nthe operation of block instruments and unless he holds a certificate of competency \ngranted by a railway servant appointed in this behalf by the Railway Administration.\n(2) The certificate of competency referred to in sub-rule (1) shall only be valid for a period \nof three years or such longer period as may be laid down by special instructions.\nS.R. 14.04/1 : Issue of Certificate of Competency:-\nThe Principal Zonal Railway Training Institute (ZRTI), Chandausi is authorized to examine \nand issue or renew the competency certificate valid for a period of three years. However, when the \ncompetency certificate issued by the Principal ZRTI/ Chandausi becomes due for renewal and the \ncompetency certificate holder has less than three years of residual service left before his scheduled \ndate of superannuation, the competency certificate may be renewed by the divisional officer not \nbelow the rank of AOM. The concerned officer should examine only one candidate in a day to ensure \nproper quality and adequate time for examination.\nIn case of panel operation, however, competency of the SM/Panel Operator shall be issued \nas well as renewed jointly by the Station Superintendent/ Traffic Inspector and SSE/SE (Signal) of the \nsection which will be duly counter signed by the Assistant Officers of traffic and S&T Departments, \nprovided that the Station Superintendent/Traffic Inspector himself has initially qualified panel \ncompetency from ZRTI/Chandausi.\nNote : The term Panel Operator includes; SM/Cabin Men/Switch Men, who are authorized and \ncompetent to operate the panel under the rules. Whenever panel operator belongs to the \ncategory of Cabin man/Switchman (Cabin Master) emergency operation of the panel \nwould require the inte rvention of SM of duty. Accordingly, necessary safeguard may be \nincorporated in the SWRs of such stations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 278, + "text": "CHAP. XIV) \nBLOCK WORKING252\nSR 14.04/2 : The Principal, Zonal Railway Trainin g Institute, Chandausi is authorized to issue of \ncompetency for transportation rules to Loco Pilots and Assistant Loco Pilots of Diesel as well as \nElectric Traction.\nS.R.14.04/3 : Station Master:- The Term “Station Master” wherever used in the Manuals also applies to \nStation Superintendent/Station Master/Switch Man/Cabinmen/Cabin Master and any other competent \nstaff who may, for the time being, be in charge of block Working, provided he is in possession of a \nValid Competency Certificate. Such competency certificates shall be issued only by the Principal, Zonal \nRailway Training Institute Chandausi.\nNote: Staff other than SS/SM is also authorized to Operate Block Instrument under these Rules. \nHowever, in case of abnormal working and block working on single line block instrument \nalso, he shall be authorized for block working only under supervision of SS/SM on duty.\nS.R.14.04/4 : Time when candidates are to be sent for Medical Examination:\n(I) The medical examination of the candidates selected for appointment against post for which \ninitial training has been prescribed should be conducted immediately prior to their being \ndeputed for training.\n(II) In the case of candidates to be appointed against post for which no initial training is \nnecessary, the medical examination should be conducted at the time of their appointment.\nPeriodical Medical examination for staff of Safety category shall be as under:\n(A) Category A-1, A-2, and A-3:\n(i) At the termination of every period of four years, calculated from the date of appointment, \nuntil they attain the age of 45 years, and then every two years until the age of 55 years and \nthen there after annually, until the conclusion of their service.\n(ii) If an employee in medical category A has been periodically medically examined at any time \nwithin two years prior to his attaining the age of 45, his next medical examination should \nbe held two years from the date of the last medical examination and subsequent medical \nexaminations every two years until 55 years and then annually thereafter until retirement. \nIf however such an employee has been medically examined at any time two years prior to \nhis attaining the age of 45 years, his next medical examination should be held on the date \nhe attains the age of 45 and subsequent medical examinations every two years thereafter.\n(B) Category B-1 & B-2: On attaining the age of 45 and thereafter at the termination of every \n5 years.\n14.05 Bell code:- For the signalling of trains, the prescribed code of bell signals as detailed \nbelow, shall be used, and a copy thereof sh all be exhibited in each block station near \nthe place of operation of the block working equipment-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 279, + "text": "CHAP. XIV) BLOCK WORKING\n253\nRef. \nNo.\nIndication Code How \nSignalled\nHow \nacknowledged\n1. CALL ATTENTION OR ATTEND \nTELEPHONE\n0 One stroke or \nbeat\nOne stroke or \nbeat\n2. IS LINE CLEAR, OR LINE \nCLEAR ENQUIRY\n00 Two Two\n3. TRAIN ENTERING BLOCK \nSECTION\n000 Three Three\n4. (A) TRAIN OUT OF BLOCK \n SECTION\n(B) OBSTRUCTION REMOVED\n0000 Four Four\n5. (A) CANCEL LAST SIGNAL \n(B) SIGNAL GIVEN IN ERROR 00000 Five Five\n6. (A) OBSTRUCTION\n DANGER SIGNAL 000000 Six Six\n(GENERAL)\n(B) STOP AND 000000-0 Six pause Six pause\n EXAMINE TRAIN one one\n(C) TRAIN PASSED 000000-00 Six pause Six pause\n WITHOUT TAIL LAMP two two\n OR TAIL BOARD\n(D) TRAIN DIVIDED 000000-000 Six pause \nThree\nSix pause\nThree\n(E) VEHICLES RUNNING 000000- Six pause Six pause\n AWAY IN WRONG 0000 four four\n DIRECTION ON\n DOUBLE LINE OR INTO\n THE BLOCK SECTION\n ON SINGLE LINE\n(F) VEHICLES RUNNING AWAY \n IN RIGHT DIRECTION ON \n DOUBLE LINE\n000000-\n00000\nSix pause \nfive\nSix pause \nfive\n7. TESTING 00000000 \n00000000\nSixteen Sixteen\nNote : (1) ‘0’ INDICATES A STROKE OR A BEAT AND ‘ ’ INDICATES A PAUSE", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 280, + "text": "CHAP. XIV) \nBLOCK WORKING254\n(2) EACH SIGNAL SHALL BE GIVEN SLOWLY AND DISTINCTLY\n(3) Exchange of bell codes under reference number 3 and 4 are not required in a section \nwith block proving axle counter or track circuit having complete track circuiting of \nstation yard excluding non running lines on either end.\n14.06 Acknowledgement of signals:-\n(1) Each signal received shall be acknowledged by sending its authorised acknowledgement.\n(2) No signal shall be acknowledged until it is clearly understood.\n(3) A signal shall not be deemed to be complete until it is acknowledged.\n(4) If the station to which a signal is sent does not reply, the signal shall be repeated at \nintervals of not less than 20 seconds until reply is received.\n14.07 Train Signal Register:-\n(1) A Train Signal Register shall be kept by the Station Master or under his orders.\n(2) All signals received or sent on the electrical block instruments and the timings of \nreceipt and despatch shall be entered therein, immediately after acknowledgement, \nby the person operating the block instrument.\n(3) The timings entered in the register shall be the actual timings, except that any fraction \nof a minute shall be counted as one.\n(4) All entries in the register shall be made in ink.\n(5) No erasure shall be made in the register, but if any entry is found to be incorrect, a \nline shall be drawn through it, so that it may be read at any time and the correct entry \nshall be made above it.\n(6) The person who keeps the register for the time being shall be responsible for all entries \nmade therein and for correctly filling in each column thereof.\nS.R. 14.07/1 : Train Signal Register:- The Specimens of Train Signal registers for single line and \ndouble line are given in the Block Working Manual.\nS.R. 14.07/2 : When an entry is found to be incorrect, corrections made vide G.R.14.07 (5) should \nbe initialled by S.M. on duty.\nS.R. 14.07/3 : The Station Master, who makes any entry for a train shall continue on duty till all \nentries affecting that train are completed. By this is meant that the person who gives permission \nfor a train to enter the Block Section shall remain on duty till the train has arrived and “Train-out-\nsection” signal has been given and acknowledged. The person who receives permission for a train \nto enter the Block Section shall also remain on duty till the “Train-out Section” Signal is received \nand acknowledged.\nS.R. 14.07/4 : In the case of a Material Train working in the Block Section or a train that has been \ndisabled in the Block section or a train which cannot proceed due to impassable obstruction. S.R. \n14.07/3 need not be observed but the entry in the Train Signal Register shall be initialled by both. \nAn entry shall also be made in the diary and initialled by both.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 281, + "text": "CHAP. XIV) BLOCK WORKING\n255\nS.R. 14.07/5 : Keeping of Train Signal Register: The date at the top of the page will be at the date \nof the first entry on the page. When going off duty, the Station Master must enter into the train Signal \nRegister “Relieved hrs. date_______”, sign his name and draw a line across the book below his \nsignature.\nThe relieving Station Master will first inspect the instrument and Train Signal Register and see \nthat the indications on the instruments correspond with the entries in the Train Signal Register and \nthat all is in order. When he is satisfied, he will enter below the line “Taken over____________hrs. \ndate____________” and sign the full name.\nS.R. 14.07/6 : Receipt and disposal of Train Signal Registers:- On receipt, Station Master will \ncheck the pages of the Train Signal Register and, if correct, sign a certificate on the first page to this \neffect. Books not in use must be kept locked. \n14.08 Authority to proceed:- The Loco Pilot shall not take his train from a block station \nunless he has been given an authority to proceed:-\n(a) on the double line, by the taking “off” of the last Stop signal, and\n(b) on the single line, either-\n(i) by a token for the block section, taken from an electrical block instrument, \nor\n(ii) by a Line Clear Ticket duly signed by the Station Master, or\n(iii) by any document prescribed in this behalf by special instructions, or\n(iv) by the taking ‘off’ of the last Stop signal in lieu of tangible authority as \nmentioned in sub-clauses (i) to (iii) on sections provided with electrical \nblock instruments of tokenless type or track circuits or axle counters.\n14.09\t Loco\tPilot\tto\texamine\tauthority\tto\tproceed:-\n(1) The Loco Pilot shall ensure that the authority to proceed given to him is the proper \nauthority under the system of working and refers to the block section he is about to \nenter, and if the said authority is in writing that it is complete and duly signed in full \nand in ink.\n(2) If the conditions mentioned in sub-rule (i) are not complied with, the Loco Pilot shall \nnot take the train past or start from the station until the mistake or the omission is \nrectified.\n14.10 Conditions for closing the block section:-\n(1) When block section has been cleared by the arrival of the train or by the removal of \nthe cause of blocking, the block section shall be closed by the block station in advance \nby giving the prescribed bell code signal.\n(2) Before such signal is given, the Station Master shall satisfy himself as per prescribed \nspecial instructions.\n(a) that the train has arrived complete, or the cause of blocking the section has \nbeen removed, and\n(b) that the conditions under which Line Clear can be given, are complied with.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 282, + "text": "CHAP. XIV) \nBLOCK WORKING256\n(3) The provision of clause (b) of sub -rule (2) may be relaxed at class ‘A’ single line \ncrossing stations. In such cases, the Station Master shall satisfy himself that the train \nis standing at its Starter clear of the line on which the second train is to run.\n(4) Where in a section, a block proving axle counter or continuous track circuiting \nbetween block station and complete track circuiting of station section excluding non-\nrunning lines of the receiving station is installed and is functioning and there is clear \nindication of clearance of block section as well as complete arrival of the train as per \nindication given, It would be taken as assurance for complete arrival of the train to \nthe Station Master.\n14.11\t Responsibility\tof\tStation\tMaster\tas\tto\tauthority\tto\tproceed:-\n(1) An authority to proceed shall not be given to the Loco Pilot until the procedure \nprescribed for the purpose, so far as it is applicable in the particular case, has been \nfollowed.\n(2) An authority to proceed shall not be given to the Loco Pilot except by the Station \nMaster or by some railway servant appointed in this behalf by special instructions.\n(3) The Station Master shall see that the authority to proceed given to a Loco Pilot is \naccurate and that, when it is in writing, it is complete and is signed in full and in ink.\n(4) If the train stops at the station and is waiting to cross another train, the authority to proceed \nshall not be given to the Loco Pilot until the whole of the latter train has arrived and is clear \nof the running line for the former train.\n(5) If two engines are coupled together or if one engine is in front and another in rear \nof the train, the authority to proceed shall be given to the Loco Pilot of the leading \nengine.\nS.R. 14.11/1 :- The authority to proceed may be given to the Loco Pilot by any railway servant on \nduty under instructions of the Station Master.(Detailed instructions are given in the Block Working \nManual).\n14.12\t Special\tresponsibility\tas\tto\telectrical\ttoken\tinstruments\tand\tto\tthe\ttoken:-\n(1) The Station Master shall be responsible to ensure that -\n(a) no one but himself operates the electrical block instruments.\n(b) the procedure regarding bell signals and, in addition any communication made by \nelectrical communication instruments including the use of a private number, as laid \ndown under special instructions, is correctly carried out.\n(c) in the case of stopping trains, the incoming token is surrendered by the Loco Pilot \nbefore an outgoing token is delivered to him.\n(d) when he receives the token of an incoming train, it is put in the electrical block \ninstrument immediately, and\n(e) no one except the person authorised by special instructions opens the electrical block \ninstruments.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 283, + "text": "CHAP. XIV) BLOCK WORKING\n257\n(2) (a) A token shall not be taken out of an electrical block instrument earlier than necessary \nand when taken out, its number shall be recorded in the Train Signal Register, and it \nshall be kept in the personal custody of the Station Master till issued to a Loco Pilot \nor returned to the instrument.\n(b) On arrival of the train at the block station in advance, the Loco Pilot shall give up the \ntoken in accordance with special instructions, and this token shall then be placed in \nthe electrical block instrument at that station.\n(c) If the train has to return to the block station from which it started, the token shall, \non such return, be replaced in the electrical block instrument from which it was \nextracted.\nS.R. 14.12/1 :- Details of use of private numbers as laid down in Block Working Manual shall be \nfollowed.\nS.R. 14.12/2 :- Electric Signal Maintainer authorised to do so and the SSE (sig.) incharge of the \nsection are authorized to open the Electrical Block Instruments.\n14.13 Failure of electrical block instruments or track circuits or axle counters:-\n (1) If the electrical block instruments, track circuits or axle counters or their electric \nconnections fail, Line Clear shall be obtained through the electrical communication \ninstruments.\n (2) When Line Clear has been so obtained, an entry to that effect shall be made in \nthe Train Signal Register, and the train may be allowed to proceed on the issue of a \nwritten authority to proceed, which shall also bear a remark to that effect.\n14.14 Closing of Intermediate Block Post:- If the electrical block instruments provided \nat the stations on either side of an Intermediate Block Post or the track circuiting \nprovided beyond the last Stop signal, or the axle counters provided at either end of \nblock section fail, the Intermediate Block Stop signal shall be treated as defective and \nthe Intermediate Block Post shall be deemed to be closed and the section between the \nstations on either side of the Intermediate Block Post shall be treated as one block \nsection.\n C. Block Stations at which Electrical Block Instruments are not provided\n14.15 Transmission of signals:- For the working of trains at such stations where electrical \nblock instruments are not provided, signals as prescribed under special instructions \nshall be transmitted, as occasion may require, on the electrical communication \ninstruments.\nS.R. 14.15/1 : Detailed instructions regarding working of trains at such stations where Electrical \nBlock instruments are not provided, are included in the Block Working Manual.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 284, + "text": "CHAP. XIV) \nBLOCK WORKING258\n14.16 Train Signal Register:- The Train Signal Register referred to in Rule 14.07 shall also \nbe maintained at block stations where block instruments are not provided.\n14.17 Forms\tfor\tmessages\tand\twritten\tauthority\tto\tproceed:-\n(1) All messages despatched in connection with the working of trains, and all written \nauthorities to proceed, shall be written on forms specifically provided for the purpose \nby the Railway Administration.\n(2) Such forms shall be bound up in books and kept at each block station by the Station \nMaster, or by some railway servant appointed in this behalf by special instructions.\nS.R. 14.17/1 : Details of various forms for the purpose of G.R. 14.17, as laid down in the Block \nWorking Manual shall be followed.\n14.18 Distinction of messages:-\n(1) Every message despatched in connection with the working of a train shall distinctly \ndescribe the train to which it relates.\n(2) For every train a separate inquiry and reply shall be sent.\n14.19 Writing and signing of messages and written authorities to proceed:-\n(1) All messages despatched in connection with the working of trains, and all written \nauthorities to proceed, shall be written up in ink and signed by the person authorised \nto despatch or issue the same.\n(2) No message or written authority to proceed shall be written out, either in full or in \npart, or signed, until necessary.\n14.20 Completion of messages:- No part of any message shall be despatched or acted upon \nuntil the whole message has been written out except with a view to the presentation of \nan accident, or in some other case of emergency.\n14.21 Preservation of message and written authorities to proceed:- Message and written \nauthorities to proceed shall be destroyed at such time after issue as may be prescribed \nby special instructions.\n Provided that no message or written authority to proceed shall be destroyed before \none month after issue.\n14.22 Cancellation of Line Clear:- On a single line when a Line Clear has been cancelled, \nno train shall be allowed to leave in the opposite direction until a message has been \nreceived acknowledging such canc ellation and stating that the train for which the \nLine Clear has been given is and shall be detained.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 285, + "text": "CHAP. XIV) BLOCK WORKING\n259\n14.23 Loco Pilot to have authority to proceed:- The Loco Pilot shall not take his train \nfrom a station unless he has in his possession, as his authority to proceed, a Line Clear \nTicket duly signed by the Station Master.\n14.24 Authority to proceed: when to be given to Loco Pilot:- An authority to proceed shall \nnot be given to the Loco Pilot until the procedure prescribed for the purpose, so far \nas it is applicable in the particular case, has been followed.\nD. Line Clear Tickets\n14.25 Line Clear Tickets:-\n(1) When owing to failure or non-provision of electrical block instruments the authority \nto proceed is a Line Clear Ticket, it shall, except under special instructions, be in the \nfollowing form:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 286, + "text": "CHAP. XIV) \nBLOCK WORKING260\nThe line is clear and you are authorised to Proceed to ......... Station.\nTo The Loco Pilot of Train No ...............................................Up\ncleared section at\nout\nThe line is clear and you are authorised to proceed to ......... station.\nTo The Loco Pilot of Train No ....................................................Down\ncleared section at\nout\n(2) Each such ticket shall bear a serial number which shall be recorded in the Train \nSignal Register, the number for the Down direction being clearly distinguished from \nthose for the Up direction.\n(3) The ticket referred to in sub-rules (1) and (2) shall be printed on white paper with \nblue font. To distinguished paper line clear ticket for up and down directions, water \nmark arrow pointing ‘Up’ and ‘Down’ shall be printed on the ticket.\n E. Use and Operation of Block Working Equipment\n14.26 Use and operation of block working equipment:- The use and operation of electrical \nblock instruments shall be governed by special instructions to be issued with the prior \napproval of the Railway Board.\nS.R. 14.26/1 : Special instructions in regard to the use and operation of block working equipment are \nembodied in the Block Working Manual.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 287, + "text": "Chapter XV\nPERMANENT WAY AND WORKS\nA. Railway Servants Employed on the Permanent Way or Works\n15.01 Conditions of Permanent Way and Works:- Each Inspector of Way or Works shall be \nresponsible for the condition of the permanent way and works under his charge.\n15.02 Maintenance of line:- Each Inspector of Way or Works shall see-\n\t(a)\t that\this\tlength\tof\tline\tor\tworks\tin\this\tcharge\tare\tefficiently\tmaintained,\tand\n\t(b)\t promptly\t report\tto\tthe\t‘Engineer-in-charge’\tall\taccidents\tto,\tor\tdefects\tin\tthe\t\nway\tor\tworks,\twhich\the\tconsiders\tlikely\tto\tinterfere\twith\tthe\tsafe\trunning\tof\t\ntrains,\tat\tthe\tsame\ttime\ttaking\tsuch\taction\tas\tmay\tbe\tnecessary\tto\tprevent\t\naccidents.\n (c) Planned maintenance and asset repair or replacement or creation work shall be \nexecuted in accordance with the “Rolling Block Programme”.\n\t\t Explanation:-\t For\tthe\tpurpose\tof\tthis\tclause,\t“Rolling\tBlock\tProgramme”\t\nmeans\tadvance\tplanning\tof\ttraffic\tblocks\tor\tdisconnections\t(civil\tor\telectrical\t\nor\tsignal\t&\ttelecommunication\tetc.\tincluding\tnon-interlocked\twork)\tover\ta\t\nspecified\tduration\tupto\t52\tweeks,\trequired\tfor\tmaintenance\tand\tasset\trepair\tor\t\nreplacement\tor\tcreation\twork,\t\tto\tbe\tprepared\ton\ta\trolling\tbasis\tby\tadding\tone\t\nweek\tplan\tevery\tweek\tby\treviewing\tthe\toutput\tof\tthe\timmediate\tpreceding\tweek\t\nand planning for the remaining weeks ahead.’\nS.R. 15.02/1 : A SE P .Way or Works, who receives a report about a defect in permanent-way or \nworks, shall immediately inspect way or works and take all possible measures to ensure the removal \nof defects found and shall take action as indicated in GR. 15.02.\n15.03 Keeping of material:- Each Inspector of Way or Works shall see to the security of all \nrails,\tchairs,\tsleepers,\tand\tother\tmaterial\tin\this\tcharge,\tand\tensure\tthat\tsuch\tof\tthe\t\nsaid articles are not actually in use are properly stacked clear of the line so as not to \ninterfere with the safe running of trains.\nS.R. 15.03/1. The stock of permanent-way materials, tools, etc., not in use, shall not be left unguarded.\n15.04 Inspection of Permanent Way and Works:-\n(1)\t Every\t portion\tof\tthe\tpermanent\tway\tshall\tbe\tinspected\tdaily\ton\tfoot\tby\tsome\trailway\t\nservant\tappointed\tin\tthis\tbehalf\tby\tspecial\tinstructions-\n\t Provided\t that\tthe\tinterval\tbetween\tsuch\tinspections\tmay,\tunder\tapproved\tspecial\t\ninstructions,\tbe\tincreased\tto\tonce\tin\ttwo\tdays\tin\tthe\tcase\tof\tlines\twith\tlight\tand\t\ninfrequent\ttraffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 288, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n262\n(2)\t All\t bridges\tand\tworks\tincluding\tsignals,\tsignal\twires,\tinterlocking\tgear,\tpoints\tand\t\ncrossings,\toverhead\tequipment\tand\tany\tother\tequipment\taffecting\tthe\tsafety\tand\t\nworking of trains shall be inspected regularly in accordance with special instructions.\nS.R. 15.04/1 : The special instructions referred to in the General Rule 15.04 (2) are laid down in the \nrespective manuals and codes.\nS.R. 15.04/2 : SE(P .Way) to trolly over their length:- SE(P .Way) must trolly over the running lines on \ntheir length at least twice a week. During these inspections the condition of bridges, cuttings, level \ncrossings, fastenings besides that of the permanent way must be attended to.\nS.R. 15.04/3 : Inspection of signals and interlocking:- SE (Sig.) must inspect all the mechanical \nand electrical signals and interlocking apparatus and must make a night inspection of signal lights \nonce a month.\n15.05 Patrolling of lines:-\n(1)\t In\t addition\tto\tthe\tinspection\treferred\tto\tin\tRule\t15.04,\twhenever\tany\tportion\tof\t\na\trailway\tis\tlikely\tto\tbe\tendangered\tby\tabnormal\tconditions\tsuch\tas\theavy\trains,\t\nbreaches,\tfloods,\tstorms\tand\tcivil\tdisturbances,\tline\tshall\tbe\tpatrolled\tin\taccordance\t\nwith special instructions.\n(2)\t When\t a\trailway\tservant\tdeputed\tto\tpatrol\tthe\tline\tnotices\tany\tcondition\tlikely\tto\taffect\t\nthe\tsafety\tof\ttrains\tor\totherwise\tapprehends\tdanger,\the\tshall\ttake\taction\tin\taccordance\t\nwith special instructions prescribed for the purpose to protect the obstruction on line \nand thereafter Inform the nearest Station Master by the most expeditious means.\n See also General Rule 3.62.\nS.R. 15.05/1 : Weather Warning and patrolling of line:-\n(A) Weather Warning :- Arrangements exist with the Meteorological Department of Government \nof India for issuing messages of warning whenever storms, gales or heavy rainfall are \nexpected.\n The Station Master on duty on receiving a message regarding the weather warning will \nimmediately pass on the information to the A.E.N., SE(P .Way), or the Mate, as the case \nmay be, and obtain his acknowledgement. The mate at the station on receiving the warning \nmessage will depute two reliable gangmen for alerting gangs between stations on either \nside.\n(B) Patrolling of the line :- (i) Detailed instructions for patrolling the line including bridges \netc., as also the duties of the patrolmen and others concerned are issued by the Engineering \nDepartment to all concerned.\n(ii) Patrol Charts - Patrol charts for each section where patrolling is required to be carried \nout, will be prepared by the Divisional Engineer after the publication of the Time Table to \ncome into force from 1st July according to the instructions in force. Copies of these patrol \ncharts together with a statement showing places where Loco Pilots, when running to time, \nmay expect to pass patrolmen, shall, in addition to others concerned, be supplied to the \nLoco Foreman concerned for information of the Loco Pilots. This would enable the Loco \nPilots to know where to expect patrolmen, as they can then proceed with confidence when \nthe men are present and be cautious when men are found absent.\n(iii) Patrol Books - (1) Patrol Books containing a sufficient number of pages should be supplied \nto each patrolman with a tin case.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 289, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n263\n(2) The books shall be serially numbered to correspond with the number of the patrolman on \neach section. The first page of the book shall contain the name of the patrolman, kilometrage \nof the patrol section and its number. The remaining pages will contain columns for date, \nstation, time of arrival and departure and signature of Station Master on duty.\n(3) The Patrolman whose beat terminates at station shall present the patrol book in his \npossession to the Station Master on duty who will enter therein the time of arrival and \ndeparture and sign the book.\n Patrolmen at the meeting place of their beats will exchange their patrol books and return \nin accordance with their charts. In this way each patrol book will be conveyed from one \nstation to the other and back again.\n(4) If a patrolman on arrival at the end of his beat does not find the next patrolman to take \nover the book, he must proceed ahead until he meets him. The patrolman should report the \nabsence of any man from his beat to the Mate on the same day if he passes the gang quarter \notherwise the next day as early as possible.\n(5) The Station Master on duty will see that man come on duty fully equipped with their lamps \nwhich are trimmed and filled with oil and that they leave for their beats according to time.\n(6) If a patrolman, who is due to arrive at a station does not turn up at the appointed time or \ndoes not turn up at all, the Station Master on duty will take the following action :-\n(a) Stop run through train proceeding into the Block section;\n(b) advise the Station Master at the other en d of the section to take similar action and also \nadvise the Controller;\n(c) issue caution order on Form T/409 to all trains proceeding into the block section advising \nthe Loco Pilot to be on the alert and specify a speed restriction of 40 KMPH during the day \nwhen the visibility is clear and 15 KMPH during the night or when visibility is impaired.\n The Caution Order referred to under item (c) above will be issued until the patrolman from \nthe other end of the patrol section arrives at the station and reports that all is well. In cases \nwhere the patrolmen does not turn up at all, the Station Master concerned should initiate \naction to ascertain the reasons therefore.\n(7) Whenever a patrolman detects any damage to the line, he will immediately arrange to \nprotect the line with detonators and red signal lamps, and will arrange to send information \nto the nearest station or if cut off by an impassable obstruction, to the station in opposite \ndirection reporting the occurrence to the Station Master. He will also send information to \nthe Mate and SE(P .Way).\nThe Station Master receiving this advice will:-\n(a) stop trains entering block section;\n(b) advise the station master at the other end of the block section of the position; and\n(c) advise the Control and the other concerned. When subsequently he receives advice, \nthat the line is clear of obstruction and fit for train running, he will advise control \nand all other concerned immediately.\n(C) Vulnerable points:- All the vulnerable points will be required to be watched by static \npatrols, all such points being carefully selected by the D.E.N. All vulnerable points \n(including vulnerable bridges) will be provided with sign- boards fixed at a distance of 800", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 290, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n264\nmetres on either side of the vulnerable points. These sign boards will consist of 600 mm \nsquare board painted yellow and bearing 300 mm. high letter ‘P’ in black. Its height will \nbe 2150 mm. from rail level to the underside, and the post on which it is fixed should be \npainted with 300 mm. high bands painted in white and black. It should be so located that \nit falls within the beam of engine head light so that it can be easily spotted by the Loco \nPilot at night. When the Loco Pilot of the train comes across such a sign board, whether by \nday or by night, he will remain specially vigilant and be prepared at any moment to reduce \nthe speed of his train or stop, should he receive the signal from the static watchman or \npatrolman at site or should he himself observe any danger to the track. The rear of the sign-\nboard beyond the vulnerable point will indicate to the Loco Pilot that the vulnerable point \nhas been completely passed by his train and the letter ‘E’ 300 mm. high (Black on yellow) \nwill appear. The locomotive Loco Pilot s will be made aware of these instructions by the \nLoco/Traction Foreman of the Shed, which the DME/DEE(RSO) of the division will ensure. \nThese instructions will apply only during the period these sign-boards exist. The DEN’ s \nhave orders to fix these boards immediately before the monsoon and remove immediately \nafter the monsoon.\nP E\n`\n(D) Officers and Supervisors of Engineering and Transportation Departments during inspection \nof station should check station diaries to ensure the Station Master record correctly the \ntime of arrival and departure of patrolman as required vide item (B) (iii) (3) above.\nS.R. 15.05/2 : Patrolling of the line by Gangmate and Gangman during storm and heavy rain:- \nWhen there are sudden storms or heavy rain at any period during the year, the Mate and as many of \nhis men as are necessary must patrol the line by day and night, especially parts known to be weak, \nhigh banks which dam up water, bridges through which there is an abnormal flow of water and the \nends of cuttings. The SE(P .Way) shall ensure that such patrolling is carried out. Special directions for \nthe patrolling of sections with steep gradients or tunnels are contained in the Ghat Rules.\nS.R. 15.05/3 : The special instructions also include instructions as laid down in ‘Monsoon Instructions’ \nissued by the Pr. Chief Track Engineer, Northern Railway.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 291, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n265\n15.06\t Work\t involving\tdanger\tto\ttrains\tor\ttraffic:-\tA\tgang\tshall\tnot\tcommence\tor\tcarry\ton\tany\t\nwork\twhich\twill\tinvolve\tdanger\tto\ttrains\tor\tto\ttraffic\twithout\tthe\tprevious\tpermission\t\nof\tthe\tInspector\tof\tWay\tor\tWorks,\tor\tof\tsome\tcompetent\trailway\tservant\tappointed\tin\t\nthis\tbehalf\tby\tspecial\tinstructions;\tand\tthe\trailway\tservant\twho\tgives\tsuch\tpermission\t\nshall\thimself\tbe\tpresent\tto\tsuperintend\tsuch\twork,\tand\tshall\tsee\tthat\tthe\tprovisions\t\nof\tRules\t15.08\tand\t15.09\tare\tobserved.\tProvided\tthat,\tin\tcase\tof\temergency,\twhen\tthe\t\nrequirements\tof\tsafety\twarrant\tthe\tcommencement\tof\tany\tsuch\twork\tbefore\tthe\tsaid\t\nrailway\tservant\tcan\tarrive,\tthe\tGangmate\tmay\tcommence\tthe\twork\tat\tonce\tand\tshall\t\nhimself\tensure\tthat\tthe\tprovisions\tof\tRule\t15.09\tare\tobserved.\nS.R. 15.06/1 : Officials authorised to give permission to commence works:- These persons shall \nbe:-\n(a) A Signal Maintainer, whether Electrical or Mechanical, who has been granted a certificate \nof competency by Artisan School and declares that he understands all the relevant rules \nand instructions pertaining to his duties and is competent to undertake the work which \nmay necessitate interference with points, lock bars, detectors, signals etc. independently, \nmay also undertake such work except interference with the locking arrangement in an \ninterlocked lever frame. The certificate of competency shall be valid for period of four \nyears for a Signal Maintainer i.e. ESM/TCM/MSM/WTM & five years for JE/SE/SSE(S&T).\n In case the Signal Maintainer has less than 2 years residual service left before his scheduled \ndate of superannuation, the competency certificate may be renewed by the divisional officer \nnot below the rank of DSTE. The concerned officer should examine only one candidate in \na day to ensure proper quality & adequate time for examination.\n(b) A Permanent Way Mistry, holding written certificate issued by the Divisional Executive \nEngineer concerned that he knows and understands the General and Subsidiary Rules \nand instructions in the Way and Works Manual, relevant to the duties and the procedure \ninvolved and specially authorised for the purpose, may also undertake removal/renewal of \na rail or sleeper only. The certificate will be valid for three years from the date of issue and \nwill only be applicable to the particular section or sections mentioned therein.\n15.07\t Work\t in\tthick,\tfoggy\tor\ttempestuous\tweather\timpairing\tvisibility:-\tIn\tthick,\tfoggy\t\nor\ttempestuous\tweather\timpairing\tvisibility,\tno\trail\tshall\tbe\tdisplaced\tand\tno\tother\t\nwork\twhich\tis\tlikely\tto\tcause\tobstruction\tto\tthe\tpassage\tof\ttrains\tshall\tbe\tperformed,\t\nexcept in case of emergency.\n15.08 Precautions before commencing operations which would obstruct the line:-\n(1)\t\t\t No\t person\temployed\ton\tthe\tway\tor\tworks\tshall\tchange\tor\tturn\ta\trail,\tdisconnect\t\npoints\tor\tsignals,\tor\tcommence\tany\tother\toperation\twhich\twould\tobstruct\tthe\tline\t\nuntil\tStop\tsignals\thave\tbeen\texhibited\tand\twhere\tprescribed\tdetonators\tused;\tand\t\nif\twithin\tstation\tlimits,\the\thas\talso\tobtained\tthe\twritten\tpermission\tof\tthe\tStation\t\nMaster\tand\tall\tnecessary\tsignals\thave\tbeen\tplaced\tat\t‘on’.\n\t Provided\t that\tthe\texhibition\tof\tStop\tSignals\tmay\tbe\tdispensed\twith,\tif\tsuch\toperations\t\nare\tperformed\tor\tcarried\tout\tafter\tthe\tnecessary\tsignals,\tother\tthan\tAutomatic\tStop\t\nSignals,\thave\tin\taddition\tto\tbeing\tplaced\tin\tthe\t‘on’\tposition,\thave\tbeen\tdisconnected,\t\nso that s uch\tsignals\tcannot\tbe\ttaken\t‘off’\tagain\tuntil\tit\tis\tsafe\tto\tdo\tso\tand\tthe\t\ncorresponding\tadequate\tdistance\tbeyond\tsuch\tsignals\tis\tkept\tclear.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 292, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n266\n\t Provided\t further\tthat\twhen\tthe\tarea\tof\twork\tis\tcontrolled\tby\tAutomatic\tsignals,\t\nthe\trailway\tservant\tin\tcharge\tof\tthe\twork\tshall\tpost\ta\tcompetent\trailway\tservant\t\nat\tan\tadequate\tdistance\tin\trear\tof\tthe\tsite\tof\tthe\twork\tto\tstop\tand\twarn\tany\ttrain\t\napproaching\tthe\taffected\tarea.\n(2)\t No\t work\tinvolving\tremoval\tof\tany\trail\tfrom\tthe\ttrack\tshall\tbe\tundertaken\twithout\t\ntraffic\tblock,\texcept\tas\tprovided\tin\tsub\trule\t(3).\n(3)\t In\t emergent\tcases,\tthe\tengineering\tofficial\tnot\tbelow\tthe\trank\tof\tJE/SE(P.Way),\t\nundertaking\tsuch\toperations\tshall\tfirst\tbring\tthe\ttrain\tto\tstop\tand\tadvise\tthe\tLoco\t\nPilot of the train about the need to stop the train through a written memorandum. \nThe\tengineering\tofficial\tshall\tsimultaneously\tarrange\tto\tsend\ta\tmessage\tto\tthe\tstation\t\nmaster\tfor\tthe\tneed\tto\tblock\tthe\ttrack\tand\tobtain\twritten\tconfirmation\tof\tthe\tsame.\t\nIn\tsuch\temergent\tcases,\twork\tshall\tbe\tcommenced\tonly\tafter\tadvising\tthe\tLoco\tPilot\t\nand bringing the train to a stop.\nS.R. 15.08/1 :\n(a) The SE or the person incharge of the work shall, before taking in hand any disconnection \nof points, signal lock bars, or detector etc. will advise & take permission of SM in writing \non form T/351. After the work has been completed and the disconnected gear reconnected \nhe will again give written notice on the prescribed form to the Station Master and obtain \nhis written acknowledgement.\n(b) In the interval between disconnection and reconnection, if it is necessary to pass train or \nperform any shunting movement the Station Master on duty must advise the SE (Sig.) or the \nperson incharge of the work, by a memo stating in which position the points are to be set. \nThe Station Master or other authorised staff on this behalf, shall with the permission of the \nSE (Sig.) or the person incharge of the work, then arrange to set and clamp the points in \nthe desired position making it safe for the passage of the trains. It shall be the duty of the \nStation Master or any authorised person on this behalf to see that the points are set and \nclamped for the correct route and then put his padlock on the clamp so as to prevent any \ninterference therewith subsequently until the completion of the train or shunting movement, \nas the case may be. The padlock or clamp should be removed by the Station Master, or the \nauthorised person, after completion of the train or shunting movement, and then the SE \n(Sig.) or the person incharge the work can resume work on the gear.\nS.R. 15.08/2 : Acquaintance with the Movement of Trains. The Official referred to in S.R. 15.06/1 must \nstudy the Working Time Table and special train notices so that they may be thoroughly acquainted \nwith the timings of trains on sections concerned where works are to be undertaken.\nS.R. 15.08/3 : Works Requiring Total Block of line in a Station Yard:-\n(a) Work involving the removal of rails, renewal of switches, crossing or sleepers or any work \nwhich will affect the safe working of trains in station limits, must not be commenced by the \nEngineering officials in-charge of the work without previous advice in writing to the Station \nMaster on duty and except in an emergency in the case of interlocked points, to the SE (Sig.)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 293, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n267\nas well. Acknowledgment of the Station Master must be received before commencement of \nwork. Such acknowledgement shall not be given until the relevant signals have been placed \nat ‘ON’.\n(b) Before commencing w ork on a line w hich can be isolated from other running lines, the \nEngineering Official should ensure that the line has been isolated and retain the keys of the \nlocking devices in his possession. Where isolation is effected by the setting of points, they \nmust be locked by means of clamps or bolts and cotters by engineering officials. \n(c) Before commencing work on a line which cannot be isolated from other running lines, the \nEngineering officials should provide the prescribed hand signals, detonators and banner \nflags, at point not less than 30 metres on both sides of the work.\n(d) On completion of the work, the SE(P .Way) shall issue a notice of cancellation in writing to \nthe Station Master and, where necessary, to the signal and Interlocking Inspector as well.\n(e) If it becomes necessary to pass a train during the time the works is in progress or when \npoints are disconnected, the engineering official in charge of the work will be responsible \nfor restoring the track to a condition to ensure the safe passage of the train and will give a \nwritten assurance to the Station Master that he has done so. The Station Master will then \nbe responsible to ensure that the points are correctly set and locked as required by rules \nfor the passage of the train. The engineering officials shall not again interfere with the \ntrack until he has received a written intimation from the Station Master that work may be \nresumed.\nS.R. 15.08/4 : Works requiring total block of the line between stations:-\n(a) Works requiring total block- \n(1) Work of breaking permanent way shall be done under block protection.\n(2) On sections where the traffic position permits, even casual renewals of rails may preferably \nbe carried out under protection of block. If for any reasons, it is not possible to carry out \nthe work under ‘Block Protection’ the work should be done under the supervision of an \nofficial not lower in rank than P .W. Mistry who should be equipped with a field telephone \nto keep in touch with control and to ascertain the position of trains.\n(3) In all cases on relaying/renewal of track on the approach to a bridge or on a high \nembankment exceeding 2 metres in height, engineering block must be imposed.\n(b) Preliminary arrangements for imposing the Block-\n(1) Except in very urgent cases, arrangements for blocking the line between stations must \nbe discussed by the Sr.DEN/DEN with the Sr.DOM/DOM some time before the block is \nimposed. The designation of the Engineering official who will impose and remove the block \nmust also be decided at the same time.\n(2) The Sr.DOM/DOM will then issue instructions to the Station Master on each side of the \nsection which may be blocked and Station Master of the train orginating stations concerned, \nstating the dates and the time during which the section is to be blocked, the number of the \nlast train, which is to pass over the section, before the block is imposed on each occasion, \nthe trains which must be cancelled because of the block and any other particulars, and will \nconclude by stating which engineering official will impose and remove the block on each", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 294, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n268\noccasion. The instructions are to be issued by letter, if there is time. The instructions must \nbe acknowledged by those to whom these are issued.\n(3) A block must always be imposed in relation to the passing of a particular train.\n(4) In an emergency, when there is no time to refer to the Sr.DOM/DOM, or when the block \nwill not interfere appreciably with traffic, the Station Master (after consulting control, if \non a controlled section) will arrange direct with the official requiring the block.\n(c) Procedure for actual imposition of the Block - \n(1) The Engineering Official who is to block the line will issue a message to the Station Master \non both sides of the block section to be blocked copy to ‘Control’ or, on a non- controlled \nsection, to the Sr.DOM/DOM, the Sr. DEN/DEN and the Loco/ Traction Foreman or \nShedman Incharge of the sheds concerned, advising them of the time from which the block \nis to be imposed and asking for an acknowledgement from each, as in the following example \n(official abbreviations to be used) :\nFrom Section Engineer (P .Way)\n..................................................\n To, Station Masters .....................and ..................... copy to Control and Sr.DEN…...........…..\nLocomotive Foreman.................. and Shedman incharge.........No. 4 Up line between........... \n............... and .................will be blocked after arrival of 9 Up of date at…………......Reasons changing \ndamaged rail. Acknowledge.\n(2) On receipt of the Engineering official’ s advice, the Station Masters at either end of the \nblock section which is required to be blocked will check with each other the particulars of \nthe message received to ensure that the information received by both of them is the same. \nEach of them will then acknowledge receipt of message to the Engineering official giving \ncopy to the Station Master at the other end of the block section as per following example \nand arrange the block:-\n From To\n Station Master, SE(P .Way) .............................................\n Copy to Station Master............................\n Control....................................................\n No. 24. Your No. 4 received at ................. Up line between .................. and ............ will be \nblocked after arrival of 9 Up of date at ......................\n(3) On receipt of this message, the Station Master of the Station from which the blocking \nmessage was transmitted, will block the line, i.e., block back or block forward the line, as \nthe case may be, in accordance with the procedure laid down in the Block Working Manual. \nStation Master will record “Block Back/Block forward” in the Train Signal Register \nendorsing time and reasons for blocking the line. The advice from the Engineering official \nor any other advice in conne ction with the block must be attached to the Train Signal \nRegister or line clear enquiry book.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 295, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n269\n(d) Procedure for removal of the block -\n(1) Block back/Block forward must not be removed until the advice of removal of the block by \nthe Engineering official is received by the Station Master.\n(2) When removing a block, the Engineering official responsible will send a joint message \nto the Station Masters on both sides of the Block Section that has been blocked copy to \n‘Control’ or, if a non-controlled section, to the Sr.DOM/DOM, the Sr.DEN/DEN and the \nLocomotive Foreman or the Shedman incharge of the sheds concerned, advising them that \nthe block has been removed and asking for an acknowledgement. The message must be \nworded as follows, but official abbreviations will be used.\n From To\n SE(P .Way) Station Master ................\n Copy to Control and Divl.\n Supdt. Engineer ...................\n Loco Foreman ...................... and\n Shedman Incharge ...............\n No. 6 Block between ........................ and ........................ removed at ........................ \nAcknowledgement.\n(3) The Station Master at either end of the Block section concerned will acknowledge receipt \nof the message, each giving copy to other Station Master as per example below :-\n From To\n Station Master, SE(P .Way) ..............................................\n Copy to the Station Master ....................\n Control ...................................................\n No. 26. Your No. 6, received at ................................................. notifying the removal of \nblock between ................... and ......................... at ................................... Hrs. is Noted.\n(4) On receipt of this acknowledgement message, the Station Master, who originally imposed \nthe block will remove it in accordance with the procedure laid down in the Block Working \nManual. Station Masters will record “Block back/Block Forward removed at.....................\n..............” in the Train Signal Register.\n Control or the Sr. Divl. Optg. Manager./Divl. Optg. Manager. must advise the Station \nMaster of train originating stations when block is finally removed.\n(5) If the official, who should remove the block is, for any reasons unable to do so personally, \nthis may be done by the official of the Engineering Branch, who is incharge of the work for \nthe time being.\n15.09 Showing of signals:-\n(1)\t Whenever due\tto\tlines\tbeing\tunder\trepair\tor\tdue\tto\tany\tother\tobstruction\tit\tis\t\nnecessary\tto\tindicate\tto\tthe\tLoco\tPilot\t\tthat\t\the\thas\tto\tstop\tor\tproceed\tat\ta\trestricted\t\nspeed,\tthe\tfollowing\tsignals\tshall\tbe\tshown\tand,\twhere\tprescribed,\tdetonators\tused,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 296, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n270\nif on a double line\tin\tthe\tdirection\tfrom\twhich\ttrains\tapproach,\tand\tif\ton\ta\tsingle\tline\tin\t\neach direction -\n(a)\t When\t the\ttrain\tis\trequired\tto\tstop\tand\tthe\trestriction\tis\tlikely\t\tto\tlast\tonly\tfor\ta\tday\tor\t\nless\t-\tA\tbanner\tflag\tshall\tbe\texhibited\tat\ta\tdistance\tof\t600\tmetres\ton\tthe\tBroad\tGauge\t\nand 400 metres on the Metre Gauge and the Narrow Gauge and three detonators \nshall\tbe\tplaced,\t10\tmetres\tapart,\tat\ta\tdistance\tof\t1200\tmetres\ton\tthe\tBroad\tGauge\t\nand 800 metres on the Metre and the Narrow Gauge from the place of obstruction. \nIn\taddition,\tStop\thand\tsignal\tshall\tbe\tshown\tat\ta\tdistance\tof\t30\tmetres\tfrom\tthe\t\nplace\tof\tobstruction,\tat\tthe\tbanner\tflag\tand\tat\ta\tdistance\tof\t45\tmetres\tfrom\tthe\tthree\t\ndetonators. The railway servant\tat\tthe\tplace\tof\tobstruction\tshall\tgive\tproceed\thand\t\nsignal\tto\tindicate\tto\tthe\tLoco\tPilot\twhen\the\tmay\tresume\tnormal\tspeed\tafter\tthe\ttrain\t\nhas been hand-signalled past the place of obstruction.\n(b)\t When\t the\ttrain\tis\trequired\tto\tstop\tand\tthe\trestriction\tis\tlikely\t\tto\tlast\tfor\tmore\tthan\t\na day:- A stop indicator shall be exhibited at a distance of 30 metres from the place \nof obstruction and a caution indicator at 1200 meters on the Broad Gauge and 800 \nmetres on the Metre Gauge and the Narrow Gauge from the place of the obstruction. \nIn\taddition,\ttermination\tindicators\tshall\tbe\tprovided\tat\tthe\tplace\twhere\ta\tLoco\tPilot\t\nmay resume normal speed.\n(c)\t When\t the\ttrain\tis\tnot\trequired\tto\tstop\tand\tthe\trestriction\tis\tlikely\tto\tlast\tonly\tfor\ta\t\nday or less:- Proceed with caution hand signals shall be exhibited at a distance of 30 \nmetres and again at a distance of at least 800 meters from the place of obstruction. \nThe\tdistance\tof\t800\tmetres\tshall\tbe\tsuitably\tincreased\tby\tspecial\tinstructions,\twhere\t\nrequired.\tThe\trailway\tservant\tat\tthe\tplace\tof\tobstruction\tshall\tgive\tProceed\thand\t\nsignal\tto\tindicate\tto\tthe\tLoco\tPilot\twhen\the\tmay\tresume\tnormal\tspeed\tafter\tthe\ttrain\t\nhas been hand-signalled past the place of obstruction.\n(d)\t When\t the\ttrain\tis\tnot\trequired\tto\tstop\tand\tthe\trestriction\tis\tlikely\tto\tlast\tfor\tmore\t\nthan a day:- A speed indicator shall be exhibited at a distance of 30 metres from the \nplace of obstruction and again a caution indicator at a distance of at least 800 metres \nfrom the place of obstruction. The distance of 800 meters shall be suitably increased \nby\tspecial\tinstructions,\twhere\trequired.\tIn\taddition,\ttermination\tindicators\tshall\tbe\t\nprovided\tat\tthe\tplace\twhere\ta\tLoco\tPilot\tmay\tresume\tnormal\tspeed.\n(2) In case the place of obstruction is within station limits:-\n(a)\t the\t provision\tof\tsub-rule\t(1)\tmay\tbe\tdispensed\twith\tif\tthe\taffected\tline\thas\tbeen\tisolated\t\nby setting and securing of points or by securing at ‘ON’ the necessary manually \ncontrolled\tStop\tsignal\tor\tsignals,\tand\n(b) approach signals shall not be taken ‘OFF’ for a train unless the train has been brought \nto\ta\tstop\tat\tthe\tfirst\tStop\tsignal,\texcept\tin\tcases\twhere\tthe\tLoco\tPilot\thas\tbeen\tissued\t\nwith\ta\tCaution\tOrder\tat\ta\tstation\tin\trear,\tinforming\thim\tof\tthe\tobstruction\tand\tthe\t\ndetails thereof.\n(3)\t If\t the\tplace\tof\twork\tis\tsituated\tin\tAutomatic\tSignalling\tterritory,\tand\tif\tthe\tdistance\t\nbetween the place of obstruction and the Automatic signal controlling the entry of \ntrain in the signalling section concerned is less than 1200 meters on the Broad Gauge", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 297, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n271\nand 800 metres\ton\tthe\tMetre\tGauge\tand\tprovided\tthe\tAutomatic\tsignal\thas\tbeen\tsecured\t\nat ‘ON’ -\n(a)\t the\t banner\tflag\tand\tthree\tdetonators\treferred\tto\tin\tclause\t(a)\t\tof\tsub-rule\t(1)\tmay\tbe\t\nprovided\tat\t90\tand\t180\tmetres\trespectively;\tand\n(b) the caution indicator referred to in clause (b) of sub-rule (1) may be dispensed with.\n(4) The shapes and sizes of the indicators referred to in clauses (b) and (d) of sub-rule (1) \nmay be prescribed by special instructions.\nS.R. 15.09/1 :\n(a) Works requiring speed restrictions within Station limits:- When undertaking any work \nwithin station limits which may involve danger to trains and traffic, without the need for \nimposition of a total block of the line, the Engineering officials responsible under S.R. \n15.6/1 shall take action as per para V of Appendix ‘A’. In addition, he shall also advise \nexcept in the case of an emergency, the SE (Sig.) where interlocked points are concerned.\n(b) Caution orders shall be issued as per Appendix ‘A’.\n(c) Except in an emergency, the advice should be issued by the Engineering official incharge \nof the work at least one day before the work is to be undertaken so that all Loco Pilot s \nleaving the sheds concerned may be informed in time.\n(d) During the execution of any work within Station Limits which obstructs or may obstruct \nany running line/lines and create unsafe conditions dangerous to running of the trains all \nnecessary signals must be kept at ‘ON’ in terms of G.R. 15.08. When the work is over but \nthe need for cautious driving continues to exist within station limits and the Loco Pilot of \nan approaching train could not be informed of such restriction through a caution order \nat the previous station the approach signals should be kept at ‘ON’ and the train received \nonly after it has been brought to a stand at the first stop signal. When the necessary caution \norder has been served on a Loco Pilot at previous station, the Warner/distant signal may \nbe taken off at an interlocked station for a run through train provided the Block Section \nahead is clear and permission to approach has been obtained from the block station in \nadvance.\nS.R. 15.09/2 : Works requiring speed restriction outside station limits:-\n(a) When undertaking any work which may involve danger to train and traffic outside station \nlimits without the imposition of engineering block, the engineering official under S.R. \n15.08/2 shall take action as per para V of Appendix ‘A’ and advise also, except in the case \nof an emergency, the SE(Sig.) where interlocked points in mid-section are concerned.\n(b) Caution orders shall be issued as laid down in Appendix ‘A’ :-\n(c) Except in an emergency, the advice should be issued by the Engineering official at least \none day before the commencement of the work so that Loco Pilot s leaving the sheds may \nbe advised in time.\n(d) In the case of work which can be completed by sunset of the day on which it is commenced, \nthe engineering official in charge of the work must arrange to take the following steps :-\n(i) Post a Flagman with hand signals at a point not less than 30 metres in rear of the work.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 298, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n272\n(ii) Post an another Flagman with hand sign als and place a banner flag across the line at a \npoint not less than 600 metres on Broad Gauge or 400 metres on Metre Gauge and Narrow \nGauge in rear of the site of work.\n(iii) Depute a Flagman with hand signals and detonators at a point not less than 1200 metres \non the Broad Gauge or 800 metres on Metre Gauge and Narrow Gauge in rear of the site \nof work. The Flagman must fix 3 detonators on the line about 10 metres apart and take his \nstand at a place from which he can obtain a clear view of an approaching train.\n(iv) At places where there are curves or falling gradient and at times of poor visibility, the \ndistances laid down in sub-para (i), (ii) and (iii) may be suitably increased wherever \nnecessary and intermediate Flagman posted to relay hand signals.\n(v) On single line the steps described in (i) to (iv) above shall be taken on both sides of the site \nof the work.\n(vi) For intermediate tracks on triple or multiple lines, Engineering Indicators should be \nfixed between tracks within 300 mm. from rail level to avoid infringement of Standard \ndimensions.\n(vii) If it is necessary to stop an approaching train, the Flagman farthest from the site of the \nwork must show a danger hand signal to the train. The Loco Pilot of an approaching \ntrain must come to a stop on seeing the danger hand signal shown by the Flagman at the \npoint farthest from the site of work. After the train has come to a stand, the Flagman must \nremove the detonators and allow the train to proceed by showing “Proceed with Caution” \nhand signal.\n When the train has passed, the Flagman shall at once replace the detonators and continue \nto show danger hand signal towards the direction from which the train will approach.\n If train can be permitted to pass over the site of work at reduced speed, the Flagman at the \npoint farthest from the work must exhibit a caution hand signal to the approaching train. \nOn single line section when a train is approaching from the other direction after passing \nthe site of work, this Flagman shall remove the detonator and allow the train to pass after \nwhich he shall again place the detonators.\n(viii) The Loco Pilot who receives the, ‘Proceed with Caution’ hand signal from the Flagman \nfarthest from the site of work shall then proceed with caution and be prepared to stop his \ntrain short of the banner flag fixed across the line 600 metres, or 400 metres, as the case \nmay be, from the site of work. If it is necessary to stop the approaching train short of the \nbanner flag, the Flagman who is near the banner flag must show a danger hand signal to \nthe train and stop it. If the train can be permitted to pass the site of work at reduced speed, \nthis Flagman must make sure that the speed of the train has been reduced and then remove \nthe banner flag, give a ‘Proceed with Caution’ hand signals to the Loco Pilot to move. \nAfter the train has passed, he must replace the banner flag across the line - (on single line \nsection this Flagman, in the case of train approaching from the opposite direction viz. from \nthe site of work, shall remove the banner flag and allow the train to pass after which he \nshall replace the banner flag).\n(ix) The Flagman who is 30 metres in rear of the site of work must if it is necessary to stop the \napproaching trains show a danger hand signal to the approaching train if the train is to \nbe allowed to pass over the site at reduced speed, he must show a ‘Proceed with Caution’ \nhand signal and hand signal the train to move forward.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 299, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n273\n(x) If, in an emergency, it becomes necessary to carry out such work, after sunset the provision \nfor protection of the site as detailed above must be complied with except that red lights \nmust be exhibited in the direction of the approaching trains in place of red hand signalling \nflags and banner flags.\nS.R.15.09/3 : Temporary Engineering Indicators:-\n In the case of such works which cannot be completed on the day on which they are taken in \nhand and which necessitate cautious driving during both day and night, the Engineering \nofficial responsible under S.R. 15.06/1 shall arrange to display the following indicators-\n1. The first indicator shall be fixed 800 metres from the point where restriction of speed has \nactually commenced. Provided that on the Broad Gauge when the trains are required to \nstop dead, this distance should be increased to 1200 metres instead of 800 metres. This \nIndicator shall be in accordance with the diagram shown and shall consist of a horizontal \nboard 1400mm. long and 400mm. wide, fish tailed at one end pointed at the other, and \npainted yellow and black. This board shall be fixed on a 2.0 mtr. high post (from the rail \nlevel to the bottom of the Board) painted with 300 mm. high bands of white and black.\n This indicator shall be provided both for the permanent and temporary restrictions and the \nindicator, when used for temporary restrictions, shall display at night two horizontal (yellow \nlights to approaching trains or shall be provided with luminous paint/ flourescent tape).\nSPEED BOARD", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 300, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n274\n(2) The second i ndicator shall be either a speed indicator or a stop indicator and shall be \nfixed 30 metres from the point of commencement of restriction.\n(i) In the case of restrictions without ‘Stop Dead’ speed indicator shall be provided. This \nspeed indicator shall be in accordance with the diagram shown above and shall consist of \na yellow equilateral triangular board with 1mtr. sides and 300 mm. high and 40mm thick \nblack figures indicating the speed at which the train may proceed. The Board shall be fixed \non a 2.0mtr. high post (from the rail level to the bottom of the board) painted with 300mm. \nhigh bands of white and black. This indicator shall be illuminated at night by fixing a \nhand signal lamp in front of it as shown in the diagramor provided with luminous paint/\nflourescent tape.\n(ii) In the case of restriction with ‘stop dead’ a stop indicator in accordance with the diagram \nshown below should be provided. This indicator shall consist of a horizontal board \n1400mm. long and 400mm. wide and painted with red and white vertical strips.\n The board shall be fixed on a post 2.0mtr. high (from the rail level to the bottom of the \nboard) painted with 300mm.high bands of white and black. This indicator shall display \ntwo red lights at night or provided with flourescent paint/luminous tape.\nA signalman shall be provided for signalling. As soon as the train stops the signalman shall obtain \nsignature of the Loco Pilot on the ‘restriction book’ (specimen given below) and allow the train to \nproceed by showing green hand signal light at night and green hand signal flag during day.\nThe restriction book shall be in the following form:-\nEngineering stop indicator at Km.________Restricted speed________Kilometers per hour.\nDATE TRAIN NO. TIME SIGNATURE OF LOCO PILOT\nNote:- The above will be filled up by the Loco Pilot of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 301, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n275\nTERMINATION INDICATOR FOR TERMINATION INDICATOR FOR \nPASSENGER TRAINS GOODS TRAINS\n(3) The third indicator shall be termination in dicator.[T/P] for passenger trains and fourth \nindicator shall be a termination indicator [T/G] for goods trains. These indicators shall \nbe fixed at a distance equal to the length of the longest passenger/goods train running on \nthe section concerned beyond the end of the portion of line under restriction. T/G indicator \nshall be fixed up to a maximum distance of 686 metres and T/P indicator up to a maximum \ndistance of 596 metres beyond the point up to which restriction is to be observed which is \nconsidered adequate to cover all the Goods/Passenger trains of average length.\n The indicators shall be in accordance with the diagram shown above and shall consist of \none meter diameter disc painted yellow bearing 250 mm high and 40mm thick letter ‘T’ and \n‘G’ in black. The board shall be painted with 25 mm thick black band at the circumference. \nIt should be fixed on a post 1650 mm (from the rail level to the bottom of the disc) and \nshall be painted with 300 mm high bands of white and black. The termination indicators \nshould be illuminated at night by a fixed hand signal lamp as. In case of speed indicator or \nshould be provided with luminous paint/ fluoresent tape. The Train Manager of a passenger/\ngoods train shorter than the longest passenger/Goods train, will signal to the Loco Pilot \nas the brakevan has passed over the restricted length and then the Loco Pilot may resume \nnormal speed after receiving this signal. In the case of light engines or single unit cars, the \nLoco Pilots will resume normal speed after clearing the restricted length.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 302, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n276\n (4) The details of fixtures of Engineering indicators for reduced speed shall be as under:-\nT/P\nT/G\n10", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 303, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n277\nFOR REDUCED SPEED\n (5) The details of fixtures of Engineering indicators for stop dead restriction shall be as under:-\nFOR STOP DEAD RESTRICTIONS\n(6) All indicators shall be placed on left hand side as seen by the Loco Pilot\n(7) For intermediate track, triple or multiple lines, engineering indicators should be fixed between \ntracks to within 300 mm from rail level to avoid infringement of the standard dimensions.\nS.R. 15.09/4 : In an emergency, when it is necessary on consideration of safety, the authorised Engineering \nofficial under SR 15.06/1 may commence such work after protecting the lines before issuing notice to the Station \nMasters concerned, if the work is likely to be prolonged, he shall notify to the Station Master/s concerned as \nsoon as possible. The location of banner flags, detonators and hand signals must be selected so as to avoid \nstopping of trains as far as possible on continuous steep rising gradient.\nS.R. 15.09/5 : Permanent speed restriction indicators:-\n(a) For permanent speed restriction in force as notified in the working time table, indicators are to be \nerected, in the same manner and at sites as temporary engineering indicators to indicate to Loco \nPilot s where such restrictions are to be observed. These indicators should not be lit at night.\n(b) Where the speed over the facing points at a station is less than the speed sanctioned at other stations \non the same section, a permanent speed indicator should be fixed on the post of the first approach \nsignal of the station.\nS.R. 15.09/6 : Periodical notice of Engineering restriction:- For works involving restrictions of speed of \ntrains the Divisional Superintending Engineer/D.E.N. will arrange publication in the periodical gazette of the \nRailway, furnishing the following details-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 304, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n278\n(i) Names of block stations on either side of the site of work for the purpose of the issue of caution \norders;\n(ii) Kilometrage of the site or work;\n(iii) The restricted speed limit and/or stops to be observed by the Loco Pilots;\n(iv) Nature of the work being under taken or reasons for the restriction.\n(v) Probable duration of the restriction.\nSR 15.09/ 7: Whistle Boards should be provided at a distance of 600 meters in rear of all places where the \nview of the loco pilots is obstructed by cutting or tunnels or curves and where it is necessary to give audible \nwarnings of the approach of a train to those working on the track.\nWhistle Board at Curves and Cutting\n15.10 Assistance in protection\tof\ttrains:-\tEvery\trailway\tservant\temployed\ton\tway\tor\tworks\t\nshall,\ton\tthe\trequisition\tof\tthe\tTrain\tManager\tof\ta\ttrain\tor\tthe\tLoco\tPilot\tthereof,\t\nrender assistance for the protection of the train.\n15.11\t\t Gangmate\t in\teach\tgang:-\tEach\tSE\tP.Way\tor\tWorks\tshall\tsee\tthat\tin\tevery\tgang\t\nemployed in his length of line there is a competent Gangmate.\nS.R. 15.11/1 : Gangmate’s responsibility for the safety of his men:- Every Gangmate shall take \nevery reasonable precaution to ensure safety of the men working in his gang..\n15.12\t Knowledge\tof\tsignals\tand\tequipment\tof\tgang:-\tEach\tSE(P.Way)\tor\tWorks\tshall\tsee\t-\n(a) that\tevery\tGangman\tand\tGangmate\temployed\tunder\thim\thas\ta\tcorrect\tknowledge\tof\t\nhand signals and detonating signals; and\n(b) that\tevery\tgang\temployed\tin\this\tlength\tof\tline\tis\tsupplied\twith\ta\tpermanent\tway\tgauge,\t\ntwo\tsets\tof\tflag\tsignals,\ttwo\thand\tsignal\tlamps\tand\ttwelve\tdetonators,\tin\taddition\tto\t\nsuch other tools or implements as may be prescribed by special instructions\n15.13\t Inspection\tof\tgauges,\tsignals,\ttools\tand\timplements:-\n(1)\t Each\t Section\tEngineer\tof\tWay\tor\tWorks\tshall\tat\tleast\tonce\tin\tevery\tmonth\tinspect\tthe\t\npermanent\tway\tgauges,\tflags,\tsignal\tlamps,\tdetonators,\ttools\tand\timplements\tsupplied\t\nto the gangs under clause (b) of\tRule\t15.12\tand\tascertain\twhether\tthe\tabove\tequipment\t\nis complete and in good order.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 305, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n279\n(2) He shall also see that any defective\tor\tmissing\tarticles\tare\treplaced.\n15.14 Responsibility of Gangmate as to safety of line. Each Gangmate shall:-\n(a) See that his length of line is kept safe for the passage of trains;\n(b)\t that\t the\tsignals\tsupplied\tto\thim\tunder\tclause\t(b)\tof\tRule\t15.12,\tare\tkept\tin\tproper\t\norder and ready for use.\n(c)\t that\t the\tmen\tin\this\tgang\teach\thave\ta\tcorrect\tknowledge\tof\thand\tsignals\tand\tdetonating\t\nsignals.\n(d)\t endeavour to\tprevent\tany\ttrespassing\tby\tpersons\tor\tcattle\ton\this\tlength\tof\tline\tor\t\nwithin\tthe\tfences\tthereof,\tand\n(e)\t when\t repairing,\tlifting\tor\tlowering\tthe\tline\tor\twhen\tperforming\tany\tother\toperation\t\nwhich\tshall\tmake\tit\tnecessary\tfor\ta\ttrain\tto\tproceed\tcautiously,\thimself\tbe\tpresent\t\nat the spot and be responsible that the caution signals prescribed in Rule 15.09 are \nshown.\nS.R. 15.14/1 : Cattle straying on line:- Cattle found straying on the line are, if possible to be made \nover to the Railway police or sent to the nearest pound.\n15.15\t Blasting:-\tNo\trailway\tservant\temployed\ton\tthe\tway\tor\tany\tworks\tshall\tcarry\ton\tany\t\nblasting operations on or near the railway except as permitted by special instructions.\nS.R. 15.15/1 : In normal circumstances, blasting operations, the effect of which may cause danger to \nthe line or trains thereon, shall only be carried out with the prior sanction of the DSE/Sr. DEN., who \nwill be responsible for ensuring that instructions for protective measures are issued before the work \nis commenced. In emergent circumstances, where such works have to be carried out immediately \nfor the urgent restoration of traffic, or to prevent an accident, an Section Engineer of Way or works \nmay commence operations without prior sanction, and shall himself be responsible for taking such \nmeasures as may be necessary for the protection of trains. \n15.16\t Putting\tin\tor\tremoving\tpoints\tor\tcrossings:-\tExcept\tin\tcase\tof\temergency,\tno\trailway\t\nservant\tshall\tput\tin\tor\tremove\tany\tpoints\tor\tcrossings\totherwise\tthan\tas\tpermitted\tby\t\nspecial instructions.\nS.R. 15.16/1 : Procedure in regard to putting in points:- Each set of points on or leading directly on \nto the main line must be provided with a locking apparatus of approval type, the key of which will be \nkept by the SE(P .Way) until the points are made over to the transportation staff.\nS.R. 15.16/2 : When points are put into the main line outside station limits, they must be locked and \nspiked, and protected by temporary engineering indicators as described in SR 15.09/3. The speed of \ntrain over them is limited to 15 kms an hour until the points are made over to the transportation staff.\nS.R. 15.16/3 : When a set of points is laid inside station limits:- The points must be kept disconnected \nfrom the working lever. They should be locked and spiked, until they are formally made over to \ntransportation staff.\nS.R. 15.16/4 : Alteration to running line:- No alteration shall be made to a running line as defined in \nGeneral Rule 1.02 (47) or to any trap or other points protecting a running line without the previous \npermission of the Commissioner of Railway Safety except in case of emergency.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 306, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n280\nS.R. 15.16/5 :\n(a) When in an emergency, and int erlocked station has been altered so as to affect the \ninterlocking, the transportation staff must be informed at once that the station is no \nlonger to be treated as interlocked. If the alteration refers to passenger running line the \nCommissioner of Railway Safety must always be informed.\n(b) When extensive alterations are to be made in a station yard, special rules must be drawn \nup for working the yard during the progress of the work.\n15.17 Duties of Gangmate and Gangman when apprehending danger:- If a Gangmate or \nGangman\tconsiders\tthat\tthe\tline\tis\tlikely\tto\tbe\trendered\tunsafe,\tor\tthat\tany\ttrain\t\nis\tlikely\tto\tbe\tendangered\tin\tconsequence\tof\tany\tdefect\tin\tthe\tway\tor\tworks\tor\tof\t\nabnormal\train\tor\tfloods\tor\tany\tother\toccurrence,\the\tshall\ttake\timmediate\tsteps\tfor\t\nsecuring\tthe\tstability\tof\tthe\tline\tand\tthe\tsafety\tof\ttrains,\tby\tusing\tthe\tprescribed\tsignals\t\nfor\ttrains\tto\tproceed\twith\tcaution\tor\tto\tstop,\tas\tnecessity\tmay\trequire,\tand\tshall\tas\t\nsoon as possible report the circumstances to the nearest Station Master and the SE of \nWay or Works.\nS.R. 15.17/1 : Precaution in case of fractures of rails:- If a rail is fractured, danger signals must be \nexhibited until it can be renewed or if the rail is broken and suspended, the nearest sleeper may be \nshifted under the fracture so that the sleeper or chair will take both ends. Trains may then by allowed \nto run slowly until the SE(P .Way) replaces the affected rail. The SE(P .Way) must, however, ensure \nthat the affected rail is replaced, as soon as possible.\nD. The working of Lorries, Trollies and Motor Trollies\n15.18 Distinction between trolly, lorry and motor trolly:-\n(1)\t A vehicle\twhich\tcan\tbe\tlifted\tbodily\toff\tthe\tline\tby\tfour\tmen\tshall\tbe\tdeemed\tto\tbe\ta\t\ntrolly\tand\tany\tsimilar\tbut\theavier\tvehicle\tshall\tbe\tdeemed\tto\tbe\ta\tlorry.\n(2)\t Any\ttrolly\twhich\tis\tself-propelled,\tby\tmeans\tof\ta\tmotor,\tis\ta\tmotor trolly.\n(3)\t A trolly\tshall\tnot,\texcept\tin\tcases\tof\temergency,\tbe\tused\tfor\tthe\tcarriage\tof\tpermanent\t\nway\tor\tother\theavy\tmaterial;\tand\twhen\t\ta\ttrolly\tis\tso\tloaded,\tit\tshall\tbe\tdeemed,\tfor\t\npurposes\tof\tthese\trules,\tto\tbe\ta\tlorry.\nS.R. 15.18/1 :\n(a) Definition of a diplorry:- A lorry consisting of 2 or more separate bored wheels which form \na single vehicle when joined together is termed as ‘diplorry’. The diplorry shall not be used \nfor carrying men on it.\n(b) Rail Dolley:- Rail Dolley is a device with two or more wheels, which in balanced condition \ncan be moved manually on one rail of track and can carry one rail/ sleeper in suspended \ncondition. When necessary the suspended material can be dropped and the rail dolley \ncleared off the track.\nNote : Instructions for working of Rail Dolley have been given in S.R. 15.27/7.\nS.R. 15.18/2 :\n(a) Every trolly shall be accompanied by not less than four men for working it.\n See S.R. 15.27/1 and S.R. 15.25/1 regarding manning of lorries and motor trollies.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 307, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n281\n(b) Trollies/Lo rries/Motor trollies should always be pushed and not pulled, except on up \ngradient steeper than 1 in 200, where lorries may be pulled in addition to pushing. Use of \nsails or any other unauthorised aid for their propulsion is strictly prohibited. On failing \ngradient, the speed of a lorry must not exceed 8 KMPH.\n(c) Each lorry/trolly/motor trolly shall be marked on its body as well as on its axle, its number \nand the designation and code initials of the headquarter station of the person authorised to \nuse it.\n15.19\t Red\tFlag\tor\tlight\tto\tbe\tshown:-\tEvery\tlorry\tor\ttrolly\twhen\ton\tthe\tline\tshall\tshow\ta\t\nred\tflag\tby\tday\tand\ta\tred\tlight\tby\tnight\tduring\tthick,\tfoggy\tor\ttempestuous\tweather\t\nimpairing,\tvisibility\tor\tin\ta\ttunnel\tin\tthe\tdirection\tfrom\twhich\ta\ttrain\tmay\tcome.\n15.20\t Equipment\tof\ttrolly,\tlorry\tor\tmotor\ttrolly:-\tEach\ttrolly,\tlorry\tor\tmotor\ttrolly\tshall\t\nhave\tthe\tfollowing\tequipment-\n(a) two hand signal lamps.\n(b)\t two\tred\tand\ttwo\tgreen\thand\tsignal\tflags.\n(c)\t sufficient\tsupply\tof\tdetonators.\n(d) a chain and a padlock.\n(e)\t a\t copy\tof\tthe\tWorking\tTime\tTable\tand\tall\tcorrection\tslips\tand\tappendices,\tif\tany,\tin\t\nforce\ton\tthat\tsection\tof\tthe\trailway\tover\twhich\tthe\ttrolly\tor\tmotor\ttrolly\tis\tto\trun.\n(f) a motor horn and a search light (for motor trolly only).\n(g)\t two\tbanner flags\t(for\tlorry\tonly),\tand\n(h) such other articles as may be prescribed by the Railway Administration in this behalf.\nNote : The\tofficial\tin\tcharge\tof\tthe\ttrolly,\tlorry\tor\tmotor\ttrolly\tshall\talso\tbe\tin\tpossession\tof\ta\t\nwatch\tin\taddition\tto\tthe\tprescribed\tequipment.\n15.21\t Efficient\tbrakes:-\tNo\tlorry\tor\ttrolly\tshall\tbe\tplaced\ton\tthe\tline\tunless\tit\tis\tfitted\twith\t\nefficient\tbrakes.\nS.R. 15.21/1 : Trollies in use on grades steeper than 1 in 50 must have two efficient and independent \nbrakes which must brake all four wheels. On other sections, the trolly need have only one brake \ncapable of braking all four wheels efficiently. These brakes must be tested before each journey is \ncommenced.\n15.22\t Qualified\tperson\tto\tbe\tin\tcharge\tof\tlorry\tor\ttrolly\twhen\ton\tthe\tline:-\n(1)\t No\t lorry\tor\ttrolly\tshall\tbe\tplaced\ton\tthe\tline\texcept\tby\ta\tqualified\tperson\tappointed\tin\t\nthis behalf by special instructions.\n(2)\t Such\t qualified\tperson\tshall\taccompany\tthe\tlorry\tor\ttrolly,\tand\tshall\tbe\tresponsible\tfor\t\nits proper protection and for its being used in accordance with special instructions.\nS.R. 15.22/1 :\n(a) The following officials are permitted to drive the trollies, lorries and motor trollies provided \nthey hold a current certificate of competency referred to in SR 15.22/1 (b).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 308, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n282\n(i) TROLLIES:- All officers and Inspectors of the Engineering, S&T, Optg., Commercial and \nElectrical (OHE) department, P . Way Mistries, Gangmates, Head Trolly men and Sr. Trolly \nmen.\n(ii) LORRIES:- All Section Engineer of Engg. and S&T department, P . Way Mistries & \nGangmates.\n(iii) MOTOR TROLLIES:- All officers of the Engineering, S&T, Operating, Commercial \nElectrical (OHE) departments, Motor trolly Drivers and such Section Engineer as may be \nauthorised.\n(b) (i) Certificate of Competency:- No Railway servant is permitted to work a trolly/ motor \ntrolly or lorry unless he is certified to do so by the authorised officer. Each certificate of \ncompetency issued shall be valid upto 31st December from the date of issue. Certificate \nissued from June to December may be made valid for the next calendar year also.\n(ii) The Authorised Officer for issue of a competency certificate for push trolly/lorry as also \nto hold necessary examination in the relevant rules shall be not lower than an Assistant \nOfficer of the engineering, Electrical, Signal or Operating department for all staff of his \ndepartment. The Authorised Officer for issuing competency certificate to officers shall not \nbe lower than a senior scale officer of that department.\n The Authorised Officer shall then grant a Competency Certificate in the following form :-\n Shri...............................S/o ........................... (Designation) ............................. at station \n........................... is found fully conversant with the sections on which he has to use a \npush trolly/lorry and also with all the relevant rules in respect of use of push trolly/lorry \nas well as the latest changes made in them and is authorised to work a push trolly/ lorry \non.....................section (each section to be separately mentioned). \n This certificate is valid upto 31st December ........................... \n Station ............................ Signature……………………..….\n (Authorised Officer)\n Dated ............................ Designation.................................\n The Competency Certificate referred to above should be renewed for each calendar year.\n (iii) The authority to drive motor trolly shall be granted according to the rules quoted below :-\n Officer’ s or staff requiring the permission to drive a motor trolly will apply in writing to \nthe D.R.M. in the case of Divisional Officer or to the Pr. C.O.M./ Pr. Chief Engineer/ Pr. \nC.S.T.E. in case of Hd. Qtrs. office with the following certificates-\n “I (name)...................................................working in the capacity of (Designation) \n............................ at station ..................................... hereby certify that I am fully conversant \nwith all the sections on which I have to use the motor trolly and also with all the rules in \nrespect of driving motor trollies as well as the latest changes made in them and undertake to \nconform strictly to these rules. In case of my failure to comply with these rules I shall alone \nbe held responsible.\n Signature ................................\n Date ........................................", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 309, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n283\n The applicant will then be given an oral test by the Sr. DOM./DOM./D.R.M. in the Division \nand by Dy. COM (Safety) or Pr. COM in the Hd. Qtrs. Office and if he passes the oral test, \ncompetency certificate shall be issued to him by Dy.COM (Safety) or by Pr. COM in the \nHQtrs Office and by the Sr.DOM./DOM in the Division.The competency certificate shall \nbe made valid upto 31st December from the date of issue. Certificate issued from June to \nDecember may be made valid for the next calendar year also.\n(iv) The Competency Certificates referred to in sub paras (ii) and (iii) for trolly/ motor trolley \nor lorry may be further renewed for one calendar year, at each time, on receipt of the \nfollowing certificate.\n “I, (name).........................................working in the capacity of (Designation) ..............\n..........................................at Station..................................... hereby certify that I am fully \nconversant with all the sections on which I have to use my trolly/motor trolly/lorry and also \nwith all the rules in respect of driving trollies/motor trollies/lorries as well as the latest \nchanges made in them and undertake to conform to these rules. In the event of my failure to \ncomply with these rules, I shall alone be held responsible.\n Signature ..................................\n Date ..........................................\n(v) Supervising officers and officials should test the permit holders in their knowledge relating \nto driving of trollies/motor trollies/lorries as often as possible.\n(vi) In the event of an officer or staff getting transferred from one station to another it is necessary \nfor him to acquaint himself with all the rules in regard to any special conditions obtaining \non any of the sections within his jurisdiction and to furnish the required certificate to the \nDRM.\nS.R. 15.22/2 : Where licence has been granted to the Manager of a Mill, coal or other company to \nrun a trolly on the railway within the prescribed limits, the Head Trollyman, incharge of the trolly \nshall be a Railway servant appointed by the DRM and he is to hold a current competency certificate.\nS.R. 15.22/3 : The Head Trollyman appointed to have charge of a private trolly shall equip himself \nwith a copy of the General & Subsidiary Rules and with any special orders relating to the working of \ntrollies on the Section of line to which the private trolly license applies and shall give an assurance \nfor the same to the DRM concerned.\nS.R. 15.22/4 : A pass shall be issued for every private trolly to be kept by the Head Trollyman and \nshown on demand by the Station Master or other official of the railway.\nS.R. 15.22/5 : Responsibility for safe working:- (a) When there are two or more competent officials \non the trolly/motor trolly/lorry, officials working the vehicle shall be responsible for its safe working.\n(b) While approaching level crossings, the official-in-charge of the lorry/trolly/motor trolly \nshould look out for road traffic and ensure safe passage of his vehicle.\nS.R. 15.22/6 : Conveyance of non-railway officials:-\n(a) Trolly/motor trolly shall not be used for conveyance of persons other than railway officials. \nIn special cases, Magistrates, Police, Civil, DOT, Military and Medical Officials or a \nperson requiring medical aid may be conveyed by trolly by order of the competent authority \nnot lower than an Assistant Officer after a bond on Form as given in Annexure (1) of para", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 310, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n284\n1814 of the Way & Works Manual is signed in demnifying the Railway from all liabilities \nand risks.\n(b) Officials belonging to DOT and Police Departments, contractors and their agents may \nbe conveyed on trollies in connection with works, provided they have executed a general \nindemnity bond similar to the Form referred to in the preceding sub para.\n15.23 Attachment to train prohibited:- No lorry or trolly shall be attached to a train.\nS.R. 15.23/1 : No trollies are to be carried by Mail/Exp.,Super Fast, Shatabdi and Rajdhani Exp. \ntrains except in case of an accident or great emergency.\nS.R. 15.23/2 : Trollies shall only be carried in the brake-vans of passenger, mixed and goods trains \nprovided there is room, and that when being so carried they will not cause damage to the other \ncontents of the van, or inconvenience or delay to the Train Manager in checking and delivering \nLuggage etc. when conveyed by goods train trollies shall be loaded in an empty truck or wagon if \nthere is one available on the train. In case there is no empty truck or wagon, the trolly shall be loaded \nin the brake-van of the goods train.\nS.R. 15.23/3 : Trollies shall not be loaded in road vans on a van goods train.\nS.R. 15.23/4 : No trolly shall be loaded into any vehicle of a train without the consent of the Train \nManager incharge of the train who shall direct where it is to be placed and Inspectors and other \nrequiring their trollies to be loaded in train shall give notice of the same to the Station Master \nsufficiently before the arrival of the train. The Station Master shall advise the Control if it is necessary \nto stop a Goods train out of course and act upon instructions given.\nS.R. 15.23/5 : When there is room in train the Train Manager shall not refuse to receive a trolly.\nS.R. 15.23/6 : When loading a motor trolly with petrol in the tank the relevant rules of Red Tariff, as \napplicable to motor vehicles are to be adhered to, namely “........................................ quantity of \npetrol not exceeding 10 litres may be left in the tank provided that :-\n(i) the flow of petrol to the carburettor has been cut off;\n(ii) any pressure has been released from the tank;\n(iii) the tank is in sound condition and closed by a well fitting cap and\n(iv) the engine has been run by a person incharge until the carburettor has become exhausted \nand the engine stops automatically.\n15.24 Time of running:- A lorry shall ordinarily be run only by day and when the weather \nis\tsufficiently\tclear\tfor\ta\tsignal\tto\tbe\tdistinctly\tseen\tfrom\tan\tadequate\tdistance,\twhich\t\nshall\tnever\tbe\tless\tthan\t800\tmetres.\nS.R. 15.24/1 : Removal of a lorry from the line when visibility is reduced:- If the visibility becomes \nreduced to less than 800 metres due to storm, rain, fog or any other cause while a lorry is on the \nline, the lorry must be immediately removed from the line unless running under block protection.\nS.R. 15.24/2 : Working on track circuited section:- On track circuited sections the official incharge \nshall observe the rules as prescribed. Trollies and motor trollies (unless worked under block \nprotection) working on track circuited sections are to be insulated.\n15.25 Motor trolly:- A motor trolly shall only be run in accordance with special instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 311, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n285\nS.R. 15.25/1 : Motor trollies shall, in all cases, be manned by not less than 4 trolly men and may \ncarry upto 9 persons including the trollymen.\nS.R. 15.25/2 : While a motor trolly is running it should be ensured that there are at least two persons \nseated in front and the load is evenly distributed between two axles.\nS.R. 15.25/3 : The speed of the motor trolly is limited to 15 KM per hour when passing through a \nstation yard or over a point, crossing or turn out subject to other restrictions in force.\nS.R. 15.25/4 : Running of Motor Trollies:- A motor trolly is normally permitted to run on line \nclear only. It may, however, be permitted to follow a fully vacuum Air braked train or another motor \ntrolly in the same block section during day light hours and even then in clear weather only. For this \npurpose, the official incharge of the motor trolly shall obtain a ‘Motor Trolly Permit’ from the Station \nMaster concerned before entering the block section. The Trolly permit shall be prepared in duplicate \nby carbon process. One copy must be retained by the Station Master issuing the permit and other will \nremain in the custody of the official incharge of the Motor Trolly till the block station in Advance is \nreached where this permit shall be handed over to the Station Master. Regular message, supported \nby private number should be exchanged between the two Station Master concerned and suitable \nentries made in the Train Signal Registers of the stations. The ‘IN’ & ‘OUT’ report for the preceding \ntrain/motor trolly and the following motor trolly shall be sent separately and recorded in the Train \nSignal Register. The line must not be closed until the following motor trolly also has cleared the block \nsection. A specimen form of the Trolly Permit is reproduced below :\nNORTHERN RAILWAY\nMotor Trolly Permission. Dated .......................\n................................................................... (Designation of the official incharge of the Motor Trolly).\nYou are here by permitted to take your Motor Trolly into the Block Section between..........................\nStation and .....................station and proceed cautiously following .................................... train/\nMotor Trolly up to ............................................................................... station ................................. \nTrain/Motor Trolly left this station at ............. hrs. ...... on ................ (date). \nOn arrival at. .................................station, you are required to hand over this permit to the Station \nMaster. \n ...........................\nReceived Station Master\nSignature ..........................................\n Station Stamp\nDesignation ....................................... Private Number.\nA Station Master who has signed a trolly permit is personally responsible that he neither asks nor \ngives line clear for a train over the section on which the trolly is running until it clears the section \nand the ‘IN’ report has been received. The Station Master who has signed for ‘Trolly Permit’ shall \nnot change over his duty until the receipt of ‘IN’ report.\nA Motor Trolly, however, shall not be allowed to run on a Motor Trolly Permit even during day light \nhours and clear weather on section where sharp curves, cuttings, tunnels, bridges etc. exist. These \nsections are shown in the working time table.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 312, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n286\nS.R. 15.25/5 : Reception of a motor trolly at a station when following a train:-\n(a) When a motor trolly is following train, a light engine or another motor trolly on the authority \nof motor trolly permit, the signals taken off for the preceding train. Lig ht engine or motor \ntrolly shall not be restored to ‘ON’ position until the following motor trolly has been also \npassed such signals. In such cases, the motor trolly shall be admitted on the same line as \nthe preceding train/ light engine/motor trolly.\n(b) If, in any case, mo tor trolly which is following a train fails to arrive at the next station \nwithin a reasonable time after the arrival of the preceding train/ light engine/motor trolly, \nand is also not in sight, the Station Master may put back the reception signals to ‘ON’ \nto perform any shunting, conduct other movement or to open a level crossing previously \nclosed for the train/motor trolly movement but shall not, in any case, obstruct the block \nsection in the face of the approaching motor trolly. In such cases the motor trolly will be \nreceived as mentioned in para (c) below :\n(c) At stations where electric reversers are provided, or where the reception signals \nautomatically go back to ‘ON’ position with the passage of the train, the person incharge \nof the motor trolly shall proceed cautiously upto the Home Signal on the double line and \nupto the opposite shunting limit board or the advanced starter signal in the opposite \ndirection on a single line section, and thereafter he shall be guided by the hand signals \nof the Cabinman/Pointsman at the facing points. In such cases all levers including signal \nlevers, which were pulled for the reception of the preceding train, must not normally be \nput back till the following motor trolly has arrived. If, however, for any reason, the levers \nhave to be put back to perform any shunting, conduct any other movement or open a level \ncrossing previously closed for the train/motor trolly movement, the Station Master will not \nallow obstruction of the block section in the face of the approaching motor trolly.\n(d) In case of (b) and (c) above, it will be the personal responsibility of the person incharge of \nthe Motor trolly to ensure that, before he goes across any level crossing, the level crossing \ngates are closed against the road traffic.\nS.R. 15.25/6 : Motor Trolly breakdown:-\n(a) In the event of the complete breakdown of a motor trolly (i.e. it cannot be propelled even \nby hand) the official incharge shall have it removed from the line at once. If the breakdown \noccurs between stations and the motor trolly is running on an “Authority to proceed” or \nMotor Trolly permit, the official- in-charge shall at once employ the quickest means at his \ndisposal to advise the nearest Station Master in writing that the trolly has been removed \nfrom the line, and will return the “Authority to proceed” or the Motor Trolly permit at the \nsame time. The Station Master receiving this advice shall immediately issue a message to \nthe Station Master at the other end of the section, “Motor Trolly which left yours (or mine) \nat ............... hrs. has failed in the Block Section, and has been removed from the track; \nprivate number .............\n(b) A copy of this message shall be recorded in the train signal registers or line clear enquiry \nand reply books. Following this, the station towards which the trolly was proceeding or, in \nthe case of Neal’ s Token working, the Station Master who received the token, shall give the \n“Train Out of Section” signal for the trolly in the usual manner.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 313, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n287\n(c) When the motor trolly has been made fit to run, whether by hand propulsion or under its \nown power, the official-in-charge shall notify the nearer Station Master in writing that the \nMotor Trolly is fit to run to the station to which he wishes to proceed, and shall give the \nestimated time will be taken for the journey and will ask for the “Authority to proceed” \nor Motor Trolly Permit. The Station Master receiving the message will inform the Station \nMaster at the other end of the Block Section concerned accordingly and will then give or \nobtain the permission to proceed to the destination and send it to the official- in-charge.\nS.R. 15.25/7 : Motor Trollies running together:- When two motor trollies are running together \nin the same direction, they must be kept at a sufficient distance apart so that the rear motor trolly \nmay be stopped within a safe distance if a trollyman should slip from the front Motor Trolly or if \nthe front motor trolly should be stopped suddenly etc. On the level or on an uphill gradient the \ndistance between two motor trollies should not be less than between 3 consecutive telegraph posts \nor about 180 metres and on a down grade or with a strong wind behind, it should not be less than 6 \nconsecutive telegraph posts or 360 metres.\nS.R. 15.25/8 : Operation of Light Motor Trolley/Moped Trolley/Scooter Trolley:- A light Motor \nTrolley/Moped Trolley/Scooter Trolley shall be treated at par with Motor Trolley. Hence all the rules \nin regard to working of Motor Trolley under SRs 15.25/3 to 15.25/7 will be applicable to light Motor \nTrolley/Moped Trolley/Scooter Trolley.\n15.26\t Protection\tof\ttrolley\ton\tthe\tline:-\tThe\tqualified\tperson\tin-charge\tof\ta\ttrolley\tshall,\t\nbefore\tleaving\ta\tstation,\tascertain\t\tthe\twhereabouts\tof\tall\tapproaching\ttrains,\tand\t\nshall,\twhen\ta\tclear\tview\t\tis\tnot\tobtainable\tfor\tan\tadequate\tdistance-\n(a)\t on\ta\tsingle\tline,\tin\tboth\tdirections,\tor\n(b)\t on\t a\tdouble\tline,\tin\tthe\tdirection\t\t from\twhich\ttrains\tmay\t\t approach.\tTake\tsuch\t\nprecautions for the protection of his trolly as may be prescribed by special instructions.\nS.R. 15.26/1 : Responsibility of a person incharge of a trolly and the Station Master:- Before a \ntrolly is allowed to enter a block section, the person incharge must enquire from the Station Master \nthe whereabouts of the trains which he is likely to encounter. While the person incharge has a right to \naccept such information to be reliable, it does not relieve him of his personal responsibility, to ensure \nthe safety of the trolly or for exercising necessary precautions when the view is restricted.\nS.R. 15.26/2 : When it is necessary to place a trolly on the line at night or during fog, storm, sand-\nstorm etc. or whenever the weather is not sufficiently clear for a signal to be distinctly seen from a \ndistance of 1200 metres on BG and 800 metres on MG or NG, the trolly must be worked under block \nprotection.\nS.R. 15.26/3 : When after placing the trolly on line without block protection, the visibility becomes \nreduced to less than 1200 metres on BG and 800 metres on MG or NG on account of fog, storm, sand-\nstorm, rain or any other cause, the trolly must be immediately removed from line.\nS.R. 15.26/4 : Trolly Signals:-\n(a) On certain portions of the line where, owing to curves and cuttings, or other causes the \nview of the line from a running trolly is limited to less than 800 metres, trolly signal stations \nare established at sites commanding the best views in both directions. These signals are \nof two types and are intended for day working only. The signals on some sections consist \nof a ball or revolving disc on a staff or suitable height. The normal position of the ball is", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 314, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n288\n“lowered” and of the disc is parallel to the track. The raising of the ball or the turning of \nthe disc at right angles to the track to an approaching trolly indicates that no train is in \nsight on the line the ball or disc refers to. The rapid raising and lowering of a ball signal \nor the turning, on and off the disc signal indicates that a train is approaching and trolly \nshould be cut off the line immediately. On other sections these signals consist of two white \nand black discs (1200 mm dia) intersecting each other in a vertical plane suspended from \na post. The “ON” position is indicated by discs being at the bottom of the post and implies \n“train on section” and that the trolly must be removed from the line. That “OFF” position \nis indicated by the discs being at top of the post and means “section clear” and that the \ntrolly may proceed.\n(b) No trolly shall pass a trolly signal till signalled past except when it can follow a train and \nkeep it in sight. In the absence of signal stations on the single line, one man shall proceed \nand one man follow the trolly at an interval of 366 metres carrying and displaying danger \nsignal in both directions. Intermediate man or men to repeat signal shall be provided if the \nman 366 metres away from trolly is not in sight of the trolly. On the double line, signals \nshall be similarly displayed in the direction from which a train may be expected.\nS.R. 15.26/5 : Running of a trolly on a section where the view is frequently, restricted, and where \nspecial trolly signals have not been provided:-\n(a) The trolly permit holder must advise the Station Master in writing to issue caution order to \nLoco Pilot’ s of all trains entering the block section concerned ordering them to keep a sharp \nlook out for trolly and to whistle frequently when the view is obstructed. The permit holder \nshall specify the period or periods during which the caution orders are to be issued and \nshall obtain a written acknowledgement from the Station Master. On double line sections \nor where there are one or more adjoining lines, Caution Order shall also be issued to Loco \nPilot’ s of trains running on the other line or adjoining lines, indicating the line on which \ntrolly is running.\n(b) The Station Master concerned shall, before giving the acknowledgement, pass on the \ninformation to the Station Master of the other end of the block section concerned under \nexchange of private numbers. From that time onwards both Station Masters shall be \nresponsible for issuing the prescribed Caution Orders to the Loco Pilot of all trains \nconcerned until the trolly has cleared the section.\n The precautions laid down in G.R. 15.27 (2) for lorries shall also be followed. The flagman \nshall be in addition to the number of trollymen required vide S.R. 15.18/2. The flagmen \nso posted shall only be withdrawn when a clear view of at least 1200 metres on BG and \n800 metres on the MG and NG can be obtained in the direction from which trains may \napproach.\nS.R. 15.26/6 : When a trolly is removed from track it should be ensured that it does not foul any \nrunning line.\nS.R. 15.26/7 : Trollies running together:- When two trollies are running together in the same \ndirection, they must be kept at a sufficient distance apart so that the rear trolly may be stopped within \na safe distance if a Trollyman should slip from the front trolly or if the front trolly should be stopped \nsuddenly. On the level, or on an uphill gradient the distance between light trollies should not be less \nthan that between two consecutive telegraphs posts or about 100 metres, and on a down grade or \nwith a strong wind behind, it should not be less than 180 metres.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 315, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n289\n15.27 Protection of lorry on the line:-\n(1)\t Whenever it\tis\tproposed\tto\tplace\ta\tlorry,\twhether\tloaded\tor\tempty\ton\tthe\tline,\tthe\t\nline\tshall,\tif\tit\tis\tpossible\tto\tdo\tso,\twithout\tinterference\twith\tthe\tworking\tof\ttrains,\tbe\t\nblocked under the rules for working of trains.\n(2)\t Except\t under\tapproved\tspecial\tinstructions,\twhen\tthe\tline\thas\tnot\tbeen\tso\tblocked\t\nand\ta\tlorry\twhether\tloaded\tor\tempty\tis\tplaced\ton\tthe\tline,\tthe\tlorry\tshall\tbe\tprotected\n(a) on\tdouble\tline,\tby\tone\tor\ttwo\tmen\tas\trequired,\tat\ta\tdistance\tof\t600\tmetres\ton\tthe\t\nBroad\tGauge\tand\t400\tmetres\ton\tthe\tMetre\tGauge\tand\tthe\tNarrow\tGauge,\tcarrying\ta\t\nbanner\tflag\tacross\tthe\ttrack\tand\tanother\tman\tplainly\tshowing\ta\tStop\thand\tsignal\tat\ta\t\ndistance of not less than 1200 metres on the Broad Gauge and 800 metres on the Metre \nGauge and the Narrow Gauge from the lorry in the direction from which trains may \napproach,\tor\n(b) on\tsingle\tline,\tby\tone\tor\ttwo\tmen\tas\trequired,\tfollowing\tand\tpreceding\tthe\tlorry\tat\ta\t\ndistance of 600 metres on the Broad Gauge and 400 metres on the Metre Gauge and \nthe\tNarrow\tGauge,\tcarrying\ta\tbanner\tflag\tacross\tthe\ttrack\tand\tanother\tman\tplainly\t\nshowing a Stop hand signal at a distance of not less than 1200 metres on the Broad \nGauge and 800 metres on the Metre Gauge and the Narrow Gauge from the lorry on \neither side.\n(3) Each man so following or preceding the lorry at a distance of 1200 metres on the \nBroad Gauge and 800 metres on the Metre Gauge and the Narrow Gauge shall be \nprovided\twith\tdetonators\tand\tplace\tthree\ton\tthe\tline,\t10\tmetres\tapart,\timmediately\t\nthe lorry comes to a stand for the purpose of either unloading or loading or should any \ntrain\tbe\tseen\tapproaching,\tand\tcontinue\tto\tdisplay\tthe\tStop\thand\tsignal.\n(4)\t The\t man\tor\tmen\tcarrying\tthe\tbanner\tflag\tshall\timmediately\tfix\tthe\tbanner\tflag\tacross\t\nthe\ttrack\timmediately\tthe\tlorry\tcomes\tto\tstand\tor\ta\ttrain\tis\tseen\tapproaching,\tand\t\ncontinue to display the Stop hand signal.\n(5)\t In\t all\tcases\twhere\tthe\tflagmen\tin\tadvance\tor\tin\trear\tcannot\tbe\tkept\tin\tview\tfrom\tthe\t\nlorry,\tadditional\tintermediate\tflagmen\tshall\tbe\tposted\tto\trelay\tthe\tsignals.\n(6)\t The\t Stop\tsignals\tand\tdetonators\tshall\tnot\tbe\tremoved\tuntil\tthe\tflagmen\thave\treceived\t\nthe\torders\tto\twithdraw\tthem\tfrom\tthe\tofficial-in-charge\tof\tthe\tlorry.\nS.R. 15.27/1 :\n(a) The lorry must be manned by enough able bodies men to lift it, when not loaded, readily off \nthe line but in no case a lorry shall be manned by less than six men. The Head Lorry-man \nmust be fully acquainted with the rules for working lorries.\n(b) In addition to the above mentioned number, the lorry must always have sufficient number \nof Flagmen required for protection of the lorry in terms of G.R. 15.27 (2). The number must \nbe at least one on the double line and two on single line. When conditions are such that a \nFlagman either preceding or following the lorry at the prescribed distance cannot be seen \nby the official incharge of the lorry, the latter must before entering the section, take with him \nadditional men with hand signals, who can be in suitable position between the lorry and the \nFlagmen so that signals from the Flagmen can be repeated to the person in charge of the lorry \nand vice versa.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 316, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n290\nS.R. 15.27/2 : Responsibility of official-in-charge of a lorry and the Station Master:-\n(a) No lorry loaded with material shall be placed on the line without permission of Station \nMaster concerned in writing or by Message and unless it is in charge of an Engineer, \nInspector or such other person of the Engineering & S&T Branches as may be authorised \nby the Divisional Railway Manager.\n(b) Where it is impracticable to comply with G.R. 15.27 (1) the following procedure shall be \nfollowed :-\n(i) The person incharge of the lorry shall inform the Station Master on portion (A) of the \nLorry Notice form reproduced below, confining the advice to one block section at a \ntime so that the block may be kept to the minimum and the punctuality of trains is not \naffected. This form shall be written out in triplicate and shall show the kilometres over \nwhich and the time during which the lorry is required to be worked.\nNorthern Railway \nLorry Notice\nNotice No ........................ Station.............................\n Dated .............................\nA\nTo\nStation Master...........................Station Lorry No ........................... is required to work between \nKM................and KM.............between ........................... station and ........................…station, \nby........................... line. It is expected to reach.....................station by ........................... hrs\n .........................\n O ffi c i a l I n c h a r g e\nB\nTo\nThe Official Incharge\nThe following trains are expected to run between........................... station and ........................... \nstation during the period referred to in portion ‘A’ above :-\nUp Trains..............................by ........................... line.\nDn Trains..............................by ........................... line.\nI have exchanged advice with ........................... station and shall take steps to see that Caution \nOrders are issued to the Loco Pilot s concerned until advice of removal of the lorry is received from \nyou.\nTime ............................ ..................................................\nDated ........................... Signature of the Station Master.\n Station Stamp\nC", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 317, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n291\nLorry No ........................................... arrived ......................station ....................at .....................hrs. \nby ........................... line was removed from track at KM. .................\nDate ...................... ...............................\nSignature of Official Incharge\nRemoval report received at................................... hrs. ……………………………..\nDated ................... Signature of Station Master\n Station Stamp\n(ii) The Station Master shall on receipt of this advice, pass on the information under exchange \nof private numbers to the Station Master at the other end of the block section concerned \nand ascertain what trains are expected from that direction specially during the period \nspecified on portion ‘A’. He shall then fill up portion ‘B’ of all the three foils of the form \nand return two foils to the official incharge of the lorry, retaining one for his own record.\n(iii) Caution orders will be issued, according to Appendix ‘A’ of the General and Subsidiary \nRules, to the Loco Pilot s of all trains entering the block section ordering them to keep a \nsharp look out for the lorry and to whistle frequently whenever the view is restricted to less \nthan 1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and Narrow \nGauge, due to any reason, e.g. fog, storm, poor visibility, curve, etc. On double line section, \nor where there are one or more adjoining lines “Caution Order” shall also be issued to \nLoco Pilot s of trains running on the other lines or adjoining lines, indicating the line on \nwhich the lorry is running. These ‘Caution Orders’ will continue to be issued till the lorry \nclear the section.\n(iv) If telephonic communication is interrupted and the Station Master is unable to communicate \nwith the Station Master at the other end of the block section, portion ‘B’ of the form referred \nmust be endorsed accordingly. As soon as communication between the two stations is \nrestored the message referred to in clause (ii) above will be exchanged if the lorry has not \nalready cleared the section. As a reminder that the lorry is working in the block section and \n‘Caution Order’ must be issued, a small placard bearing the words ‘Lorry on Line’ shall be \nhung in front of the Block instrument until advice of the removal of the lorry is received.\n(v) On arrival of the lorry at the other end of the block section the official incharge shall fill in \nportion ‘C’ of both foils of the form referred and send these foils to the Station Master, who \nwill sign and return one foil, retaining the other for his own record. This Station Master will \nthen advise the Station Master at other end of the block section of the fact that the lorry has \ncleared the section. Action will be taken as in Appendix ‘A’ of the General and Subsidiary \nRules to discontinue issue of Caution Orders.\n(vi) If the lorry is removed from the track in the Block section and if it is not intended to place \nit on the track again, the Official incharge of the lorry shall fill in portion ‘C’ of the form \nreferred to and send it to the Station Master of the nearest station. If this station h appens \nto be a non-block station, the Station Master will forward the advice by first available train \nto the next block station. The Station Master of the block station receiving the advice shall \nthen advise the Station Master at the other end of the block section by telephone of the \nremoval of the lorry exchanging private numbers for the message. Action will be taken as in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 318, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n292\nAppendix ‘A’ of the General and Subsidiary Rule to discontinue the issue of caution order.\n(vii) Station Masters at both ends of the block section enter remarks in the Train Signal Register \nshowing the time at which the lorry entered and cleared the block section.\n(c) The person incharge of the lorry shall advise the Station Master of the removal of the lorry \nfrom the line as soon as it is possible.\n(d) On sections where control working is in force, the Station Master shall advise controllers of \nthe running of lorries to enable them to make necessary arrangements with regard to train \nservices and to enable them to act as per Appendix ‘A’ of the General and Subsidiary Rules.\n(e) A lorry shall be worked by blocking the section, when\n(i) it is necessary during an emergency to run it at night, or\n(ii) the visibility is restricted as on certain sections, or\n(iii) it is to be run during storm, rain, fog, or tempestuous weather or when the conditions of \nG.R. 15.24 cannot be fulfilled.\n(iv) it is loaded with rails, girders or specially heavy material which will cause delay in \nunloading, and\n(v) when it is to run on a section where sharp curved, cuttings, tunnels, bridges etc. exist. \nThese sections are shown in the working time table.\n(f ) Working under block protection :-\n(i) Before obtaining line clear, the Official Incharge of a lorry should advise the Station \nMaster/Cabin Signalman whether it is his intention to return to that station or to run to the \nother end of the block section, or to remove the lorry in midsection.\n(ii) On the double line, the Official-in-charge should run the lorry on the proper line, i.e. along \nthe line in the direction which trains run, except when returning to the original starting \nstation/block post.\n(iii) In case the official incharge of the lorry advises the Station Master/Cabin Signalman his \nintention to go to the end of the block section then:-\n(a) On the single line, the official incharge should have in his possession the correct \nauthority to proceed viz. the token/tablet/line clear ticket etc., as the case may be.\n(b) On the double line, the Official Incharge should have the proper authority to proceed \nor the authority to pass the last stop signal in the ‘ON’ position, as required by the \nrules for block working.\n(iv) If the lorry is required to enter the block section and return to the station from which it \nstarted, the rules given in the Block Working Manual for blocking forward or blocking back \nmust be complied with.\n(v) Under no circumstances, the adjacent line or lines shall be allowed to foul either on double \nline or where there is one or more adjacent lines.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 319, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n293\nS.R. 15.27/3 :\n(a) Flagman should be handpicked men, duly trained and experienced in the working of lorry. \nThey should have passed in medical category A-3.\n(b) Flagmen should know fully the rules to protect and work the lorry. They should be tested \nboth orally and practically, in respect of these rules either by an AEN or by a SE(P .Way) \nOn being found fit to protect and work a lorry, a certificate of competency shall be given to \na Flagman in the following form.-\n Shri.................................s/o ...................................... (designation) ......................................\nat (station) .............has been tested and is found fully conversant with the sections on which \nthe lorry is to be used, all relevant rules in respect of protection of lorries and for working \nthem, as well as the latest changes made in them. He is authorised to work as a Flagman \non ..................... section. This certificate is valid upto 31st December ........\n Station ............................ Signature ....................................\n (Authorised Official)\n Date ................................ Designation ................................\n The certificate of competency must be renewed for each calendar year after a fresh test as \nprescribed to clauses (b) above.\n(c) Flagmen should be chosen from permanent or temporary staff and not from casual labour. \nHowever, in case of emergency or where sufficient permanent and/or temporary men are \nnot available, a panel of Flagmen may be formed out of casual labourers who, before being \nput on the panel, must be tested in accordance with the rules and also should be qualified \nin Medical Category A-3. But such use of casual labourers shall be restricted to minimum \nextent necessary and their use shall be authorised personally by an officer, not below the \nrank of Assistant Engineer. Every time such casual labourers are put on to work as flagmen, \nthe official incharge of the lorry should ensure that those Flagmen are aware of their duties \nand responsibilities.\nS.R. 15.27/4 :\n(a) The SE(P .Way) should ensure that Flagmen have a correct knowledge of the rules in regard \nto the use of detonators and hand signalling, by examining them once in three months.\n(b) Each Flagman should be equipped with a banner flag, six detonators and a red hand flag.\n(c) On sighting an approaching train or the Flagmen’ s Signal, the lorry must be removed clear \nof the line and kept in such a manner that it cannot roll towards the line or obstruct it in \nany manner.\n(d) Orders to remove signals and advice as mentioned in para 6 of GR. 15.27 will be in the \nform of hand signal from the official incharge by waving green flag or a lamp to indicate \nwhether lorry has been removed and placed clear of the track.\nS.R. 15.27/5 : When two lorries are running together in the same direction the official incharge of the \nlorry in rear shall be responsible to see that the distance between them is adequate to stop the rear \nlorry within a safe distance in case a lorryman slips from the front lorry or the front lorry is stopped \nsuddenly etc.\nS.R. 15.27/6 : The “Trolly Signals” referred to in S.R. 15.26/5 (a) shall also be used in a manner \nsimilar to that indicated in S.R. 15.26/5 (a) for official incharge of lorries working without block", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 320, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n294\nprotection to get information whether any tra in is in sight or if any train is approaching. When \nsignals are not forthcoming from the observation post, the indication given by the flagman preceding/\nfollowing the lorry in terms of G.R. 15.27 and Subsidiary Rules thereto shall be acted upon.\nS.R. 15.27/7 : Use of Rail dolleys:-\n1. Manning of Rail Dolley:- Every rail Dolley shall be manned by not less than two able-\nbodied men. The person incharge of the rail Dolley shall be a railway servant not lower in \nrank than a Gangmate / Keyman. He should have passed in medical category A-3 and must \nhold a certificate of competency for working a rail dolley. Certificate of competency shall \nbe issued either by an AEN or by a SE(P .Way) of the section who must satisfy himself that \nthe person to whom the competency certificate is being issued, is fully aware of the rules of \nworking of Rail Dolley and is also well acquainted with the concerned section.\n Certificate of Competency shall be issued in the following form:-\n Shri.....................................s/o...............................................\n Designation...........................at (Station) ......................................\n has been tested and is found fully conversant with the section on which the Rail Dolley is to \nbe used, all the relevant rules in respect of protection of Rail Dolley and for working them, \nas well as the latest changes made in them. He is authorised to work a rail dolley on ......... \nsection (each section to be mentioned separately).\n This certificate is valid upto 31st December ...........................\n Station ................................ Signature .......................\n (Authorised Official)\n Date ..................................... Designation ..........................\n The Certificate of Competency must be renewed for each Calendar year after a fresh test.\n2. Working of rail dolley:-\n(i) The Railway servant incharge of rail dolley(s) must inspect the section, particularly, in \nreference to heaping of ballast, girder, bridges, and any other special features which make \nit difficult to drop the materials and remove the rail dolley. He shall get the ballast and \nheaps cleared and work the dolley(s) in such locations only when visibility is clear for at \nleast 1200 metres and the rails can be dropped safely without affecting train safety.\n(ii) Rail dolley shall not be worked on sections having gradients steeper than 1 in 200.\n(iii) Not more than 6 rail dolleys may be worked in a group in any one block section.\n(iv) Normally not more than 3 rail welded panels should be carried by rail dolleys.\n(v) The rail dolley must not be worked after sunset and before sun-rise and in bad weather \nwhen the visibility is poor. Rail dolley should not be worked in deep cuttings, sharp curves, \nheavily built up areas etc. where the visibility is not clear for 1200 metres. In such locations \nthe rail dolley may be worked under block protection.\nNote :- For working under block protection provisions under S.R. 15.27/2 (f) should be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 321, + "text": "CHAP. XV) PERMANENT WAY AND WORKS\n295\n3. Protection of rail dolley:-\n(i) No traffic block or caution order is necessary for working of rail dolley except as indicated \nin SR 15.27/2(V) above. Every rail dolley when on line shall exhibit a red flag in day \nand shall be protected by a flagman at a distance of 600 metres from the rail dolley, on a \ndouble line in the direction from which trains may approach, and by 2 flagmen one in either \ndirection on single line. The flagman shall also carry a banner flag and 3 detonators for use \nin any emergency.\n(ii) The Official Incharge of the rail dolley shall keep a sharp look out for approaching trains \nand will get the rail dolley and material/s cleared off the track as soon as an approaching \ntrain is sighted.\n(iii) The Official Incharge shall be fully responsible for the safe working of rail dolley/s.\n(iv) While approaching level crossings the Official Incharge shall look out for road traffic and \nensure safe passage of rail dolley.\n15.28\t Lorries\tand\ttrollies\tout\tof\tuse:-\tA\tlorry\tor\ttrolly\twhen\tnot\tin\tuse,\tshall\tbe\tplaced\tclear\t\nof the line and the wheels thereof be secured with a chain and padlock.\nS.R. 15.28/1 : When a trolly/lorry/motor trolly is placed on a platform to be loaded in a train, it \nshould be invariably placed parallel to the track and put in charge of a trollyman who is specially \nto be nominated by the person authorised to use the trolly/lorry/motor trolly and placed where it will \nnot come in the way of passengers, working staff or trains.\nS.R. 15.28/2 : As soon as a trolly/lorry is removed from the track and placed clear of it, the red flag/\nlight referred to in G.R. 15.19 shall be removed, but care should be taken to ensure that this signal is \nnot removed before the line has been cleared of all obstructions.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 322, + "text": "Chapter XVI\nLEVEL CROSSINGS\n16.01 Knowledge of Signals :- No person shall be appointed to be a gateman unless he has a \nknowledge of signals.\nS.R. 16.01/1 :\n(a)\t The\t Competency\tCertificate\tfor\tevery\tGateman\tshall\tbe\tissued\tby\tthe\tInstructor\tincharge\tof\t\nDivisional\tTraining\tSchool,\twho\thas\tattended\tand\tqualified\tInitial/Refresher\tCourses\tvalid\t\nfor\ta\tspecified\tperiod\tfrom\tthe\tdate\tof\tissue.\n\t The\t Competency\tcertificate\tissued\tby\ta\tDivisional\tTraining\tSchool\ton\ta\tproforma\tprescribed\t\nbelow\tshall\tbe\tvalid\tfor\ta\tperiod\tof\t3(THREE) years.\nPROFORMA FOR COMPETENCY CERTIFICATE\n\t It\t is\tcertified\tthat\tShri\t..............................................\tS/o\tSh............................\t\tDesignation\t\n...............\tworking\tat..............................................\t\tstation/gang\t...............\thas\n\t been\t trained\tand\texamined\tin\tduties\tof\tGateman\tduring\tnormal\tas\twell\tas\tabnormal\t\nconditions\tand\tfound\thim\tconversant\twith\tthe\trules.\tHe\tis\talso\tconversant\tin\tthe\tuse\tof\t\nhand\tsignals,\tdetonators\tand\tother\tgate\tequipments\tprovided\tat\ta\tlevel\tcrossing\tgate.\n\t This\tcertificate\tis\tvalid\tfor\ta\tperiod\tof\t 3 (THREE) years\tfrom\tdate...................\n\t Place......................\t\t Signature\tInstructor\t\t\n\t Date.......................\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t Incharge\tDivisional\tTraining\tSchool\t(Stamp)\n(b)\t In\t addition\tto\tthe\tabove\tCompetency\tCertificate\tevery\tGateman\tshall\tbe\ttested\tin\tknowledge\t\nby\ta\tSS/TI/SE\t(P.Way),\tas\tthe\tcase\tmay\tbe,\tand\this\tassurance\tshall\talso\tbe\trecorded\tbefore\t\nallowing\ta\tGateman\tto\tperform\tindependent\tduty\tat\ta\tL-xing\tgate.\n\t If\t a\tGateman\tcould\tnot\tbe\tspared\tfor\trefresher\tcourses\tin\ttime\tand/or\tin\tan\temergency\ta\t\nRailway\tEmployee\tmay\tbe\tdeputed\tfor\tthe\ttime\tbeing\tto\twork\tas\tan\tindependent\tGateman\t\nat\tlevel\tcrossing\tgate,\the\tshall\tbe\ttested\tby\tSS\t(Supervisory\tonly)/Traffic\tInspector/SE\t\n(P.Way)\tbefore\tallowing\thim\tto\tperform\tduty\tand\ta\ttemporary\tCompetency\tCertificate\tbe\t\nissued\ton\tthe\tprescribed\tproforma\tas\tappended\tbelow\t:\n\t This\tTemporary\tCompetency\t Certificate\tshall\tbe\tvalid\tfor\ta\tperiod\tup\tto\tOne year only.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 323, + "text": "CHAP. XVI) LEVEL CROSSINGS\n297\nTEMPORARY COMPETENCY CERTIFICATE\n\t It\tis\t\tcertified\tthat\t\tI\t\thave\texamined\tShri..................................................................\n\t S/o\t Sh.\t ............................................\t Designation..............................in\t his\t duties\t of\t\nGateman\tat\tlevel\tcrossing/Gate\tNo.........................\tduring\tnormal\tas\twell\tas\tabnormal\t\nconditions\tand\tfound\thim\tconversant\twith\tthe\trules.\tHe\tis\talso\tfound\tconversant\tin\tthe\tuse\t\nof\thand\tsignals,\tdetonators\tand\tother\tsafety\tequipments\tprovided\tat\tthis\tgate.\n\t This\tcertificate\tis\tvalid\tfor\ta\tperiod\tup\tto\t One year from\tdate\tof\tissue.\n\t Place......................\t\t Signature\tof\n\t Date.......................\t\t SS/TI/SE\t(P.Way)\nNote : In\tsuch\ta\tcase,\twhen\tgateman\tis\tallowed\tto\twork\ton\ta\tTemporary\tCompetency\tCertificate,\t\nhe\tshall\tbe\tsubjected\tto\tTraining/Refresher\tCourse\twithin\tthe\tvalidity\tof\tOne year to\tget\t\nproper\tCompetency\tCertificate\tissued\tfrom\tDivisional\tTraining\tSchool.\n16.02 Supply and care of equipment:- Every Gateman shall-\n(a) be supplied with day and night hand signals, detonators and other prescribed \nequipment, and\n(b) keep such signals, detonators and other equipment in proper order and ready \nfor use.\nS.R. 16.02/1 : The\tGateman\tshould\talways\tkeep\ttheir\thand\tsignal\tlamps\ttrimmed\tand\tready\tfor\t\nlighting\tand\tuse\tat\ta\tmoment’s\tnotice.\tDuring\tnight,\tone\tof\tthe\thand\tsignal\tlamps\tshould\tbe\tkept\t\nlit\tthroughout\tto\tshow\tdanger\tstop\tsignal\tto\tan\tapproaching\ttrain\twhen\trequired.\tWhen\tthe\tlevel\t\ncrossing\tis\tclosed\tto\troad\ttraffic,\tthe\thand\tsignal\tlamp\tshould\tbe\tkept\tit\tdimly\tonly.\nSR 16.02/2 : Every\tGateman\tworking\ton\tSingle\tLine\t/\tDouble\tLine\t/\tMultiple\tLine\tsection,\tGhat\t\nsections,\tsuburban\tsections\tand\tAutomatic\tBlock\tTerritories\tshall\tbe\tsupplied\twith\tat\tleast\ttwo\t\nflashing\thand\tsignal\tlamps.\tThese\tflashing\thand\tsignal\tlamps\tmay\tbe\tused\tparticularly\tat\tnight\t\nor\tin\tthick\tand\tfoggy\tand\ttempestuous\tweather\tto\tstop\tthe\tapproaching\ttrain\t/\ttrains\tshort\tof\tthe\t\nobstructed\tL-xing\twhen\tthe\tGateman\tdoes\tnot\thave\tsufficient\ttime\tto\tprotect\tthe\tobstruction\tas\tlaid\t\ndown\tin\tGR\t6.03\tand\tSRs\tthereunder.\n16.03\t Road\tTraffic:-\n(1) Subject to such special instructions in that behalf as are permitted by these rules, all \ngates at level crossings shall be kept constantly closed and securely fastened across \nthe thoroughfare on both sides of the railway and shall only be opened when it is \nnecessary and safe to open them for the passage of road traffic.\n Provided that any Railway Administration may from time to time issue special \ninstructions for any particular level crossing or class of level crossing and may by such \nspecial instructions permit the gates at any level crossing or class of level crossing to \nbe normally kept open to road traffic and may therein prescribe the conditions under \nwhich gates are to be kept closed against road traffic for the passage of a train or trains \nor for the purposes of any other railway operation; and all such special instructions \nso long as they be not cancelled for or superseded shall for the purposes only of the \nRailway Administration issuing the same be deemed to be General Rules within the \nmeaning and subject to the provision of section 60 of the Act.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 324, + "text": "CHAP. XVI) LEVEL CROSSINGS\n298\n(2) If for any reasons the gates at Level crossings ca nnot be so closed/fastened acros the \nthorough fares on both sides of the track, action to prevent the approaching trains, \nif any, from running into the gate may be taken in accordance with stipulations laid \ndown under GR 16.06.\n(3) Gateman, where provided, shall, at all level crossings be prepared, whenever such \nlevel crossing be open to road traffic, to show a Stop hand signal to any approaching \ntrain.\n(4) Where no gateman is specially provided for night duty at a level crossing, the gates \nthere at shall, subject to special instructions, be locked at night and opened only to \npass road traffic in such manner as may be prescribed by special instructions.\nS.R. 16.03/1 : Special\tinstructions\tshall\tbe\tembodied\tin\tthe\tStation\tWorking\tRule\tfor\tall\tTraffic\tlevel\t\ncrossing\tgates\tlocated\tbetween\tthe\touter\tmost\tstop\tsignals\tand\talso\tthose\tEngineering\tlevel\tcrossing\t\ngates\tlocated\tbeyond\tthe\touter\tmost\tstop\tsignals,\tbut\tprovided\twith\ttelephonic\tcommunications.\tThese\t\ninstructions\tshall\tbe\tframed\tby\tengineering\tbranch\tsigned\tby\tsectional\tDEN\twith\tprior\tapproval\tof\t\nSr.\tDOM/\tDOM\t&\tSr.\tDSTE/DSTE.\tAction\tto\tbe\ttaken\tby\tGateman/SM\tin\tthe\tevent\tof\tfailure\tof\t\ncommunication\tbetween\tthe\tlevel\tcrossing\tand\tthe\tstation/cabin\tshould\tspecially\tbe\tmentioned\tin\t\nsuch\trules/instructions.\tA\tcopy\tof\tthese\trules/relevant\textract\tfrom\tthe\tstation\tworking\trules\tshould\t\nbe\tprovided\tat\tthe\tgate\tlodge\tat\tmanned\tlevel\tcrossing.\nS.R. 16.03/2 : Classification of and Specification for level crossing. - For\tclassification\tof,\tand\t\nstandard\tspecification\tfor,\tlevel\tcrossing\tand\tother\trules\tpertaining\tto\tlevel\tcrossings\tand\tgateman,\t\na\treference\tmust\tbe\tmade\tto\tChapter\tIX\tof\tIndian\tRailways\tPermanent\tWay\tManual\t1986\tissued\tby\t\nthe\tRailway\tBoard.\nS.R. 16.03/3 : All\tSpecial\tand\t‘A’\tclass\tlevel\tcrossings\twhich\tare\tinterlocked\tand\tprotected\tby\tsignals\t\nare\texempted\tfrom\tGR\t16.03(1)\tand\talso\tsuch\tnon-interlocked\t‘B’\tand\t‘C’\tclass\tlevel\tcrossings\twhich\t\nare\tequipped\twith\tlifting\tbarriers,\thave\ttelephonic\tconnection\twith\tthe\tstation\tand\twhere\ttrack\tat\tthe\t\nlevel\tcrossing\tis\tstraight\ton\teither\tside\tto\tafford\tclear\tview\tof\tan\tapproaching\ttrain\tand\tare\tnot\ton\t\nSuburban\tand\tAutomatic\tSignaling\tSections\tare\texempted\tfrom\tGR\t16.03(1).\nThese\t‘B’\tand\t‘C’\tclass\tlevel\tcrossings\tshould\tbe\tprovided\twith\twhistle\tboard\ton\teither\tside\tat\t\nadequate\tdistance\tand\tDRM\tshould\tpersonally\tdecide\tto\tkeep\tthem\tOpen\tto\tRoad\ttraffic\tand\tshould\t\nget\tapproval\tof\tPCE\tand\tPCOM.\nS.R. 16.03/4 : In case of level crossing gate not protected by gate signals, the following procedure \nwill be followed:\n(A)\t NON-INTERLOCKED\tENGINEERING\tGATES,\tCLOSED\tTO\tROAD\tTRAFFIC:\n1. Single Line:\n(i)\t Normal\t position\tof\tgate\tis\tclosed\tto\troad\ttraffic\tand\tpermission\tof\tcontrolling\tSM,\tunder\t\nexchange\tof\tprivate\tnumbers,\twill\trequired\tto\tbe\tobtained\tby\tGateman\tbefore\topening\tof\t\nGate.\n(ii)\t When\t there\twill\tbe\trequirement\tof\topening\tthe\tLC\tgate\tfor\tpassing\troad\ttraffic,\tgateman\t\nwill\tmake\tthe\trequest\tto\tcontrolling\tStation\tMaster:\n (a) In case there is no train in the section:\t\tThe\tStation\tMaster\tafter\tensuring\tthat\tthere\tis\tno\t\ntrain\tin\tthe\tblock\tsection\tin\tboth\tthe\tdirection\t(Up\t&\tDn),\twill\tpermit\tthe\tgateman\tto\topen\t\nthe\tgate\tthrough\texchange\tof\tprivate\tnumbers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 325, + "text": "CHAP. XVI) LEVEL CROSSINGS\n299\n\t\t\t\t\t(b)\t\t In case there is train in the section:\tThe\tgateman,\tafter\tensuring\tcomplete\tpassage\tof\tthe\t\ntrain\tfrom\tthe\tgate\tby\tobserving\ttail\tboard/tail\tlamp,\tshall\tfirst\texchange\tprivate\tnumber\t\nwith\tSM\tand\tconfirm\tto\thim\tthat\tthe\ttrain\thas\tpassed\tcompletely\tfrom\this\tgate.\tThereafter\t\nthe\tStation\tMaster\tshall\tallow\tthe\tgateman\tto\topen\tthe\tgate\tunder\texchange\tof\tprivate\t\nnumbers.\n(iii)\t Once\t Station\tMaster\thas\tpermitted\tthe\tGateman\tto\topen\tthe\tgate,\tGateman\twill\tmake\t\nentry\tof\tprivate\tnumber\tof\tcontrolling\tSM\tand\ttiming\tin\tprivate\tnumber\tbook\tand\tGate\tlog\t\nregister\tin\tred\tink.\n(iv)\t After\t getting\tthe\tpermission\tfrom\tcontrolling\tSM\tand\tmaking\tentries\tof\tprivate\tnumber\tas\t\nper\tabove,\tGateman\twill\tfirst\tfix\tthe\tRed\tbanner\tflags\tacross\tthe\ttrack\ton\tboth\tsides\tof\tLC\t\ngate\tduring\tday\ttime\tand\twill\tfix\tthe\tRed\tLamps\ton\tmetal\tstaffs\ton\tboth\tside\tof\tLC\tgates\t\nduring\tNight\tto\topen\tthe\tlevel\tcrossing\tgate\tfor\tpassing\tthe\troad\ttraffic.\tRed\tBanner\tFlag/\nRed\tLamp\twill\tremain\tin\tposition\tas\tfar\tas\tgate\tis\tkept\topened\tfor\tpassing\troad\ttraffic.\n(v)\t After\t Fixing\tred\tbanner\tflags/Red\tLamps\tduring\tDay/Night\tas\tper\tabove,\tGateman\twill\t\nopen\tthe\tLC\tgate\tfor\tclearance\tof\troad\ttraffic.\n(vi)\t After\t clearance\tof\troad\ttraffic,\tthe\tGateman\tshall\tfirst\tclose\tthe\tgate,\tremove\tthe\tred\tbanner\t\nflag/red\tlamp\tand\tconfirm\tthis\tto\tStation\tMaster.\tFor\tthis\tconfirmation,\tGateman\twill\tgive\t\nhis\tprivate\tnumber\tand\ttiming\tto\tControlling\tSM.\tAfter\tthis,\tcontrolling\tSM\twill\tgive\this\t\nprivate\tnumber\tand\ttiming\tin\tprivate\tnumber\tbook\tand\tGate\tlog\tregister.\n(vii)\t Suitable\t entries\tshall\tbe\tmade\tby\tthe\tstation\tmaster/switch\tman/cabin\tman\tin\tthe\tTrain\t\nSignal\tRegister/Cabin\tOperation\tRegister,\tPrivate\tNumber\tbook\tand\tLog\tBook\tin\tred\tink.\n(viii)\t Before\t any\ttrain\tis\tallowed\tto\tenter\tthe\tblock\tsection\tagain,\tthe\tstation\tmaster/switch\t\nman/cabin\tman\tmust\tensure\tthat\tprivate\tnumber\tfrom\tthe\tGate\tman\thas\tbeen\treceived\tfor\t\nclosure\tof\tthe\tgate.\n(ix)\t Gate\t once\tclosed\tfor\tthe\troad\ttraffic\tmust\ton\tno\taccount\tbe\topened\tunless\tthis\tis\tauthorized\t\nby\tthe\tStation\tMaster\tby\tgiving\this\tprivate\tnumber.\n2. Double Line:\n(i)\t Normal\t Position\tof\tgate\tis\tCLOSED\tto\troad\ttraffic\tand\tpermission\tof\tcontrolling\tSM,\t\nunder\texchange\tof\tprivate\tnumber,\twill\trequired\tto\tbe\tobtained\tby\tgateman\tbefore\topening\t \nof\tGate.\n(ii)\t When\t there\twill\tbe\trequirement\tof\topening\tthe\tLC\tgate\tfor\tpassing\troad\ttraffic,\tthe\tgateman\t\nwill\tmake\tthe\trequest\tto\tcontrolling\tStation\tMaster:\n (a) In case there is no train in the section. The\tstation\tMaster\tafter\tensuring\tthat\tthere\tis\tno\t\ntrain\tin\tthe\tblock\tsection\tin\tthe\tboth\tdirections\t(Up\t&\tDn),\twill\tpermit\tthe\tgateman\tto\topen\t\nthe\tgate\tthrough\texchange\tof\tprivate\tnumbers.\n\t\t\t\t\t\t\t(b)\t In case there is/are train/trains in the section: The\tgateman,\tafter\tensuring\tcomplete\t\npassage\tof\tthe\ttrain/trains\tfrom\tthe\tgate\tby\tobserving\ttail\tboard/tail\tlamp,\tshall\tfirst\t\nexchange\tprivate\tnumber\twith\tStation\tMaster\tand\tconfirm\tto\thim\tthat\tthe\ttrain/trains\t\nhas/have\tpassed\tcompletely\tfrom\this\tgate.\tThereafter,\tthe\tStation\tMaster\tshall\tallow\tthe\t\ngateman\tto\topen\tthe\tgate\tunder\texchange\tof\tprivate\tnumbers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 326, + "text": "CHAP. XVI) LEVEL CROSSINGS\n300\n(iii)\t Once\t Station\tMaster\thas\tpermitted\tthe\tGateman\tto\topen\tthe\tgate,\tGateman\twill\tmake\t\nentry\tof\tprivate\tnumber\tof\tcontrolling\tSM\tand\ttiming\tin\tprivate\tnumber\tbook\tand\tGate\tlog\t\nregister.\n(iv)\t After\t getting\tthe\tpermission\tfrom\tcontrolling\tSM\tand\tmaking\tentries\tof\tprivate\tnumber\t\nas\tper\tabove,\tGateman\twill\tfirst\tfix\tthe\tRed\tbanner\tflags\tacross\ton\tboth\ttracks\t(Up\t&\t\nDn\tLines)\ton\tboth\tsides\tof\tLC\tgates\tduring\tday\ttime\tand\twill\tfix\tthe\tRed\tLamps\ton\tmetal\t\nstaffs\ton\tboth\ttracks\t(Up\t&\tDn\tLines)\ton\tboth\tsides\tof\tLC\tgates\tduring\tNight\tto\topen\tthe\t\nlevel\tcrossing\tgate\tfor\tpassing\tthe\troad\ttraffic.\tRed\tBanner\tFlag/Red\tLamp\twill\tremain\tin\t\nposition\ton\tboth\tthe\ttracks\t(Up\t&\tDn\tline)\tas\tfar\tas\tgate\tis\tkept\topened\tfor\tpassing\troad\t\ntraffic.\n(v)\t After\t fixing\tred\tbanner\tflags/Red\tLamps\ton\tboth\ttracks\t(Up\t&\tDn\tLines)\ton\tboth\tsides\tof\t\nLC\tgate\tDuring\tDay/Night\tas\tper\tabove,\tGateman\twill\topen\tthe\tLC\tgate\tfor\tpassing\tthe\t\nroad\ttraffic.\n(vi)\t After\t passage\tof\troad\ttraffic,\tthe\tGateman\tshall\tfirst\tclose\tthe\tgate,\tremove\tthe\tred\tbanner\t\nflag/red\tlamp\tfrom\tboth\ttracks\t(Up&Dn\tLines)\ton\tboth\tsides\tof\tLC\tgate\tand\tconfirm\tthis\t\nto\tStation\tMaster.\tFor\tthis\tconfirmation,\tGateman\twill\tgive\this\tprivate\tnumber\tand\ttiming\t\nto\tControlling\tSM.\tAfter\tthis,\tcontrolling\tSM\twill\tgive\this\tprivate\tnumber\tand\ttiming\tas\t\nacknowledgment\tof\tconfirmation\tof\tgate\tclosure.\tGateman\twill\tenter\tboth\tprivate\tnumbers\t\nand\ttiming\tin\tprivate\tnumber\tbook\tand\tGate\tlog\tregister.\n(vii)\t Suitable\t entries\tshall\tbe\tmade\tby\tthe\tStation\tMaster/Switch\tman/\tcabin\tman\tin\tthe\tTrain\t\nSignal\tRegister/Cabin\tOperation\tRegister,\tPrivate\tNumber\tBook\tand\tLog\tBook\tin\tred\tink.\n(viii)\t Before\t any\ttrain\tis\tallowed\tfrom\tany\tof\tthe\tdirection\tto\tenter\tthe\tblock\tsection\tagain,\tthe\t\nStation\tMaster/Switch\tman/cabin\tman\tmust\tensure\tthat\tprivate\tnumber\tfrom\tthe\tGate\tman\t\nhas\tbeen\treceived\tagainst\tclosure\tof\tthe\tgate.\n(ix)\t Gate\t once\tclosed\tfor\tthe\troad\ttraffic\tmust\ton\tno\taccount\tbe\topened\tunless\tthis\tis\tauthorized\t\nby\tthe\tStation\tMaster\tby\tgiving\this\tprivate\tnumber.\n(B) NON-INTERLOCKED ENGINEERING GATES, OPEN TO ROAD TRAFFIC:\n1. Single Line:\n(i)\t Normal\t position\tof\tgate\tis\tOPEN\tto\troad\ttraffic\t&\tGate\twill\tbe\trequired\tto\tclose\tfor\tpassage\t\nof\tthe\ttrain.\n(ii)\t Before\t opening\tthe\tgate\tfor\troad\ttraffic,\tGate\tman\twill\talways\tput\tthe\tred\tbanner\tflag\t\nacross\tthe\ttrack\tduring\tday\tand\tred\tlamp\tduring\tnight\ton\tthe\tmetal\tstaff.\tBanner\tflag/HS\t\nlamp\twill\talways\tremain\tin\tposition\tas\tfar\tas\tgate\tin\topen\tto\troad\ttraffic.\n(iii)\t For\t passing\tthe\ttrain,\tControlling\tSM\twill\tgive\tintimation\tregarding\ttrain\tno.,direction\tand\t\nwill\tgive\this\tprivate\tnumber\tto\tGateman.\n(iv)\t Such\t advice\tshall\tbe\tgiven\tby\tthe\tcontrolling\tSM\tbefore\ttaking\tOFF\tdeparture\tsignals\tor\t\ngiving\tan\tauthority\tto\tproceed\tto\tthe\tLoco\tPilot.\n(v)\t Gateman\t will\tacknowledge\tthe\tintimation\tfrom\tcontrolling\tSM\tand\tmake\tentries\ti.e.\tprivate\t\nnumber\tof\tSM,\tTime,\ttrain\tdetails\tin\tprivate\tnumber\tbook\tand\tGate\tlog\tregister.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 327, + "text": "CHAP. XVI) LEVEL CROSSINGS\n301\n(vi)\t As\t confirmation of\tacknowledgement,\tGatemen\twill\tgive\this\tprivate\tnumber\tand\ttime\tto\t\nControlling\tSM\tand\twill\talso\trecord\tthe\tsame\tin\tprivate\tnumber\tbook\tand\tGate\tlog\tregister.\n(vii)\t Gateman\twill\tclose\tthe\tgate\tfor\troad\ttraffic\tand\tensure\tthat\tgate\tis\tclosed\tand\tlocked.\n(viii)\t Gateman\t will\tinform\tthe\tcontrolling\tSM\tregarding\tclosure\tof\tgate\tand\twill\tgive\this\tprivate\t\nnumber\tto\tStation\tMaster\tand\tmake\tthe\tentry\tregarding\tprivate\tnumber\tand\ttime\tin\tprivate\t\nnumber\tbook\tand\tgate\tlog\tbook.\n(ix)\t Gatemen\t will\tobtain\tthe\tprivate\tnumber\tfrom\tcontrolling\tSM\tand\trecord\tit\talong\twith\ttime\t\nin\tprivate\tnumber\tbook\tand\tGate\tlog\tregister.\n(x)\t Controlling\t SM\twill\tlower\tthe\tdeparture\tsignals\tafter\tgetting\tthe\tprivate\tnumber\tfrom\tthe\t\nGateman.\n(xi)\t Gateman\t will\tauthorize\tto\topen\tthe\tgate\tafter\tcomplete\tpassage\tof\ttrain\tfrom\tthe\tgate\tby\t\nobserving\ttail\tboard/tail\tlamp\tof\tthe\ttrain.\n(xii)\t After\t ensuring\tcomplete\tpassage\tof\ttrain,\tGateman\twill\tfirst\tfix\tthe\tBanner\tFlag/Red\tLamp\t\non\ttrack\tand\tthen\topen\tthe\tLC\tfor\troad\ttraffic.\n2. Double Line:\n(i)\t Normal\t position\tof\tgate\tin\tOPEN\tto\troad\ttraffic\t&\tGate\twill\tbe\trequired\tto\tclose\tfor\t\npassing\tthe\ttrain.\n(ii)\t Before\t opening\tthe\tgate\tfor\troad\ttraffic,\tGateman\twill\talways\tput\tthe\tred\tbanner\tflag\t\nacross\tthe\ttrack\tduring\tday\tand\tred\tlamp\tduring\tnight\ton\tthe\tmetal\tstaff.\tbanner\tflag/HS\t\nlamp\twill\talways\tremain\tin\tposition\tas\tfar\tas\tgate\tis\topen\tto\troad\ttraffic.\n(iii)\t For\t passing\tthe\ttrain,\tControlling\tSM\twill\tgive\tintimation\tregarding\ttrain\tno.,\tdirection\t\nand\twill\tgive\this\tprivate\tnumber\tto\tGateman.\n(iv)\t Such\t advice\tshall\tbe\tgiven\tby\tthe\tcontrolling\tSM\tbefore\ttaking\tOFF\tdeparture\tsignals\tor\t\ngiving\tan\tauthority\tto\tproceed\tto\tthe\tLoco\tPilot.\t\n(v)\t Gateman\t will\tacknowledge\tthe\tintimation\tfrom\tcontrolling\tSM\tand\tmake\tentries\ti.e.\tprivate\t\nnumber\tof\tSM,\tTime,\ttrain\tdetails\tin\tprivate\tnumber\tbook\tand\tgate\tlog\tbook.\n(vi)\t As\t confirmation\tof\tacknowledgement,\tGateman\twill\tgive\this\tprivate\tnumber\tand\ttime\tto\t\nControlling\tSM\tand\twill\talso\trecord\tthe\tsame\tin\tprivate\tnumber\tbook\tand\tdetailed\tlog\t\nbook.\n(vii)\t Gatemen\twill\tclose\tthe\tgate\tfor\troad\ttraffic\tand\tensure\tthat\tgate\tis\tclosed\tand\tlocked.\n(viii)\t Gateman\t will\tinform\tthe\tcontrolling\tSM\tregarding\tclosure\tof\tgate\tand\twill\tgiven\this\tprivate\t\nnumber\tto\tstation\tmaster\tand\tmake\tthe\tentry\tregarding\tprivate\tnumber\tand\ttime\tin\tprivate\t\nnumber\tbook\tand\tGate\tlog\tregister.\n(ix)\t Gatemen\t will\tobtain\tthe\tprivate\tnumber\tfrom\tcontrolling\tSM\tand\trecord\tit\talong\twith\ttime\t\nin\tprivate\tnumber\tbook\tand\tgate\tlog\tbook.\n(x)\t Controlling\t SM\twill\tlower\tthe\tdeparture\tsignals\tafter\tgetting\tthe\tprivate\tnumber\tfrom\tthe\t\nGateman.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 328, + "text": "CHAP. XVI) LEVEL CROSSINGS\n302\n(xi)\t On\t double\tline,\tGateman\twill\tbe\tauthorized\tto\topen\tthe\tgate\tafter\tcomplete\tpassage\tof\t\ntrain\tfrom\tthe\tgate\tby\tobserving\ttail\tboard/tail\tlamp\tof\tthe\ttrain,\tonly\twith\tthe\tpermission\t\nof\tStation\tmaster\tunder\texchange\tof\tprivate\tnumber.\n(xii)\t After\t ensuring\tcomplete\tpassage\tof\ttrain,\tGateman\twill\tfirst\tfix\tthe\tBanner\tFlag/Red\tLamp\t\non\ttrack\tand\tthen\topen\tthe\tLC\tfor\troad\ttraffic.\nSR 16.03/5: Whistle Boards :- (a)\tAt\tthe\tapproaches\tto\tall\tunmanned\t“C”\tclass\t\tlevel\tcrossings\tor\t\nmanned\tlevel\tcrossings\twhere\tthe\tview\tis\tnot\tclear\ton\teither\tside\tfor\tthe\tdistance\tof\t600\tmeters\tand\t\nthose\twhich\thave\tnormal\tposition\t‘open\tto\tthe\troad\ttraffic’,\twithout\tinterlocking\tand\tprotection\tby\t\nsignals\tunder\tspecial\tconditions\ta\tbilingual\twhistle\tboard\t,\tas\tper\tfigure\t(A)\tbelow\tshould\tbe\terected\t\nat\t600\tmeters\talong\tthe\ttrack\tfrom\tthe\tlevel\tcrossing.\tHowever,\tthe\tdistance\tof\twhistle\tboard\t(W/L)\t\nfor\tunmanned\tlevel\tcrossings\ton\tsingle\tline\tsection,\twhere\tvisibility\tis\tclear,\tshould\tbe\treduced\tto\t\n350\tmeters\tto\tenjoin\tthe\tloco\tpilots\tof\tapproaching\ttrains\tto\tgive\taudible\twarning\tof\tthe\tapproach\t\nof\ta\ttrain\tto\tthe\troad\tusers.\tThe\tloco\tpilots\tof\tapproaching\ttrain\tshould\twhistle\tin\tthe\tmanner\t\nprescribed\tin\tSR\t4.50/3.\n(b)\t Repeater\t whistle\tBoards\tas\tper\tfig\t(B)\tbelow\twith\tthe\tletters\t“R\tW/L”\tshall\tbe\tprovided\ton\t\nthe\tapproaches\tof\tall\tun-manned\tlevel\tcrossing\tat\ta\tdistance\tof\t250\tmeters\ton\teither\tside\t\nfollowed\tby\tW/L\tboards.\n0.2 M\n0.6 M\n0.2 M\nFig\tA\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\t\tFig\tB\nWhistle Board at \nLevel crossings \nRepeater Whistle Board at \nLevel crossings\nNOTE: If\tW/L\tboard\ton\tone\tLC\tis\tlocated\tnear\tthe\t“R\tW/L”\tboard\tor\twithin\tthe\tcontinuous\t\nwhistling\tzone\tof\tanother\tLC\t(i.e,\twithin\t250\tmtrs\tof\tLC),\tthen\tthe\twhistling\tcode\tof\t“R\t\nW/L”\tboard\tshould\tbe\tfollowed\t.\n16.04 Gateman to observe passing trains:- Except where otherwise prescribed under special \ninstructions, the Gateman shall observe all passing trains and be prepared to take \nsuch action as may be necessary to ensure safety of trains.\nS.R. 16.04/1 : The\tgateman\tat\tall\tlevel\tcrossing\tgates\tshould\tstand\tattentively\tat\tthe\tgate\tlodge\t\nside,\tfacing\tthe\ttrack\twith\tfurled\tred\tand\tgreen\tflags\tduring\tday\tin\tright\tand\tleft\thands\trespectively\t\nand\tat\tnight\thold\tthe\thand\tsignal\tlamp\twith\tthe\twhite\tlight,\texcept where gateman is authorized to \nexchange “all right signals” from Off side (SR 4.42/5 (c) (iii)).\tHe\tshall\twatch\tall\tpassing\ttrains\tto", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 329, + "text": "CHAP. XVI) LEVEL CROSSINGS\n303\nsee\tany\tunusual\tcondition\tlike\thot\taxles,\tchain\thanging,\tany\tvehicle/wagon\ton\tfire,\tload\tshifted,\tetc.\t\nand\ttake\tprompt\taction\tto\twarn\tthe\tLoco\tPilot\tand\tTrain\tManager\tof\tthe\ttrain\tby\tshowing\ta\tdanger\t\nsignal.\tThe\tLoco\tPilots\tand\tthe\tTrain\tManagers\tshould\tbe\ton\tthe\tlookout\tfor\tsuch\tdanger\tsignals.\n16.05 Channel for flange of wheels:- The Gateman shall see that the channel for the flange \nof the wheel is kept clear. \nS.R. 16.05/1 : In\tthe\tcase\tof\tUn-manned\tlevel\tcrossings\tand\tlevel\tcorssing\tgates\twhich\tare\toperated\t\nfrom\tnearby\tcabins\tor\tby\tpointsman\tdeputed\tfrom\tStations,\tthe\tcleaning\tof\tthe\tchannel\tfor\tflange\tof\t\nwheels\tshall\tbe\tdone\tby\tkey\tman\tand\tmaintenance\tof\troad\tsurface,\twatering\tand\tramming\twill\tbe\t\ndone\tby\tthe\tP.Way\tgangs.\n16.06 Defects at level crossings:- If any gate or the gate fastenings thereof, or any fixed \nsignal pertaining to the gate becomes out of order, the Gateman shall-\n(a) Take action to close the gates, if possible, against road traffic.\n(b) After closing the gates, hand signal the train movement past the level crossing.\n(c) If the gate cannot be so closed, put the banner flag or level crossing flag in such a \nmanner as to warn the approaching train to stop short of the gate and thereafter hand \nsignal the train.\n(d) report the fact to his superior or the nearest Gangmate.\nS.R. 16.06/1 : The\tStation\tMaster\twho\tfirst\treceives\tintimation\tabout\tdefective\tgate\tsignal\tshall\t\npass\ton\tthe\tintimation\ttelephonically\tor\tmessage\tor\totherwise\tto\tthe\tSE\t(Signal)\tand\tthe\tSignal\t\nMaintainer.\nS.R. 16.06/2 : At\tmanned\tlevel\tcrossing\tgates,\tprovided\twith\ttelephone,\tif\tthe\tSM\ton\tduty\tis\tunable\t\nto\tcontact\tthe\tGateman\ton\tduty\tdue\tto\ttelephone\tbecoming\tdefective,\tthe\tGateman\tbeing\tabsent\tor\t\nfor\tany\tother\treason,\the\tshall\tissue\ta\tCaution\tOrder\tto\tthe\tLoco\tPilot\tof\ta\ttrain\tleaving\this\tstation\t\nor\tget\tit\tissued\tby\tthe\tSM\tof\tthe\tBlock\tstation\tat\tother\tend\tbefore\tgranting\tline\tclear.\tThe\tCaution\t\nOrder\twould\tmention\tabout\tthe\tpossibility\tof\tthe\tlevel\tcrossing\tbeing\topen\tto\troad\ttraffic\tand\tthe\t\nline\tbeing\tobstructed.\tThe\tgate\tnumber\tand\tthe\tkilometerage\tshall\tbe\tclearly\tindicated\tin\tthe\tcaution\t\norder.\tThe\tStation\tMaster\tshall\tnot\tallow\tany\ttrain\tto\tproceed\ttowards\tthe\tlevel\tcrossing\tunless\tthe\t\ncaution\torder\tis\tissued\tto\tthe\tLoco\tPilot\t.\tLoco\tPilot\twould\tonly\tpass\tsuch\tlevel\tcrossing\tgate\tafter\t\nensuring\tthat\tit\tis\tclosed\tagainst\troad\ttraffic.\nS.R. 16.06/3 : In\tcase\tthe\tgate\tkey\tcannot\tbe\textracted\tor\ttransmitted\tfrom\trelevant\tlever/Key\t\ntransmitter/T-2\tlock\tat\tan\tinterlocked\ttraffic\tlevel\tcrossing\tgate\tthen\tGateman/Switchman/Cabin\t\nman\tmust\timmediately\tinform\tSM\ton\tduty\tunder\texchange\tof\tprivate\tnumbers.\tAfter\tgetting\tthis\t\ninformation,\tSM\tshould\ttake\tout\temergency\tkey\tfrom\tsealed\tglass\tbox,\twhich\tis\tprovided\tfor\tthis\t\npurpose,\tby\tbreaking\tthe\tglass.\tNow\tin\tthis\tsituation,\tthe\tlevel\tcrossing\tgate\tshall\tbe\ttreated\t\tas\ta\t\nnon-interlocked\tgate\tand\trules\tprescribed\tfor\toperation\tof\tnon-interlocked\ttraffic\tgates\tshould\tbe\t\nfollowed.\tSignals\tshall\tbe\ttaken\t“Off”\twith\tthe\thelp\tof\temergency\tkey\tfor\treception\tand\tdespatch\t\nof\ttrains\tonly\tafter\tensuring\tclosure\tof\tlevel\tcrossing\tgate\tagainst\tthe\troad\ttraffic\tunder\texchange\t\nof\tprivate\tnumbers.\tA\tcaution\torder\tshall\talso\tbe\tissued\tto\tthe\tLoco\tPilot\tto\tintimate\thim\tthat\tlevel", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 330, + "text": "CHAP. XVI) LEVEL CROSSINGS\n304\ncrossing\tgate\thas\tbeen\tclosed\tby\tmeans\tof\tlifting\tbarrier/gate\tleaves/safety\tchains.\tSM/ASM\ton\tduty\t\nshall\trecord\tthe\tdate\tand\ttime\tof\tbreakage\tof\tsealed\tglass\tbox\tof\temergency\tkey,\tin\tthe\temergency\t\nkey\tregister.\tSimultaneously,\tSM/ASM\ton\tduty\tshall\talso\tinform\tthe\tsignal\tmaintainer\tabout\tthe\t\nfailure.\tNormal\tworking\twould\tbe\trestored\twhen\tthe\temergency\tkey\thas\tbeen\tresealed\tby\tthe\tsignal\t\nmaintainer.\nNote : The\tcaution\torder\tshall\tenjoin\tupon\tthe\tLoco\tPilot\tto\tpass\tthe\tgate\tcautiously\ton\tbeing\t\nhand\tsignaled\tby\tthe\tgateman.\tIf\thand\tsignal\tis\tnot\tseen,\tLoco\tPilot\tshould\tbe\tprepared\tto\t\nstop\tshort\tof\tthe\tgate\tand\tensure\tthat\tthe\tgate\thas\tbeen\tsecured\tagainst\tthe\troad\ttraffic\tin\t\nterms\tof\tGR\t3.73(2)(b).\n16.07 Obstructions at level crossing:- Every gateman, on noticing any obstruction on the \nline, shall at once remove it or, if unable to do so shall-\n(a) take action to ensure that the fixed signals, if any, protecting the gate are kept at ‘on’;\n(b) show Stop hand signal and do his best to stop the approaching trains, and\n(c) shall protect the obstruction as per Rule 3.62.\n16.08 Parting of a train:- If a Gateman notices that a train has parted, he shall not show a \nStop hand signal to the Loco Pilot , but shall endeavour to attract the attention of the \nLoco Pilot and the Train Manager by shouting, gesticulating or other means.\n16.09 Trespassing:- Every gateman shall, as far as possible, prevent any trespassing by \npersons or cattle.\n16.10 Transfer of charge of gate:- Except in accordance with special instructions, no gateman \nshall leave his gate unless another gateman has taken charge of it.\nSR.16.10/1 : If\ton\taccount\tof\tinescapable\tcircumstances\tthe\tGateman\thas\tto\tbe\tabsent,\the\tshould\t\nclose\tand\tlock\tthe\tgate\tagainst\troad\ttraffic\tand\this\tabsence\tshould\tbe\tfor\tbarest\tminimum\tperiod.\tAt\t\ngates\tprovided\twith\ttelephones,\tthe\tGateman\tmust\ttake\tprior\tpermission\tof\tthe\tS.M.\tbefore\tleaving\t\nthe\tgate.\n16.11\t Height\tgauges:-\n(1) Adequate arrangements shall be made to erect height gauges on either side of the \noverhead equipment or other equipment at every level crossing so as to ensure that \nall vehicles and moving structures passing under the height gauge also pass under the \noverhead equipment or other equipment with adequate clearance.\n(2) The adequate clearance referred to in sub-rule (1) shall be sanctioned under approved \nspecial instructions.\n(3) Vehicles and moving structures, which cannot pass under the height gauge without \nstriking or touching it, shall not be permitted to pass the overhead equipment or other \nequipment except in accordance with special instructions. \nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 331, + "text": "Chapter XVII\nWORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n17.01 Applicability of General Rules:- All rules referring to the working trains shall also \napply to electrified sections except as otherwise provided in the rules contained in this \nchapter.\n17.02 Special definitions applicable to this Chapter:- In these rules, unless the context \notherwise requires.\n(1) “Electrical way and works” means the traction installations including overhead \nequipment and other connected works provided on the electrified sections of the \nrailway.\n(2) “Feeding post” means a supply control post, where the incoming feeder lines from \ngrid sub-station are terminated.\n(3) “Neutral section” means a short section of insulated and dead overhead equipment \nwhich separates the areas fed by adjacent sub-stations or feeding posts.\n(4) “Power Block” means blocking of a section of line to electric traffic only.\n(5) “Supply control post” means an assembly of interrupters, isolator switches, remote \ncontrol equipment and other apparatus provided for controlling power supply to \noverhead equipment. It includes feeding posts, sectioning and paralleling posts and \nsub-sectioning posts.\n(6) “Tower wagon” means a self-propelled vehicle which is used for the maintenance and \nrepairs of overhead equipment.\n(7) “Traction Power Controller” means a competent railway servant who may for the \ntime being be responsible for the control of power supply on the traction distribution \nsystem.\n17.03 Inspection of electrical way and works:- The electrical way and works shall be \ninspected regularly in accordance with special instructions, by officials nominated for \nthe purpose and in accordance with the duties assigned to them.\nS.R. 17.03/1 : The inspection as mentioned in G.R. 17.03 shall be carried out in accordance with the \ninstructions laid down in Northern Railway AC Traction Manual.\nS.R. 17.03/2 : Issue of Caution Order:- In case of breakdown of overhead equipment, when it is \nnecessary for a train to proceed cautiously, the Traction Foreman (overhead Equipment) responsible \nfor such notification, shall arrange for issue of Caution Order in accordance with the rules in \nforce. An authorised person shall be present at the site and shall be responsible for showing signals \nprescribed in G.R. 4.09 & S.R.s thereto.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 332, + "text": "CHAP. XVII) WORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n306\nS.R. 17.03/3 : Protection of trains in electrified section:- Whenever a Loco Pilot finds that his train \ncannot proceed further on account of OHE failure/brakedown of over head equipment, Loco Pilot \nand Train Manager shall arrange protection of the line affected in accordance with GR 6.03. In case \nof breakdown in an Automatic Signalling section, the track must be protected in accordance with GR \n9.10. Thereafter Loco Pilot / Train Manager will take action to advise the traction power controller \non the nearest emergency telephone shocket or on mobile phone giving details of the breakdown. \nIn case this shocket is not available, the information should be communicated through the nearest \nstation master/cabin SM/switchman by first available means.\n17.04 Permit-to-work on electrical equipment:- If work is to be carried out adjacent to the \nelectrical equipment or any other part thereof by other than the competent railway \nservant, such work shall be done only when and for such time as the person-in- charge \nof the work has obtained a written permit-to-work, duly signed and given by the \nrailway servant authorised for the purpose by special instructions. He, in turn, shall \nissue the same only with knowledge of the Traction Power Controller.\nS.R. 17.04/1 :\n(a) A permit to work must be obtained if work is to be carried out or any worker is required to \ncome within 2 metres (6’-7”) of the overhead equipment.\n(b) The permit to work can be issued by any competent traction distribution official not lower \nin rank than a senior Lineman pertaining to the section concerned, subject to prior sanction \nof Divisional Electrical Engineer (Traction Distribution).\nS.R. 17.04/2 : Work on service buildings and structures in the vicinity of live equipment-\nRailway staff required to carry out work on service buildings and structure in proximity of overhead \nequipment shall exercise special care to ensure that tools, measuring tapes, materials etc. are not \nplaced in a position from, which they are likely to fall on or make contact with electrical equipment.\n17.05 Warning to staff and public:-\n(1) All electrical equipment shall be regarded as being live at all time and consequently \ndangerous to human life, save and except in cases where the electrical equipment has \nbeen specially made dead in accordance with special instructions. Caution notices \nshall be prominently fixed near all vulnerable places to warn staff and public to \nexercise due caution.\n(2) No person shall climb on the top of engines or tenders or on the roofs of carriage or \nwagons when those vehicles are located beneath overhead equipment except when the \noverhead equipment is dead and earthed in accordance with special instructions.\nS.R. 17.05/1 : Electrical equipment may be declared to have been made dead only when it has been \nisolated and earthed as per instructions contained in Northern Railway AC Traction Manual.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 333, + "text": "CHAP. XVII) WORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n307\nS.R. 17.05/2 : Caution notices of the type shown ahead shall be displayed near vulnerable locations.\nNOTE:- SCALE N.T.S.-5\n 1. ALL DIMENSIONS-IN mm.\n 2. MATERIAL-M.S. SHEET OF 1.6 mm. To 2.0 mm. THICKNESS.\n 3. HOLES TO BE DRILLED BEFORE ENAMELLING.\n 4. LETTERING GILLSANS STYLE 5 mm. THICKNESS AS SHOWN.\n 5. COLOURS AS FOLLOWS :\n(i) LETTERS-WHITE WEATHER PROOF VITREOUS ENAMELLED.\n(ii) BACK GROUND - SIGNAL RED WEATHER PROOF VIT. ENAMELLED.\n 6. REARSIDE :- BLACK W.P . - VIT. ENAMELLED.\nS.R. 17.05/3 : For the purpose of G.R. 17.05 (2), the person required to climb on top of engines or \ntenders or on the roofs of carriages & wagons shall obtain a permit to work as per G.R. 17.04 before \nclimbing up.\n17.06 Alterations to track:- Before any alteration to alignment or level of electrified tracks is \ncommenced due notice shall be given to those responsible for the overhead equipment \nso that the overhead equipment may be adjusted to conform to the new conditions.\nS.R. 17.06/1 :- The notice under G.R. 17.06 shall be given to the Divisional Electrical Engineer \n(Traction Distribution).\n17.07 Tripping of circuit breakers of locomotives and electrical multiple units at neutral \nsections:-\n Unless otherwise allowed by special instructions, the Loco Pilot of the locomotive \nor electrical multiple unit shall coast through the neutral section, duly switching off \npowers. Necessary indication boards to this effect shall be provided to guide the Loco \nPilot to switch off and switch on power.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 334, + "text": "CHAP. XVII) WORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n308\nS.R. 17.07/1 : Indication boards shall be provided at 500 metres and 250 metres in advance of the \nneutral section. Additional boards shall be provided just short of and immediately after the neutral \nsection to indicate to the Loco Pilot, the points where he should open and reclose, the circuit breaker \non the locomotive. The boards to be provided are shown at A, B, C and D respectively in the drawing \nshown below-\n17.08 Tower wagon:- The rules for the movement and working of tower wagons shall be laid \ndown by special instructions.\nS.R. 17.08/1 : The movement of tower wagons will be governed by all the rules governing movement \nof trains.\nS.R. 17.08/2 : Driving of Tower Wagon:-\n(i) No tower wagon shall be driven except by an authorised person and no person shall be so \nauthorised, unless he has knowledge of the section on which tower wagon is operating in \naddition to being conversant with the operation of tower wagon.\n(ii) The maximum speed of the Tower Wagon/OHE Inspection Cars shall not exceed the speed as \nprescribed by the administration for various types of Tower Wagon/OHE Inspection Cars, \nsubject to the restrictions (Temporary or Permanent) imposed on account of Engineering, \nSignalling or other considerations.\nS.R. 17.08/3 : Tower Wagons pantograph:- The use of the pantograph mounted on the roof of the \ntower wagon shall be in accordance with the instructions contained in the A.C. Traction Manual.\nS.R. 17.08/4 : Revolving tower on tower wagon:-\n(i) The revolving tower shall normally lie along the length of the tower wagon.\n(ii) The revolving tower shall be raised or lowered only when the lower wagon is stationary.\n75 cm.80 cm.\n75 cm.80 cm.\nA\nD\nB\nC", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 335, + "text": "CHAP. XVII) WORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n309\n(iii) The revolving wagon shall be moved out of the normal position, only when the tower wagon \nis stationary.\n(iv) The tower wagon shall be moved only after the revolving tower has been brought back to \nnormal position.\nS.R. 17.08/5 : Independent placement and movement/working of ladder trolleys in section open to \ntraffic is prohibited.\n17.09 Additional rules for electrified sections:- Special instructions for working of trains on \nelectrified sections shall be notified by the authorised officer.\nS.R. 17.09/1 : Sectioning and Sliding Switches:- Section and sliding switches installed in the \noverhead equipment shall be operated only by such officials as are certified as competent to do so by \nthe Traction Foreman (Overhead Equipment). The certificate of competency for this purpose shall \nbe valid for a period of 5 Years.\nS.R. 17.09/2 : No switch affecting the feed to main running line or loop line (s) shall be closed or \nopened without permission of the Traction Power Controller.\nS.R. 17.09/3 : All operations of section or isolating switches, when completed, shall be reported to \nthe Traction Power Controller in all cases.\nS.R. 17.09/4 : Procedure for preventing admission to electric rolling stock into or over sections of \ntrack with dead or earthed overhead lines.\n(a) In order to prevent electric rolling-stock from being admitted into a track or a crossover for \nwhich overhead equipment is made dead or for which a permit- to-work is to be issued, the \nlevers/slide of signals and points in the signal cabins governing such movements of electric \nrolling stock shall be protected by means of lever/slide collars. If the points and signals are \nlocally operated, they should be clamped and padlocked in their normal position and the \nkeys shall be kept with the Station Master.\n(b) The lever/slide collars shall not be removed until the Station Master or Cabin Station \nMaster receives from the Section Controller and acknowledges a message supported by a \nprivate number cancelling the power block. The section controller shall not issue such a \nmessage unless he has received a written message duly supported by a private number from \nthe Traction Power Controller cancelling the Power block.\nNote : When a movement of non-electric rolling stock is to be made into or out of such lines under \npower block, the lever collars may temporarily be removed and replaced immediately after \nthe movement if completed.\nS.R.17.09/5 : Accident and unusual occurrence in electrified territory:-\n(1) Duties and responsibilities of Traction Power Controller, Section Controller and \nStation Master in case of No Tension / Fault Tripping in over Head Equipment:-\n(a) Fault Isolations:-\n(i) In an electrified section in the event of overhead equipment failure, Traction Power \nController shall immediately identify and localize the faulty section and isolate the \nsame. In case of double and multiple line sections, he shall also isolate healthy \nsection on adjacent track on the same route length as faulty section. The Traction \nPower Controller shall then advise the Section Controller in writing or on phone", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 336, + "text": "CHAP. XVII) WORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n310\nunder exchange of private number, of the section found faulty and healthy section \ntemporarily isolated.\n(ii) On receipt of the advice from Traction Power Controller, the Section Controller \nshall take action as under:- Section Controller shall, under exchange of private \nnumber, advise Station Master of Stations on either side of isolated sections to treat \nthe faulty section as if the same is under emergency power block and take action \naccordingly.\n(b) On double line section - Healthy section temporarily isolated:\n(i) The Section Controller shall check whether any train has entered in the faulty \nsection. If not he shall advise the concerned SM to issue caution order to the Loco \nPilot of the first train on unaffected section to keep a sharp look out on the adjacent \nline/lines to see, if there are any OHE abnormalities. On reaching the next station, \nLoco Pilot, should report whether or not the section over which he has passed, is \nsafe for train movement. Then Section Controller will advise the Traction Power \nController in writing to re-energize the healthy section that was temporarily \nisolated.\n(ii) If however, train has entered in faulty section, the Section Controller shall \nimmediately inform SMs of all stations, who are concerned with working of train in \nthe faulty section and also in the section in which healthy over head equipment is \ntemporarily isolated, under exchange of private number, that they shall not allow \nany train to enter the affected block sections unless both Loco Pilot and Train \nManager of the first train in unaffected section have been issue, caution order to \nthis effect.\n “Proceed with speed not exceeding 60 KMPH during day when visibility ahead \nis clear and not exceeding 30 KMPH during night subject to observance of other \nspeed restrictions” and “keep a sharp look out and be prepared to stop short of \nany obstruction, which may be due to any infringement from the adjacent line / \nlines and also keep a sharp look out on the adjacent line / lines to see if there are \nany overhead equipment abnormalities. On reaching the next station Loco Pilot \nto report whether or not the section over which they have passed is safe for train \nmovement”.\n(iii) Only after taking this action, the Section Controller shall advise the Traction Power \nController in writing that necessary precautions have been taken to ensure safety of \nthe train. The Traction Power Controller shall then restore the feed to the healthy \nsection, which was temporarily isolated.\n(iv) Action to remove speed restrictions shall be taken by the Section Controller in \nconsultation with Station Master on receipt of report from the Loco Pilot and the \nTrain Manager that the section is free of obstruction. Section Controller shall also \nadvise the Traction Power Controller of the report of Loco Pilot / Train Manager \nof the train indicating whether or not there are any infringements or abnormalities \nin Over Head Equipment. Till such time it is decided to remove speed restriction, \nsubsequent train shall be allowed to enter into the section only with permission from", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 337, + "text": "CHAP. XVII) WORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n311\nthe Section Controller and shall co ntinue to be issued caution order prescribing \nclearly the speed restriction and other precautions, as pointed out in b (ii) above.\n(2) Duties and responsibilities of Traction Power Controller and Section Controller in the \nevent of any abnormality in train on Electric Traction necessitating ‘Switching OFF’ of \noverhead equipment supply:-\n(i) As soon as Traction Power Controller comes to know about unsafe condition of \na train working on Electrified Traction, he shall immediately switch ‘OFF’ the \noverhead equipment supply of both the lines of relevant sub-section Traction Power \nController shall then advise in writing, the Section Controller of sections in which \nover head equipment has been switched ‘OFF’.\n(ii) On receipt of advice from Traction Power Controller, the Section Controller shall, \nunder exchange of private number, advise Station Master of all stations, who are \nconcerned with working of trains in the affected section to treat the dead section as \nif the same is under emergency power block and to ensure that no train is allowed \nto enter into the section.\n(a) Healthy section temporarily isolated:-\n(i) Station Master will not allow any train to enter even Healthy line of the affected \nSection, unless both Loco Pilot and Train Manager of the first train of unaffected \nsection have been issued Caution Order to proceed with the restricted speed not \nexceeding 60 KMPH during day when view ahead is clear and 30 KMPH during \nnight subject to observance of other speed restrictions and keep a sharp look out and \nbe prepared to stop short of any obstruction, which may be due to any infringement \nor overhead equipment abnormalities from the adjacent line/lines. Also advise loco \npilot to report immediately on reaching the next station whether or not the section \nover which they have passed is safe for the train.\n(ii) If loco pilot of unaffected section contacts him on phone, the overhead equipment \nof unaffected portion should be resumed and he will be asked to proceed with the \nrestricted speed not exceeding 60 Kmph during day when view ahead is clear and \n30 Kmph during night subject to observance of other speed restrictions and shall \nkeep a sharp look out and be prepared to stop, short of any obstruction, which \nmay be due to any infringement from the adjacent line/lines. On reaching the next \nStation loco pilot will report whether or not the section over which they have passed \nis safe for train movement.\n(iii) After ascertaining that there is no infringement to adjacent track, the caution order \nas indicated above shall be withdrawn immediately.\n(b) Section having affected train:-\n(i) After getting information from the crew of the affected train about the nature of \nabnormality, decision regarding recharging of the overhead Equipment shall be \ntaken by the Section Controller in consultation with Chief controller/ Dy. Chief \nController (Shift duty) and controller of concerned department.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 338, + "text": "CHAP. XVII) WORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n312\n(ii) If the loco pilot of the affected train contacts Traction Power Controller/ Control \nand no defect is detected in the train , on resumption of overhead Equipment he will \nbe asked by control to clear the block section with the restricted speed not exceeding \n60 Kmph during day when view ahead is clear and 30 Kmph during night subject \nto observance of other speed restrictions and shall keep a sharp look out for any \nabnormality in the train. On arrival at the station the staff of concerned department \nshould check the train,if no abnormality detected the train should resume at normal \nspeed.\n(3) Duties and responsibilities of the Loco Pilot and the Train Manager in case of overhead \nequipment tripping/No tension in overhead equipment:-\n(i) In case of transient tripping overhead equipment the Loco Pilot shall resume normal \ntraction and keep a sharp lookout including on the adjacent line/lines to see, if there \nare any abnormalities/obstructions and will inform to the Train Manager through \nwalkie-talkie or whistle code about Tripping in overhead equipment .The Train \nManager of the train will look out for any abnormality on his train. The Assistant \nLoco Pilot should look back and observe his train for any abnormality.\n(ii) If no tension in overhead equipment continues, the Loco Pilot shall immediately \nswitch ‘On’ the Loco flasher and control the speed (Not exceeding 60 Kmph at \nnight) so as to be able to stop short of any obstruction and stop his train close to \nfirst emergency socket and will communicate with the Traction Power Controller/\nControl to know the reason for no tension in overhead Equipment. The crew should \nact according to advice of control.\n(iii) If, it is not possible to communicate with the Traction Power Controller/Control \nimmediately, the Loco Pilot shall depute the Assistant Loco Pilot to get down and \ncheck the train with the Train Manager in order to look for any abnormality for \nany defect in his train including Locomotive. After the train has been checked , the \nLoco Pilot /Train Manager shall inform Section Controller of the abnormality and \nassistance required, if any, or otherwise, through emergency phone of other line, \nWalkie-Talkie, Level Crossings gate or through train of other direction or by any \nother means of communication and act in accordance with advice of control. In \ncase no abnormality is noticed in his train, Loco Pilot should switch ‘Off’ the loco \nflasher.\n(iv) If in the mean time power supply to overhead equipment gets restored, the Loco \nPilot shall resume normal traction no sooner he comes to know of such resumption \nof supply.\nS.R. 17.09/6 : In case a train worked by an electric engine is found passing with hot axle in a \ndangerous condition or a wagon/coach with brake-block assembly hanging or anything unusual \nwhich could be dangerous for the Safety of train/passengers, the switchman/Station Master shall \nimmediately try to stop the train by attracting attention of the Loco Pilot /Train Manager by showing \nRed hand signal, putting back signals to ‘ON’ and by gesticulating and/or Walkie-Talkie sets etc. \nif, however, he fails to attract attention of the Loco Pilot /Train Manager to stop the train, he shall \ninform the TPC directly or through the section control, where TPC phone is not provided or happens", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 339, + "text": "CHAP. XVII) WORKING OF TRAINS ON ELECTRIFIED SECTION OF RAILWAYS\n313\nto be out of order. The TPC shall arrange to switch off the power supply of the concerned section \nimmediately.\nAbove information shall be given to the section Controller/Traction Power Controller under an \nexchange of private numbers. In case traction Power Controller has been directly informed, Section \nController has also to be informed subsequently.\nSR 17.09/7 : Whenever any train gets held up in the block section for more than 3 minutes due to no \ntension, the Loco Pilot of the train shall depute his Assistant Loco Pilot to check the train in order to \nlook for any abnormality and to advise the Train Manager of no tension in OHE. The Train Manager \nshall then check the entire train alongwith the Assistant Loco Pilot. \nIf, in the meantime, power supply is restored, the Loco Pilot shall call back his Assistant Loco Pilot \nto the loco by sounding a continuous whistle and then resume journey on his reaching the engine.\nOtherwise, after the train is checked, the Loco Pilot and Train Manager in consultation with the \nAssistant Loco Pilot shall inform the Section Controller/Traction Power Controller of the details of \nabnormality if any or otherwise, send assistance required through the nearest emergency telephone \ncircuit/by other available means.\nThe Loco Pilot and Train Manager shall arrange protection of the affected line in accordance with \nGR 6.03. In case of automatic signalling territories, the protection shall be done as per GR 9.10.\nAfter ascertaining the nature of abnormality in the affected train from Train Manager and Loco Pilot \n, decision regarding recharging of OHE shall be taken by the Section Controller in consultation \nwith the Deputy CHC, Train Manager, Loco Pilot and concerned Station Masters shall be advised \naccordingly and action shall thereafter be initiated by the Dy. CHC for clearance of abnormality.\nSR 17.09/8 : Restoration of OHE supply by the Traction Power Controller will be undertaken only \non the advice of Section Controller under exchange of private numbers.\nSR 17.09/9 : If the Switching off of the OHE taken place on a graded section, action as stipulated in \nSRG-25 shall also be initiated by the train crew.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 340, + "text": "Chapter XVIII\nMISCELLANEOUS\n18.01 Repeal and Savings:-\n\t The\t general\trules\tissued\tunder\tthe\tnotification\tof\tthe\tGovernment\tof\tIndia\tin\tthe\tlate\tRailway\t\nDepartment\t(Railway\tBoard)\tNo.\t1078-T,\tdated\tthe\t9th\tMarch,\t1929,\tare\thereby\trepealed\t\nexcept\tas\trespect\tthings\tdone\tor\ttaken\tor\tomitted\tto\tbe\tdone\tor\ttaken\tbefore\tsuch\trepeal.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 341, + "text": "Appendix ‘A’\nCAUTION ORDER\nI. These instructions are to be read as subsidiary Rules to G.R. 4.09.\nII. Caution Orders when issued and by whom – (a) whenever it is necessary to give a driver any \nspecial instructions in regard to the repairs to the track, restrictions of speed etc., a Caution \nOrder shall be issued by the Station Master on duty. Usually a Caution Order should be \nissued in the following circumstances.\n(i) To notify temporary engineering restrictions.\n(ii) When Single line working is introduced on double line.\n(iii) To authorize working of ballast train in the Section.\n(iv) To notify a trolley or lorry in the block section. (SR 15.26/5 and SR 15.27/2).\n(v) To notify a defective gate signal in “OFF” position and in case of No light at Colour \nLight Gate Signal.\n(vi) Under the ‘One train only system’ when a relief engine is sent out.\n(vii) In the event of total failure of communications.\n(viii) Whenever alterations or repairs which do not necessitate points or points locks being \ndisconnected from the levers are being carried out to interlocked points, signals, \ninterlocking gears etc.\n(ix) To stop a train short of facing points for shunting purposes.\n(x) When light engine is sent out to assist a disabled train engine.\n(xi) When on double line as assisting engine sent to clear a disabled train is to enter a \nstation with the disabled train moving in the wrong direction.\n(xii) When a train engine returns to pick up the rear portion left behind in the block section.\n(xiii)\t To\tstop\tor\tregulate\tthe\tspeed\tof\ta\ttrain\tbetween\tstations\tto\tfind\tout\tany\tmisalignment/\ndistortion of track in terms of SR. 6.09/1.\n(xiv) To notify a train engine Loco Pilot when a banking engine will assist (SRG-19 (a)).\n(xv)\t When\talarm\tchain\tapparatus\tto\tany\tcoach/compartment\tis\tblanked\toff.\nIII. Sending of information–\n(i) Whenever in consequence of the line, including OHE, being under repairs or for \nany other reasons, special precautions are necessary, or when any danger to safety \nof trains is apprehended, the Station Master receiving such information shall \nimmediately\tinform\tthe\tStation\tMaster\tat\tthe\tother\tend\tof\tthe\taffected\tblock\tsection,\t\nthe\tController,\tthe\tCentralized\tTraffic\tControl\tOperator,\tthe\tPower\tController,\tthe\t\nTraction Power Controller, the Loco Foreman, other railway servants concerned and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 342, + "text": "316\nAppendix ‘A’CAUTION ORDER\nthe Notice Station or Stations specified\tin\tthe\tWorking\tTime\tTable\tof\tsuch\tconditions\t\nunder exchange of private numbers.\n(ii)\t The\t Controller/the\tCentralized\tTraffic\tControl\tOperator/Traction\tPower\tController/\nthe Power Controller shall in turn ensure that all the Station Masters and the Loco \nForeman concerned have been advised of such conditions.\nIV . Procedure for issue of Caution Order;\n(1)\t by\tthe\tStation\tMasters\tat\teither\tend\tof\tthe\taffected\tblock\tsection\t–\n(i) The Station Master receiving advice about the line being under repairs, or any other \neventuality endangering safety of trains, necessitating exercise of Caution, shall not \npermit\tany\ttrain\tor\tany\tvehicle\trunning\tunder\tblock\tprotection\tto\tenter\tthe\taffected\t\nblock section either from his station or from the other end, unless;\n(a) the Station Master at the other end has acknowledged receipt of such \ninformation;\n(b) he has warned the Loco Pilot and the Train Manager of the danger ahead \nand its location, by the issue of a Caution Order except in case of permanent \nspeed\trestrictions\twhich\tare\tnotified\tin\tthe\tWorking\tTime\tTable;\tor\n(c) he has ensured that Caution Order has been issued by the Notice Station \nconcerned; or \n(d) he has received advice about restoration of normal working. \n(ii)\t The\t Station\tMaster\tat\tthe\tother\tend\tof\tthe\taffected\tblock\tsection\tshall\ttake\taction\tin\t\naccordance with sub-clauses (b) to (d) of the clause (i) above.\n(iii) Run through trains shall be stopped out of course for issue of Caution Order till such \ntime it has been ensured that a Caution Order has been issued by the Notice Station \nconcerned.\n(2) By the Station Master of Notice Station –\n(a) on receipt of advice of the line being under repairs or any other eventuality \nendangering the safety of trains, necessitating exercise of caution, the Station Master \nof the Notice Station shall acknowledge the same and shall not allow any train which \nhas\tto\tpass\tthrough\tthe\taffected\tblock\tsection\tto\tleave\this\tstation\tunless\the\thas\t\nwarned the Loco Pilot and the Train Manager of the danger and its location through \nthe issue of a Caution Order. He shall also advise the Station Master of the Station \nin\trear\tof\tsite\tof\trestriction\tof\tthe\tparticulars\tof\tthe\tfirst\ttrain\tto\twhich\tthe\tCaution\t\nOrder has been issued.\n(b) The Station Master of a Notice Station shall issue ‘NIL’ Caution Order to the Loco \nPilots and the Train Managers of all trains leaving the station, if he has received no \nintimation of any special precautions to be observed between his station and the next \nNotice Station of the train, in the direction of movement.\nNOTE : The Loco Pilot shall not start the train and the Train Manager shall not give signal to start \nthe train from a Notice Station until, they have received the Caution Order.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 343, + "text": "317\nAppendix ‘A’ CAUTION ORDER\n(3) In case of train originating from stations other than Notice Stations – In case of a train \noriginating from a Station which is not a Notice Station, the Station Master shall consult the \nController\tor\tthe\tCentralized\tTraffic\tControl\tOperator\tor\tthe\tTraction\tPower\tController\t\nor the Notice Station in rear/or the Notice Station in advance, (on single line sections) and \nissue Caution Orders up to the Notice Station in advance. However, when such information \ncannot be collected by the Station in rear and it becomes absolutely necessary to start the \ntrain originating from the station, the train should be started after issuing a Caution Order \nfor restrictions, if any, or a ‘NIL’ Caution Order up to the block station in advance or Notice \nStation in advance (On single line sections) giving a written advice to the Loco Pilot to stop \nat the block station in advance and act upon the instructions available there. This procedure \nwill be followed till a station is reached which can obtain particulars of all restrictions up to \nthe Notice Station in advance.\n(4) Change of engine crew en route – In case of change of train crew en route, the Loco Pilot/\nTrain Manager taking over charge must take over all Caution Orders relating to his train to \nacquaint himself to the conditions on the line giving due acknowledgement to the Loco Pilot/\nTrain Manager who is being relieved.\n(5)\t Attaching\t of\tAssisting/Banking\tengine\ten\troute\t– In case of an assisting or a banking \nengine being attached at a station en route, the responsibility for acquainting himself about \nrestrictions shall lie on the Loco Pilot of such an engine who shall contact the train engine \nLoco Pilot or the Train Manager as the case may be, and get the necessary information.\n(6)\t During\t failure\tof\tCommunications\t– During failure of communications the Station Master \nof\tthe\tstation\timmediately\tin\trear\tof\tthe\taffected\tblock\tsection\tshall\tissue\tCaution\tOrder\tto\t\ntrains of all descriptions irrespective of whether it is a single line section or a double line \nsection and irrespective of the system of working in force, on the section.\n(7)\t In\t case\tof\tpower\tblock\tor\tElectrified\tSections\t– In case it becomes necessary to permit \nmovement of vehicles hauled by steam or diesel locomotives on a section, under power block \nfor a running line, a Caution Order must be issued as per rules. While asking for the power \nblock, the Traction Power Controller concerned shall invariably mention the duration of \npower block, the block stations and the exact kilometerage between which the work is to \nbe done, the nature of work, the speed at which the train shall travel, and other special \nprecautions required to be observed by the Loco Pilot.\n(8)\t In\t case\tof\tlocal\tsuburban\ttrains\t– In the case of trains running on suburban sections, Caution \nOrder shall be issued to the Loco Pilots and Train Managers by the Station Masters only of \nsuch\tstations\tas\tare\tindicated\tand\tspecified\tin\tthe\tWorking\tTime\tTable,\texcept\tin\tcase\tof\t\nemergency necessitating sudden imposition of speed rest rictions. In respect of these trains, \nthe Caution Order may by either typed, cyclostyled or printed as considered necessary, be \nissued only once unless some speed restriction/restrictions is/are required to be cancelled or \nsome further speed restriction/restrictions is/are required to be imposed.\n(9)\t In\t case\tof\tstations\twhere\tno\ttrain\tis\tbooked\tto\tstop\t–\tIn case of station where no train is \nbooked to stop –\n(a) A Caution Order shall normally not be issued except in an emergency necessitating \nsudden imposition of speed restrictions; and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 344, + "text": "318\nAppendix ‘A’CAUTION ORDER\n(b) if any information warranting issue of Caution Order is received by the Station \nMaster of such a station, he shall immediately advise the adjoining block stations for \nthe issue of Caution Order and only after obtaining their acknowledgements in this \nregard under exchange of private numbers, shall acknowledge the message requiring \nimposition of speed restrictions.\n(c) On receipt of such information the Station Master of the adjoining station who receives \nthe\tinformation\tfirst,\tshall\tact\tas\tif\the\thad\thimself\treceived\tthe\tmessage\tfor\timposition\t\nof the restriction.\nV . Description and preparation of Caution Order-\n(a) Caution orders shall be prepared on the prescribed form T/409 at all stations or on \na\twhite\tpaper\twith\tprint\tin\tblack/blue\tink\tat\tstations\tnotified\tby\tspecial\tinstructions\t\nfor issue of computer generated Caution Orders Statement which shall be serially \nnumbered. On computer generated Caution Orders Statement Form No. T/409 and \nSerial No. shall be written in bigger font at the top of the statement. The prescribed \nform T/409 shall be printed in triplicate and bound in books of 50 sets and computer \ngenerated Caution Order Statement shall have separate serial no. starting from \n000001 each year, at a particular Notice/ Caution Order issuing station.\n The caution order shall be prepared in triplicate or quadruplicate as the case may \nbe\tby\tcarbon\tprocess\tor\tcomputer\tprocess.\tThe\tfirst\tfoil\tshall\tbe\tfor\trecord,\tsecond\t\nfoil for Loco Pilot and third foil for Train Manager and if needed, fourth for Co-Loco \nPilot. The Caution Order shall be prepared neatly and legibly by the Station Master \non duty or the person authorized by him.\n(b) The printing of Caution Order forms should be bilingual i.e. in English and Hindi/\nregional language.\n(c) A Caution Order should have space enough at least for eight restrictions. No entries \nshould be made on the back of the Caution Order. If more than one Caution Order \nform is used pages should be serially numbered as page 1, and page 2, page 3 etc. \nTotal\tnumber\tof\tpages\tshould\tbe\tendorsed\ton\tthe\tfirst\tpage\tfor\tthe\tinformation\tof\tthe\t\nTrain Manager and the Loco Pilot.\n(d) It shall specify the kilometrage and the station at which or the stations between which \nCaution is required to be observed, the reasons therefore, the speed at which the \ntrain will travel on the restricted zone and the method of protection of the place of \nrestriction. Station codes should not be used. Names of the Stations concerned should \nbe written in full, in large and bold letters.\n(e) Caution Orders prepared on form T/409 or generated by computer or otherwise or \ncyclostyled, where such facilities exist shall be checked up again at the time of service \nby the Station Master to ensure, that all locations where caution is required to be \nobserved have been incorporated in geographical order, in the direction of movement \nof train.\n(f) It shall always be dated and signed in full.\n(g) In case of any error or over writing, it shall be cancelled and a fresh one prepared.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 345, + "text": "319\nAppendix ‘A’ CAUTION ORDER\nVI. Service of Caution Order-\n(1) The Caution Order shall be delivered to the Loco Pilot and the Train Manager of the \ntrain by the Station Master either personally or through a competent railway servant \ndeputed by him and the signatures of Loco Pilots and Train Managers obtained on \nthe Record File in Token of their having received or understood it. Where, it is not \npracticable to send ‘Record’ foil of Caution Order to Loco Pilot and Train Manager of \na train simultaneously for obtaining acknowledgement of delivery of Caution Order, a \nseparate Caution Order Delivery Book may be sent to the Train Manager for obtaining \nhis acknowledgement of delivery of Caution Order to him. When more than one foils \nof Caution Order are served, each Record foil shall be signed by the Loco Pilot and \nTrain Manager in acknowledgement.\n(2) In case of a Loco Pilot is unable to understand the contents of the Caution Order, he \nshall call upon the Station Master to have it explained at road side station and the \nTrain Manager at Notice Stations.\n(3) Where there is more than one leading engine the Caution Order shall be given to the \nLoco Pilot of the foremost leading engine and his signature obtained in accordance \nwith sub-rule (1) above. However, before delivering the Caution Order to the Loco \nPilot of the foremost leading engine it shall be shown to the Loco Pilot or Loco \nPilots of other engine or engines on the train and his or their signatures obtained in \ntoken of his or their having gone through it and understood its contents. In case there \nis a banking engine/engines in rear the Caution Order intended for the Train Manager \nshall, before being handed over to the Train Manager be shown to the Loco Pilot/Loco \nPilots of banking engine/engines and his/their signature/ signatures obtained in token \nof his/their having gone through it and understood its contents.\nVII. Method of notifying/cancellation of special precautions –\n(1)\t When\t a\tcompetent\trailway\tservant\tfinds\tit\tnecessary\tto\timpose\tany\tspeed\trestriction\tor\tany\t\nspecial precaution on a portion of a line, including OHE, due to repairs or work for any other \nreason, he shall–\n(i) (a) advise in writing to the Station Master of the nearest block station (preferably the block \nstation controlling entry into the block section concerned) the exact kilometrage and \nthe station at which or the stations between which the restriction or special precaution \nis to be observed, its nature and likely duration, the method of protection of the place of \nrestriction together with the location where engineering indicators are to be exhibited \netc. and also advise by written message other railway servants concerned as per sub-\nclause\t(i)\tof\tpara\tIII\twho\tare\trequired\t\tto\tbe\t\tnotified\tin\tthis\tregard;\tand\n (b) not commence such operations until written acknowledgement is received from the \nStation Master.\n(ii) The Station Master receiving the advice shall not acknowledge it until he has advised the \nStation\tMaster\tof\tthe\tblock\tstation\tat\tthe\tother\tend\tof\tthe\tblock\tsection,\tif\tany,\tto\tbe\taffected\t\nand obtained his acknowledgement under exchange of private numbers.\n(2) When the cause of such restriction or special precaution has been removed, the competent \nrailway servant shall advise this fact to the Station Master of the nearest block station and by", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 346, + "text": "320\nAppendix ‘A’CAUTION ORDER\nwritten\tmessage\tother\tofficials\tconcerned\twho\twere\tnotified\tearlier\tof\tthe\timposition\t\nof restriction.\nVIII.\t Action\tby\tthe\tStation\tMaster\tafter\tcancellation\tof\tthe\tspeed\trestriction\t–\n(1) The Station Master receiving advice regarding the removal of the restriction, \nshall advise this fact to the Station Master at the others end of the block section \nconcerned, Station Masters of Notice Stations and other railway servants who \nwere advised about it earlier under exchange of private numbers. After issue of \nthe advice regarding cancellation of the Caution Order, the Station Master may \ndiscontinue\tthe\tissuing\tof\tCaution\tOrder.\tThe\tController/the\tCentralized\tTraffic\t\nControl Operator/Traction Power Controller/Power Controller shall ensure that \nthe Station Masters of Notice Stations and the Loco/traction Foreman concerned \nhave received the advise regarding the removal of the restriction.\n(2) If no train is booked to stop at the Station, the advice regarding the removal of \nrestriction shall be sent to one of the adjoining block stations who should take \naction in accordance with para (1) above.\nIX. Record of Caution Order –\n(a) At all stations where Caution Orders are issued, the Station Master shall keep \nan up-to-date record of all the speed restrictions imposed with the dates of \ntheir enforcement and cancellation, authority, nature etc. in the Caution Order \nRegister and bring forward every Monday, in geographical order in relation to \nthe direction of movement, the Caution Orders to be issued. No code may be \nused except station codes in these registers. Notice Stations will maintain such \nregisters separately for each ‘Notice’ area.\n(b)\t Similar\trecords\tshould\tbe\tkept\tat\tother\tplaces\tlike\tControl\toffices,\tLoco\tSheds\t\netc. also where information in this regard received.\nX.\t Preservation\t of\tCaution\tOrders-\tRecord\tfoils\tof\tthe\tCaution\tOrders\tshall\tbe\tpreserved\t\nfor\ta\tperiod\tof\ttwelve\tmonths\tafter\tissue.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 347, + "text": "Appendix ‘B’\nRECEPTION AND DESPATCH OF TRAINS AT NON-INTERLOCKED STATIONS\n1. Private number Books:- Private numbers shall be used for the reception of trains at all non-\ninterlocked stations except stations where facing points are equipped with key locks and the \nsystem of key locking is such as to render the use of private numbers unnecessary.\n There shall be two private number books kept with the Station master on duty, one shall refer \nto the Up direction and the other to the Down direction and that may have been handed over \nto pointsman for the reception of trains. The private number book shall at all times remain \nin the personal custody of the Pointsman responsible for the Operation of the relevant facing \npoints.\n Private number books except any that may have been handed over for the reception of trains \nshall at all times remain in the personal custody of the Station Master.\n There shall be one private number used for reception of train for each of the running lines. \nDetails for use of private numbers and custody of private number books shall be given in the \nstation working rules.\n2. Reception and despatch of trains - The Station Master shall send for the Pointsmen detailed \nfor duty at the facing and trailing points and apprise them in each other’ s hearing of the \ndescription of the train, the line on which it is to be received, whether it will stop or run \nthrough and whether any shunting is to be done on it. Thereafter the following procedure \nshall be carried out :-\n(A) At stations where key locking is provided at the outermost facing points.\n(1) At stations where the outermost facing points are normally locked (for the main line).\n(i) When train is to be received on and despatched from the Main Line.\n When a train is to be received on the Main line for which the points are normally set \nand locked, the Station Master shall give instructions to this effect to the Pointsman. The \nPointsman will first proceed to the trailing points and shall satisfy himself that the points are \ncorrectly set. He shall thereafter proceed to the facing points and shall on the way, advise the \nStation Master that the trailing points are correctly set.\n On reaching the facing points, the Pointsman shall satisfy himself that the points are correctly \nset and locked. He shall thereafter display a green hand signal to the Station Master. From \nthe time he gives this signal until after the complete arrival of the train, the Pointsman shall \nbe personally responsible that the points are not interfered.\n The Station Master shall, after satisfying himself that the route has been correctly set for the \ntrain and the conditions for lowering reception signals have been complied with, and that \nthe Main line keys are in his possession, acknowledge the Pointsman’ s signal and proceed to \nhave the reception signals taken ‘off’.\n As the train is seen approaching, the Pointsman shall display a green signal towards it, if the \npoints are not provided with an indicator; other wise shall hold his flag and lamp so that it \nwill not be seen by the Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 348, + "text": "Appendix ‘B’RECEPTION AND DESPATCH OF TRAINS AT NON-INTERLOCKED STATIONS\n322\n After the complete arrival of the train, the Station Master shall have the signals put back to \n‘ON’. The Pointsman shall then return to the station.\n When the train has to be despatched, the Station Master shall satisfy himself that he has in \nhis possession the relevant key of the trailing points and shall give permission for the train to \nstart.\n(ii) When the train is to be received on and despatched from the loop line.\n The procedure in this case shall be the same as that described in the foregoing para except \nthat the Station Master while giving instructions to the Pointsman shall give to the latter the \nMain Line keys for both facing and trailing points and shall set and lock the trailing points \nfor the loop and extract the loop line key from the trailing points lock. He shall then proceed \nto the facing points and on the way shall hand over to the Station Master the loop line key \nextracted from the trailing points lock.\n Before displaying the green hand signal from the facing points to the Station, the Pointsman \nshall extract the loop line key released from the facing points lock and shall make it over to \nthe Station Master either personally or through a railway servant deputed for the purpose as \nrequired under the Station Working Rules.\n The Station Master shall satisfy himself that he is in possession of both the loop line keys \nbefore he proceeds to have the signals taken off.\n After the train has been despatched, the Station Master shall give the relevant loop line keys \nto the Pointsman who shall then go to the points and reset and relock them in the normal \nposition and bring back and deliver to the Station Master the Main line keys released from \nthe points key locks.\n(2) At stations where the outermost facing points are normally free.\n When a train is to be received at a station where the points are normally free, the Station \nMaster shall give instructions to the Pointsman as to the line on which the train is to be \nreceived and hand over the keys of both the facing and the trailing points lock applicable to \nthat line to him. The Pointsman will first proceed to the trailing points and after setting the \ntrailing points correctly and locking them, extract the signal key from the trailing points key \nlock. He shall thereafter hand over to the Station Master the signal key extracted from the \ntrailing points key lock and then proceed to the facing points.\n On reaching the facing points, the Pointsman shall set the facing points correctly and lock \nthem with the key handed over to him by the Station Master. He shall then extract the signal \nkey from the facing points lock and insert it in the key lock provided at the signal post. He \nshall thereafter display a green hand signal to the Station Master. From the time he gives \nthe signal until after the complete arrival of the train, the Pointsman shall be personally \nresponsible that the points are not interfered.\n The Station Master shall after satisfying himself that the route has been correctly set for the \ntrain and all the conditions for taking off the reception signals have been complied with and \nthat the signal key of the trailing points key lock and the keys applicable to the line other \nthan the one of which the points are required to be set are in his possession acknowledge the \nPointsman‘s signals and proceed to have the reception signals taken ‘off’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 349, + "text": "Appendix ‘B’ RECEPTION AND DESPATCH OF TRAINS AT NON-INTERLOCKED STATIONS\n323\n As the train is seen approaching, the Pointsman shall display a green hand signal towards it, \nif the points are not provided with an indicator; otherwise he shall hold his flag and lamp, so \nthat it will not be seen by the Loco Pilot .\n After the complete arrival of the train the Station Master shall have signals put back to ‘ON’. \nThe Pointsman shall then extract the signal key from the post lock and by inserting it in the \nfacing points lock extract the facing points key. He shall then return to the station and hand \nover the key to the Station Master.\n When the train has to be despatched, the Station Master shall satisfy himself that he has in \nhis possession the signal key of the trailing points key lock and the keys applicable to the \nline other than the one for which the points are required to be set; and shall thereafter give \npermission for the train to start.\n(3) At non-interlocked stations where triple key-locks are provided on the main line facing points \nand where the corresponding Home Signal Key is released from one of the triple key-locks by \nthe application of the main line or loop line keys, the facing and the trailing points are kept \nnormally unlocked. At such stations, either the trailing points may be pad-locked or the lever \noperating the points may be pad-locked with points in the trailing position for reception and \ndespatch of trains. The detailed procedure of reception and despatch of trains would be as \nfollows:-\n(i) Where the trailing points are pad-locked :-\n When a train is to be received the Station Master of such station while giving instruction to \nthe Pointsman as to the line on which it is intended to receive the train, shall hand over the \nkey of the trailing points pad- lock. The Pointsman will then proceed to the trailing points and \nafter correctly setting and pad-locking the trailing points, shall display green hand signal to \nthe Station Master in token of his having set and pad- locked the trailing points correctly.\n The Pointsman shall retain the trailing points pad-lock key in his possession and then proceed \ntowards the facing points. On his way he shall obtain from the Station Master the relevant \nkey of the facing points lock to the line on which the train is to be received along with the \nkey of the facing points, the Pointsman shall set the facing points correctly and lock them with \nthe key handed over to him by the Station Master. He shall then extract the signal key from \nthe facing points lock and insert the same in the key lock provided at the signal post. He shall \nthereafter display a green hand signal to the Station Master.\n From the time he gives this signal until after the complete arrival of the train the Pointsman \nshall be personally responsible to ensure, that the points are not interfered.\n The Station Master shall, after satisfying himself, that the route has been correctly set for the \ntrain and all the conditions for taking ‘off’ the reception signal have been complied with and \nthat the keys applicable to the line other than the one for which the points are required to \nbe set are in his possession, acknowledge the Pointsman’ s signal and proceed to have the \nrelevant reception signals lowered.\n When the train is seen approaching, the Pointsman shall display a green hand signal towards \nit, if the points are not provided with an indicator, otherwise, he shall hold his flag or lamp so \nthat it will not be seen by the Loco Pilot of the approaching train.\n After the complete arrival of the train, the Station Ma ster shall have the signal put back to \n‘ON’. The Pointsman shall then extract the facing points key. He shall then set the points", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 350, + "text": "Appendix ‘B’RECEPTION AND DESPATCH OF TRAINS AT NON-INTERLOCKED STATIONS\n324\nto normal and lock the facing Points padlock and pad lock return to the station and hand-\nover the facing points key as also the key of the facing points pad-lock to the Station Master, \nretaining the key of the trailing points pad-lock in his possession.\n When the train has to be dispatched, the Station Master shall satisfy himself that the keys of \nthe trailing points pad-lock are with the Pointsman as an assurance that the trailing points \nare correctly set and pad-locked and shall give permission for the train to start.\n After the despatch of the train, the Pointsman shall proceed to the trailing points and reset \nthe trailing point in its normal position and lock the points padlock. He shall then return to \nthe /station and hand over the trailing points padlock key to the Station Master. \n(ii) Where the lever operating the points is pad-locked with points in the trailing position.\n The procedure shall be the same as that described above except that:-\n(a) The Station Master shall hand over to the pointsman the keys of the trailing points \nlever pad-lock.\n(b) The Pointsman shall retain the trailing points lever pad-lock key in his possession.\n(c) After despatch of the train the Pointsman shall reset the trailing point to its normal \nposition and lock the points lever. He shall then return to the Station and hand over \nthe trailing points lever pad-lock key to the Station Master.\n(B) At stations where the use of the Line labels and line badges is prescribed and where the \nsignal levers of the Home and Outer signals are under the direct control of the Station \nMaster.\n The Station Master shall hand over the appropriate line label to the pointsman deputed to \nman the facing points. He shall also give to the pointsman the keys of all facing points over \nwhich the train has to pass. \n The two pointsmen shall proceed to their respective ends of the yard and personally set the \nroute and lock all facing points. The pointsman at the facing points shall then deliver the \nappropriate line badge to the Station Master either personally or through a Railway servant \ndeputed for the purpose as provided for in the Station Working Rules (SWR). Both Pointsmen \nshall display a green hand signal to the Station Master after they have satisfied themselves \nthat the route has been correctly set and from the time they give this signal until after the \ncomplete arrival of the train they shall remain at the points and be personally responsible \nthat the position of the points is not altered.\nNote:- At station where only one Pointsman is on duty at one time, the Pointsman should first go \nto the trailing points, set and lock them. He will then inform the Station Master that this has \nbeen done and thereafter proceed to the facing points taking the keys of the trailing points, \nhe would display a green hand signal towards the station which would be taken to mean that \nboth facing and trailing points have been correctly set and locked. \n The Station Master shall acknowledge the green signal of the Pointsman at the facing points \nand then have the reception signals lowered after satisfying himself that conditions for \nlowering these signals have been complied with.\n On receipt of the appropriate line badge from the Pointsman of the facing points and after \nsatisfying himself that the conditions for lowering reception signals have been complied with, \nthe Station Master shall acknowledge the hand signals of the pointsmen and proceed to have", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 351, + "text": "Appendix ‘B’ RECEPTION AND DESPATCH OF TRAINS AT NON-INTERLOCKED STATIONS\n325\nthe reception signals lowered. As t he train approaches, the pointsman at the facing points \nshall display a green hand signal towards it. If the points are not provided with an indicator, \notherwise he shall hold his flag or lamp so that it will not be seen by the Loco Pilot.\n After the complete arrival of the train, the pointsman shall return to the station, all facing \npoints being unlocked and the keys returned to the station Master. The Pointsman deputed \nto man the facing points shall return the Station Master’ s line label and take back his own \nbadge.\n When the train has to be dispatched, the Pointsman deputed to man the trailing points shall, \nafter satisfying himself that the points are correctly set, again exchange green hand signals \nwith Station Master who shall then have the starting signal, if provided, lowered and give \npermission for the train to start. The Pointsman shall remain at the trailing point and be \npersonally responsible that the trailing points are not altered from the time he gives the hand \nsignal until after the train has passed over the points. Only after the train has cleared the \ntrailing points the pointsman shall return to the Station. \n(C) At Stations where the use of line labels and line badgers is prescribed and where the Outer \nsignal is operated from the facing points.\n The procedure shall be the same at that described in para 2 (b) above except that:-\n(i) The Station Master shall hand over to the pointsman, deputed to man the facing \npoints, the keys of the padlocks on the Home signal post and the winch operation, the \nOuter signal in addition to the line label and the keys of facing points.\n(ii) The Station Master shall have the Home signal taken ‘off’ on receipt of the appropriate \nline badge from the pointsman and after acknowledging the green signals displayed \nby the pointsman at the facing and trailing points. On seeing the Home signal in ‘off’ \nposition the pointsman at the facing points shall take the Outer signal ‘off’.\n(iii) The pointsman shall return the keys of the padlocks on the Home signal post and of \nthe winch to the Station Master along with the keys of the facing points, on return to \nthe station office after the complete arrival of the train.\n3. Crossing of trains\n The Station Master shall, before the arrival of either train, decide which train he will admit \nfirst. He shall then give necessary instructions to the Pointsmen in each other’ s hearing, \nstating distinctly the line on which each trains to be received, and which of the trains is to be \nreceived first. In order to satisfy himself that his instructions have been correctly understood, \nhe shall ask each pointsman to repeat them to him in the hearing of the other Pointsman.\n Thereafter the following procedure shall be carried out:-\n\\(a) At stations where key-locking is provided at the outer most facing points. If the locking \npermits, each pointsman shall be required to set and lock the outer most facing points for \nthe train to be received from his respective end. Otherwise the route shall be set right upto \nthe outermost trailing points for the train to be received first.\n Signal shall be taken ‘off’ for the train which is to be received first and after this train has \narrived complete and the signals replaced to ‘On’, signals shall be taken ‘off’ for the second \ntrain.\n After both trains have arrived complete and if no shunting is to be done, each pointsman shall \nshow a red hand signal to the Station Master, unlock the points and set them for the departure \nof the respective trains. He shall then display a green hand signal to the Station Master, and \nremain at the points until the train has cleared them.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 352, + "text": "Appendix ‘B’RECEPTION AND DESPATCH OF TRAINS AT NON-INTERLOCKED STATIONS\n326\n(b) At stations where the use of line labels and line badges is prescribed and where the signal \nlevers of the Home and Outer signals are both under the direct control of the Station \nMaster.\n The Station Master shall give the appropriate line label to each pointsmen as well as the key \nor keys of the facing points over which train has to pass. The pointsman shall be required to \nset and lock the outer most facing points for the train to be received from that end. After they \nhave done so that they shall deliver the appropriate line badge to the Station Master either \npersonally or through a Railway servant as provided for in the Station Working Rules.\n The Station Master shall then have signals taken “off” for the train which is to be received \nfirst and after this train has arrived complete and the signals replaced to ‘On’ , signals shall \nbe taken “off” for the second train.\n After each train has arrived complete, and if no shunting is to be done, each pointsman shall \nshow a red hand signal to the Station Master, unlock the points and set them for the departure \nof the other train. He shall then display a green hand signal to the Station Master and remain \nat the points till the train has cleared them.\n After the departure of the trains, the Pointsmen will return to the station and return the keys \nto the Station Master. Each will then take back his respective line label and badge.\n(c) At stations where the use of the line labels and badges is prescribed and where the Outer \nsignal is operated from the facing points.\n The procedure shall be same as the described in para 3(b) above except that:-\n(i) The Station Master shall hand over to the Pointsmen deputed to man the respective facing \npoints the keys of the padlocks on the Home signal post and the winch operating the Outer \nsignal in addition to the line label and the keys of the respective facing points.\n(ii) On receipt of the appropriate line badge from the Pointsmen and after acknowledging the \ngreen hand signal displayed by the Pointsmen at the each end, the Station Master shall have \nthe Home Signal taken “Off” for the train which is to be received first. On seeing the Home \nSignal in “Off” position, the Pointsman at the facing point shall take the outer signal “Off”. \nAfter the first train has arrived complete and the signals lowered for it have been replaced to \n“ON”, signals shall be taken “Off” for the second train in the same manner.\n(iii) The Pointsmen should return the keys of the padlocks on the Home signal post and of the \nwinch to the Station Master along with the keys of the respective points, on return to the \nstation.\n Caution:\n When it has once been decided which of the two trains is to be admitted first, this arrangement \nshould not be altered except in an emergency. In such a case, the Station Master shall first of \nall replace all signals to ‘on’. Signals may then be taken ‘off’ for one train at a time after both \nthe trains have come to a stand outside signals.\n \nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 353, + "text": "Appendix ‘C’\nSUPPLY AND USE OF DETONATING SIGNALS\n[These instructions are to be read along with GR Chapter III (F)]\nInstructions for the supply and use of detonating (fog signals) at stations to indicate to the Loco \nPilot’s of approaching trains, the location of a signal.\n1. Recruitment - Fog Signalmen will be detailed for duty at stations, being recruited partly from \nthe station Traffic staff and partly from Engineering gangmen and must not be substitutes but \nregular employees of the railway.\n2. Reliefs - DRM or Sr.DOM/DOM and Sr.DEN/DEN on the behalf of DRM will arrange for \na Relief Force for relieving Fog Signalmen at stations in areas in which fogs are prevalent, \nwhen such men are absent on account of sickness or authorised leave.\n3. Supply and Method of use - \n(i) Each Fog Signalman, when being sent to the fog signal post, will be given 20 \ndetonaters. The Station Master shall ensure that, fresh supply of detonator is sent out, \nas necessary, to the man in replacement of those used.\n(ii) One fog signalman must be sent to each of the fog signal posts, which are erected at all \nstations, 270 meters in rear of (i.e. outside) the first stop signal. No Fog signal post is \nprovided at stations with double distant signals or at the stations which do not qualify \nfor placement of detonators.\n(iii) Each Fog Signalman on reaching the fog signal post must at once place and secure on \nthe rails two fog signals (patakha) about 10 metres from each other, one being opposite \nand on the rail next to the fog signal post and the other beyond it and in the direction \nfrom which the incoming train would come.\n(iv) He will then station himself 55 metres behind the fog signal post (see diagram under \nS.R. 3.61/1(g)).\n(v) Fog Signalmen must never leave their posts until relieved by another trained Fog \nSignalman, except when he has to report to the Cabinman or the Station Master in \ncompliance with S.R. 3.61/1(d).\n(vi) A Fog Signalman must never sleep while on duty at the fog signal post.\n(vii) If a train is approaching at the time, a Fog Signalman is being relieved at a fog signal \npost, both men will allow that train to pass and explode detonating (fog signals) \nalready placed and secured on the line. As soon as the train has passed, or if no train \nis approaching, the Fog Signalman who is being relieved, will pick up the last two \ndetonators (fog signals) he had placed on the line and take them with any unexploded \ndetonators or exploded cases he has, back to the station. The Fog Signalman coming on \nduty will place two fresh detonators on the line as laid down in paragraph (3) of these \ninstructions.\n4. Exception for Branch Lines :- On Branch lines or Sections, on which traffic is light, the \nStation Master on duty may, under “special instructions”, send a Fog Signalman out to the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 354, + "text": "Appendix ‘C’SUPPLY AND USE OF DETONATING SIGNALS\n328\nfog signal post for reception of each individual train. This procedure will only be permitted \nif it is provided for in the Station Working Rules and in accordance with Subsidiary Rule \n3.61/1(k).\n5. Method of Securing :- Detonators (fog signals) shall be placed on the line with the label or \nbrand upwards, and shall be secured by bending the clasp round the head of the rail.\n6. Placing detonator (fog signals) on a mixed Gauge :- Where the use of detonators is necessary \nunder these rules on a mixed gauge, detonators shall be placed on one rail of each gauge, or \non the rail common to both.\n Examples :\n(a) Where one rail is common to both gauges.\n 1. A 10 metres A \n \n 2. \n \n 3. \n \n (1) Rail common to broad gauge and metre gauge.\n (2) Metre gauge rail.\n (3) Second broad gauge rail.\n(b) Where there is no rail common to the two gauges.\n 1. A 10 metres A\n \n 2. B 10 metres B \n \n 3. \n 4. \n (1) and (4) - two broad gauge rails.\n (2) and (3) - two metre gauge rails. \n(c) in case (a); the detonator (fog signals) will be placed at A–A.\nNote: (a) The detonating (fog signals) must always be placed on the rail common to both gauges, \nirrespective of whether it is nearest to the fog signals post, or not. \n (b) In case (b); the detonating (fog signals) must be placed at A– A and B–B.\n7. Renewal of detonating (fog signals) :- On both double and single lines, detonator (fog \nsignals) shall be placed on the rail for each train and shall be renewed each time a train \npasses over them.\n8. Hand signals :- (i) The Fog Signalmen shall always carry a lighted hand signal lamp in \nfoggy or tempestuous weather or in a dust storm.\n (ii) If the Fog Signalman is aware of any obstruction on the line, he shall show a “danger” \nhand signal to an approaching train. Under no other circumstances, shall a Fog Signalman \nshow a hand signal to the Loco Pilot of an approaching train but on single line sections, for", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 355, + "text": "Appendix ‘C’ SUPPLY AND USE OF DETONATING SIGNALS\n329\na train leaving a station, the Fog Signalman shall show a “proceed” (green) hand signal to \nthe Loco Pilot .\n9. Acknowledgement of Rules. - The Station Master must obtain the signature or thumb \nimpression of Fog Signalmen in the “Station Fog Signal Register”, as an acknowledgement \nthat they know and understand the rules for fog signalling of trains.\n10. Record of Detonators (fog signals) and exploded cases. :-\n(i) The Station Master on duty shall be responsible for ensuring that the Fog Signalmen, \nbefore going out on duty to the fog signal posts, count the number of detonating signals \nissued to them. This number will be entered in the ‘Station Fog Signal Register i.e. \n(Form OP/T-124) and the Station Master on duty and the Fog Signalman shall jointly \nsign the entry.\n(ii) As each train has passed over the detonating signals placed for it, the Fog Signalman \nwill collect the exploded cases (not omitting the cases of detonators which have failed \nto explode) and when his period of duty is over, or when, he is recalled on the weather \nclearing up, he shall bring all the used detonators and any unused detonators he still \nhas, and make them over to the Station Master on duty. The Station Master on duty must \nenter in the “Station Fog Signal Register” i.e. (Form OP/T-124), the number of used \ndetonators and unused detonators, and both the Station Master and the Fog Signalman, \nwill sign against the entry, if the Fog Signalman is moderate literate, the Station Master \nwill take his thumb impression.\nSTATION FOG SIGNAL REGISTER\nOP/T-124\n(Specimen shown at next page) No................\nAt.................\nINSTRUCTIONS\n1. This Register contains the following parts :-\nPart I. Particulars of Fog Signalmen posted at the station from time to time.\nPart II. Particulars of receipt and stock of detonating (fog) signals at the station to be filled in \nwhenever detonators are used or received.\nPart III. Period of fog, Fog Signalmen on duty and details of detonators used.\nPart IV . Particulars of Issue and Testing of Fog signals at Depot, Station, Loco Shed etc.\n2. As soon as a man is posted to or detained for duty at a station as a Fog Signalman, the Station \nMaster must satisfy himself that the man is fully acquainted with and understands the rules \nrelating to the placing of detonating signals at stations during thick or foggy weather. As an \nassurance of this, the Station Maste r shall take the signatures or thumb impression of such \nmen in the appropriate column of Part I of the register.\n3. The Station Master shall ensure that the information to be maintained in this register is kept \nupto date and is accurate in all respects.\n4. Transportation Inspectors shall check the register, also the stock of detonators on hand, each \ntime they visit a station and initial with date as an indication of their having done so.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 356, + "text": "Appendix ‘C’SUPPLY AND USE OF DETONATING SIGNALS\n330\nAPPENDIX ‘C’ (Contd.)\nNORTHERN RAILWAY\nPart I\nFOG SIGNALMAN POSTED\nAt .................................................. Station\nPeriod for which \nworked at the \nstation\nName of Fog \nSignalmen\nSubstantive \npost of Fog \nSignalman\nAssurance of \nFog Signalman\nSignature of\nStation Master\nDate of testing \nof the Fog \nSignalman in\nhis duties by the \nStation Master\nSignature/ \nThumb \nImpression of \nFog Signalman\nSignature of \nStation Master\nFrom To", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 357, + "text": "Appendix ‘C’ SUPPLY AND USE OF DETONATING SIGNALS\n331\nAPPENDIX ‘C’ (Contd.)\nNORTHERN RAILWAY\nPart II\nSTOCK OF DETONATING (FOG) SIGNALS\nAt ........................................................Station\nDate Opening \nBalance of Fog \nSignals\nStock received \non date\nParticulars of \nreceipt\nStock used \nduring day\nClosing \nbalance of \ndetonators on \nhand\nSignature of \nStation Master", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 358, + "text": "Appendix ‘C’SUPPLY AND USE OF DETONATING SIGNALS\n332\nAPPENDIX “C”(Contd.)\nNORTHERNRAILWAY\nPart III\nAt ................................................................Station\nDate Duration of Fog Name \nof Fog \nSignal- \nman on \nduty\nTime for Fog \nSignalman sent out\nNo. of detonating \n(Fog) signals issued\nSignature \n/ Thumb \nimpression of \nFog Signalman\nSignature \nof Station \nMaster on \nduty\nTrains for \nwhich used\nTime \nComm- \nenced & \ncontrol \nadvised\nTime \ncleared \nand control \nadvised\nTo Fog Signal- \nman\nSent out for renewal\nNumber Time\nH. M. H. M. H. M. H. M.\n1 2 3 4 5 6 7 8 9 10\nFog \nSignalman \nreturned to \nstation\nNo. of detonators returned to Station Master on duty\nUnused \ndetonators\nShells of exploded \ndetonators and those \ndetonator, which failed \nto explode \nBalance of \ndetonators which \nnot include by \ncolumns 12 and 13\nExplanation \nfor not \naccounted for \ndetonators\nSignature/thumb \nimpression of \nFog Signalman\nSignature \nof Station \nMaster on \nDuty\nRemarks\nH. M.\n11 12 13 14 15 16 17 18", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 359, + "text": "Appendix ‘C’ SUPPLY AND USE OF DETONATING SIGNALS\n333\nMonth and Year \nof manufacture \nof the replaced \ndetonators", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 360, + "text": "Appendix ‘C’SUPPLY AND USE OF DETONATING SIGNALS\n334\nFOG SIGNALMEN\nYour Duties at stations during Thick or Foggy Weather or in Dust Storms.\n1. See that you are given 20 fog signals before you are sent out to a fog signal post.\n2. On reaching the fog signal post you will at once place and secure on the rails two fog signals \nabout 10 Metres from each other, one being opposite and on the rail next to the fog signal \npost and the other beyond it on the same rail.\n3. You will then stand 55 Metres behind the fog signal post.\n4. You should place two fresh fog signals on the rail, immediately a train has passed over the \ntwo placed before, and collect the cases which the train has passed over.\n5. You must never leave your post until relieved by another trained Fog Signalman.\n6. You must never sleep while on duty at the fog signal post. You must realise that the lives of \nmany people depend on your alertness and devotion to duty.\n7. If a train is approaching at the time your relief arrives, wait till the train has passed before \nyou make over charge to your relief.\n8. You must always carry a lighted hand signal lamp in foggy or tempestuous weather or in a \ndust storm.\n9. Should you be aware of any obstruction on the line, you must show a “Stop” (danger) hand \nsignal to any approaching train. Under no other circumstances shall you show a hand signal \nto the Loco Pilot of an approaching train but on single line sections, for a train leaving a \nstation you shall show a “proceed” (green) hand signal to the Loco Pilot .\n10. You should count the fog signals made over to you before you go to a fog signal post. When \nrelieved you should bring back all unused fog signals and the cases of those which have been \nexploded (not omitting the cases of detonators which have failed to explode) and make them \nover to the Station Master on duty. Remember to pick up the last two fog signals which were \non the rails at the time you were relieved.\n11. Both the Station Master on duty and you will sign (or put your thumb impression) in the \n“Station Fog Signal Register” for the number of fog signals taken out and brought back from \nthe fog signal post.\n12. Where broad and metre gauge rails are mixed, fog signals shall be placed on one rail of each \ngauge, or on the rail common to both. The Station Master on duty will explain to you how to \nplace the fog signals where the gauges are mixed.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 361, + "text": "Appendix ‘D’\nGHAT RULES\nSRG-1: Ghat Rules. The Subsidiary Rules for working on sections having steep gradients may be \nreferred to as Ghat Rules and the sections to which they apply as Ghat Sections\nSRG-2: Ghat section: \nDefinition: “Ghat section refers to those sections, which are declared as such by the competent \nauthority on account of steep grades, sharp curves, cuttings and tunnels with a ruling grades steeper \nthan 1in 80 which requires special precautions to be observed from the point of view of safety, during \ntrain working”.\nThese rules apply to the following sections of Northern Railway:\nSo. No Division Section\n1. Firozpur Pathankot - Joginder Nagar\n2. Ambala (i) Chandigarh - Kalka\n(ii) Kalka - Shimla\n3. Moradabad (i) Haridwar - Dehradun\n(ii) Raiwala - Yog Nagri Rishikesh \n(iii) Virbhadra - Rishikesh\nNote: (For specified subsection description of sections, SRG-5 may be referred to.)\n1. Sr DOM/DOM shall issue special instructions for local features prevailing on Ghat sections \nover their Divisions.\n2. Divisions shall embody special instructions in SWRs/Working instruction for working \ntrains on sections having short grades steeper than 1 in 80. These instructions should be \nconsistent with General and Subsidiary/Ghat Rules\n3. All other Subsidiary Rules apply to the working of Ghat Sections, except those modified or \nsuperseded by the Ghat Rules.\nSRG-3: Certificate of Competency: Staff directly concerned with train movements. must qualify in \nSRG 1 to 23 and shall not assume duties on graded sections until they are granted a certificate of \ncompetency by their executive officers. Staff who must obtain competency are given below:\n1. Loco Pilots/Assist. Loco Pilots\n2. Shunter passed Loco Pilot/Assistant Loco Pilot.\n3. Shunters\n4. Train controllers.\n5. Station Masters and Yard Masters.\n6. Train Managers.\n7. Shuntin g Masters.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 362, + "text": "Appendix ‘D’GHAT RULES\n336\n8. Levermen/Cabinmen and Switchmen/Cabinmaster.\n9. Pointsman.\n The certificate of competency shall be valid for a period of three years only or such long \nperiod as may be laid down by special instructions.\n(a) A Shunter or a Loco Pilot, before being allowed to learn road on Ghat Sections, should \nqualify in Ghat Rules.\n(b) A Loco Pilot on having learnt the Ghat section will not be allowed to work independently, \nunless a Loco Inspector, after travelling with him declares the Loco Pilot conversant \nwith the section.\n(c) Issue of certificate o f competency: Divisional officers or Asst. Divisional Officers on \nbehalf of Divisional Officers are authorized to examine, issue and renew certificate of \ncompetency in the following form:\nNORTHERN RAILWAY\n I, the undersigned, hereby certify that Shri ........................... has passed the examination in \nSubsidiary Rules for working sections with steep gradient contained in unified Ghat Rules for the \nNorthern Railway.\n.....................................\n(Designation of Officer)\nNOTE: Sr. Divisional Operations Manager/Divisional Operations Manager may nominate Senior\nSubordinates to examine, issue and renew certificates of competency in respect of staff mentioned in \nSRG 3(a) 8&9.\nSRG-4: Ghat sections and working of trains in Ghat Section over Northern Railway: \nThe criteria for defining Ghat sections over Northern Railway for operational purposes is as \nfollowing:\n(a) Class-l Category: Sections with a ruling gradient of 1 in 40 or steeper will be classified as \nClass-1 category of Ghat section.\n(b) Class-II Category: Sections with a ruling gradient of 1 in 80 or steeper and flatter than 1 in \n40 will be classified as Class-ll category of Ghat section.\nThe above defining criteria is for operational purposes only (working of trains, station working, \n“Ghat fitness” examination etc.) Allowances permissible to be paid to the running staff for train \nworking over the Ghat sections would continue to be governed by the extant policy guidelines issued \nby the Railway Board in this regard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 363, + "text": "Appendix ‘D’ GHAT RULES\n337\nSRG-5: Ghat sections and their gradients over Northern Railway are as under:\nS.No. Division Section Ruling Gradient\n1. Firozpur Pathankot-Nagrota 1 in 40\n2. FZR Nagrota-Joginder Nagar 1 in 25\n3. Ambala Chandigarh-Chandimandir 1 in 40\n4. Ambala Chandimandir-kalka 1 in 40\n5. Ambala Kalka - Shimla 1 in 25.25\n6. Moradabad Haridwar - Dehradun 1 in 75\n7. Moradabad (i) Haridwar-Yog Nagri Rishikesh\n(ii) Virbhadra-Rishikesh\n1 in 75\nSRG-6: Engine Brakes. - Every engine working on Ghat Section must be filled with the automatic \nvacuum/Air brake in good working order and must be itself braked either by the vacuum brake or air \nbrake. The hand brake of all engines must be in proper working order.\nSRG-7: Vehicle Brakes. - Train running on Ghat Section must be vacuum/Air braked throughout. \nHowever, the following proportion of vacuum piped or air-piped stock, may be allowed on mixed or \ngoods trains, provided the speed of 28 Kmph in case of grades from 1 in 80.\nGrades from 1 in 80- For train with empty stock or loaded 8 wheeled stock, lower brake power limits \nand special Working Rules/Instruction prescribed by the Railways from time to time shall apply.\nNOTE:-\n1. A train piped vehicle must in no circumstances be attached outside the brake van of any train.\n2. If the required Brake Power as laid down above is not available or if the Loco Pilot is not sure \nabout the availability of sufficient brake power, an adequate number of hand brakes should \nbe pinned down to have control on a down gradient.\nSRG-8: Examination of Train before Starting:- The train examiner, Loco Pilot and Train Manager \nmust test the vacuum/Air brake of each vehicle of a train before its departure according to the special \ninstructions laid down in this behalf.\nSRG-9: Defective Vehicles - If a Loco Pilot finds the vacuum/Air brake on his train defective, the \nvehicle with defective vacuum/Air brake if not immediately repairable must be detached from the \ntrain. Under no circumstances, whatsoever may vacuum/D. V . cylinder be blanked off. He must also \nrefuse to attach any vehicle with defective brake, but he must give his reasons in writing to the Station \nMaster if asked to do so.\nSRG-10: Train Manager to see Vacuum/Air pressure Gauge. - The Train Manager incharge before \ngiving the signal to start must satisfy himself, that the required vacuum/air pressure is registered \non the gauge in his brakevan, if the required vacuum/air pressure is not registered, he must inform \nthe Loco Pilot. If the Loco Pilot is not able to create the required amount of vacuum/air pressure as \nrequired on the gauge in the rear brakevan, the train must not start until the defect has been remedied \nby detaching defective vehicles or otherwise. The signal to start given by the Train Manager Incharge \nis an indication to the Loco Pilot that the gauge in the rear brakevan shows the required vacuum/Air \npressure.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 364, + "text": "Appendix ‘D’GHAT RULES\n338\nSRG-11: Removing Snow from Couplings. - Snow on hose pipe couplings or plugs must be cleaned \noff before attempting to couple them. Whenever a hose pipe is uncoupled, it must be placed at once \non the dummy plug to keep the washers free from snow.\nWORKING OF BANKING ENGINES\nSRG-12: Working of Banking Engines on Grades Steeper than 1 in 100 - When a banking engine \nhas to return to the starting station after assisting the train upto the top of the grade without actually \ngoing to the next station.\n(a) A caution order must be issued to the Loco Pilot of the train engine notifying him that banking \nengine will assist the train;\n(b) The banking engine will be placed in rear of the train, but not coupled to it: \n(c) The Loco Pilot of the banking engine will be given a specially marked “Staff” as authority to \nassist the train into the block section, the staff must be delivered to the Loco Pilot personally \nby the Station Master before handling over the “authority to proceed” to the Loco Pilot of \nthe train engine after satisfying himself that the banking engine is ready in position behind \nthe train.\n(d) The Train Manager will not give the starting signal until, he gets back to his brake van.\n(e) After receiving the starting signal, the train engine will whistle in the usual way and will \nnot start until a responding whistle is received from the banking engine which shall then \ncommence to push the train.\n(f) After assisting the train to the top of the grade, the banking engine will return to the starting \nstation, stopping at a stop-dead board provided for the purpose opposite the Home signal \nfrom where it will be piloted into the yard. The Loco Pilot will immediately make over the \n‘staff personally to the Station Master and at the same time will sign the entry of the time of \nhis return in the train register.\n(g) The “staff” will be kept locked by the Station Master until again required for use and must be \ncorrectly made over to his relief when going off duty;\n(h) Not more than one ‘staff shall be kept at a station for use with banking engines in each \ndirection;\n(i) On the single line. no permission to approach nor authority to proceed (except for the train \nbeing assisted) shall be given by the Station Master unless the staff is in his possession.\nSAFETY SIDING\nSRG-13: Definition - There are two kinds of safety siding called Catch and Slip siding\nCatch sidings are placed above stations approached by a descending grade to protect them from run-\naway vehicles or trains. Slip sidings are placed below station on a grade to prevent vehicles escaping \nfrom the station yard\nStation situated in the immediate neighborhood of an incline steeper 1 in 80 falling towards the \nstation and 1 in 100 falling away from the station, a catch siding in former case, and a slip siding \nin a later case, should be provided if necessary, in suitable position. The take off points to a catch \nsiding or a slip siding should normally be set and locked for the siding except where require to trailed \nthrough.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 365, + "text": "Appendix ‘D’ GHAT RULES\n339\nSRG-14: Catch Siding\n(a) The points of ‘Catch siding must always be set and locked for the ‘Catch’ siding except when \na train is to be received or despatched.\n(b) ‘Catch siding points should not be set for the main line for the reception of an approaching \ntrain unless it has first been brought to a dead stop at the first stop signal and the Loco Pilot \nwhistles, except when the following conditions are fulfilled\n(i) The line on which the train is to be received is clear and the train is to be received on the main \nline.\n(ii) The points leading to the catch siding as well as the points required for a run through train \nare set for the main line immediately after granting line clear to the block station in rear.\n(iii) Line clear has been obtained for the block section ahead.\n(iv) The gradients in the block section ahead are such that the train can be brought under control \neasily.\n(v) Warner signal in the lower quadrant signalling territory is not taken ‘off’ and distant signal \nin multiple aspect signalling territory is kept at ‘caution’ position.\n(c) In the case of an outgoing train, the ‘Catch’ siding points must not be set for the main line \nunless permission to approach has been received from the station in advance.\n(d) (i) The points must be reset and locked for the ‘Catch’ siding as soon as the last vehicle of the \ntrain has passed over them.\n (ii) Hand Signals will be exhibited at all ‘Catch’ siding points. The points shall be fitted with \npoint indicator showing red when the points are set for catch siding and white when they are \nset for the main line (Except when spring points are provided)\nSRG-15: Slip Siding:\nLocking and Unlocking the Points of the slip sidings:\nThe points of slip sidings must be normally locked for the siding and must only be unlocked and set \nfor the main line immediately before taking off the signals for the admission of an ascending train \nor in the case of descending train, after permission to approach has been received from the station \nin advance. If the authority to proceed, for a descending train which is booked to run through the \nstation, has not been received.\nThe descending train must be first brought to a dead stand of the first stop signal before the ‘Home’ \nand for ‘Outer signals are taken off for its reception. In the case of a descending train, the slip \nsiding points may only be unlocked and set for the main line, when permission to approach has been \nreceived from the station in advance. The points must be reset for the slip siding as soon as the last \nvehicle of a train has passed over them.\nNote:\n1. On Kalka-Chandigarh section, when a train is to be dispatched from a station provided with \na slip siding the points of slip siding must not be unlocked until the train is ready and the Loco \nPilot has whistled for their unlocking.\n2. At certain slip sidings, spring points have been provided. These are normally unlocked and \nare set for the siding. An ascending train trails through them while entering the station. These", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 366, + "text": "Appendix ‘D’GHAT RULES\n340\npoints need only be locked for dispatch of a descending train and this should be done only \nafter permission to approach has been obtained from the block station in advance.\nSRG-16: Point Indicators at Slip Sidings - Point indicators showing red, when the points are \nnormally set for the siding and white when set for the main line, shall be provided at all slip siding \npoints. (Except where spring points are provided).\nThe duty of locking and unlocking “Catch” and “Slip” siding points may be performed only by the \nPointsman in whose special charge they have been placed under the orders of the Station Master.\nTROLLIES AND LORRIES\nSRG-17: Brakes on Trollies - All siding trollies in use on grades steeper than 1 in 50 must have two \nefficient and independent brakes, which must together brake all four wheels. On other ghat sections, \nthe trolley need have only one brake capable of braking all the four wheels efficiently. These brakes \nmust be tested before each journey.\nSRG-18: Brakes on Lorries - All material lorries working on ghat sections must have an efficient \nscrew brake operating on all four wheels and also a tail rope, which must always be manned when \nrunning downhill. The brake must be tested before each journey.\nNote:- Dip lorries are not allowed to work on ghat sections.\nThe person in charge of a trolley or lorry is responsible for any accident resulting from a defect in \nthe trolley or lorry which he might reasonably have been expected to discover.\nSRG-19: Speed of Lorries - On falling grades the speed of a lorry must not exceed 8 Kms. an hour.\nSRG-20: Lorry only to run in Blocked Section or on Line Clear- Before lorry is allowed to enter \na Block Section, the line must be blocked by the engineering official incharge or line clear must be \nobtained. Not more than two persons, one brakeman and one helper must travel on the lorry itself, \nthe other person would accompany the lorry on foot.\nSRG-21: Working of Motor and Push Trollies - Except on Kalka-Simla and Joginder Nagar-Baijnath \nPaprola sections, motor trollies on Ghat Sections may either be run on ‘Line Clear’ or trolly permit’ \nin accordance with the instructions laid down in SR 15.25/4. Push trollies shall, however, run under \nprecautions mentioned in S.R. 15.26/5. which must be rigidly observed On Kalka-Simla and Joginder \nNagar-Baijnath Paprola sections, motor trollies and push trollies must be run on ‘Line Clear’ until \nand unless they are following a train on descending grades when they can run on a ‘Trolley permit’ \n(specified in SR 15.25/4). The speed of a trolley on Kalka- Simla and Pathankot- Joginder Nagar \nsection should not exceed 25 Kms. per hour.\nSRG-22: Sprags, Scotches, Wedges and Chains - Every Train Manager must carry sufficient number \nof sprugs or scotches or wooden wedges and chains to be able to comply with these rules.\nSRG-23: Shunting:- During shunting along with GR 5.20, all other laid down rules (whichever is \napplicable) must be adhered to.\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 367, + "text": "Appendix ‘E’\nTRACTION RULES FOR WORKING OF EMU TRAINS\n(These instructions are to be read with GR Chapter XVII)\nTSR 1. (i) In addition to these rules all general and subsidiary rules which control the movement \nand operation of steam, diesel and electric trains, shall also apply to the movement and operation of \nEMU’ s except as otherwise provided in these rules.\n(ii) Station Master, Inspector and staff working EMU’ s must have thorough knowledge of \nthese rules.\nTSR 2 : Definitions - (i) ‘Motorman’ - means a duly certified Loco Pilot of a single or multiple unit \ntrain.\n(ii) Train Manager’s emergency Brake valve - means a valve fitted in the driving \ncompartments of electric suburban train equipped with compressed air-brakes, by means \nof which the Train Manager can apply the brakes of the train in times of emergencies.\n(iii) Jumpers - means multi-crore flexible cables connected between all coaches of multiple \nunit trains by means of which the control of the electrical equipment is effected from any \ndriving compartment in use.\n(iv) Trailer Coach - Means a passenger carrying coach equipped for coupling to and \noperating with motor coach, and not possessing traction motors, pantographs or driving \nor high voltage compartments.\nTSR 3 : (i) Only one motorman is necessary for operation of an EMU train.\n(ii) The following exceptions are permitted :\n(a) GR 4.15 (1) - Side lights showing white towards the front and red towards the rear are \nnot provided on EMUs.\n(b) GR 6.03 (3) - On an EMU there is only one motorman for driving and he must not leave \nhis post except for attending to defective equipment in his train.\nTSR 4 : Width of stock. - Owing to the extra width (3.658 metres) of the EMU stock as against (3.048 \nmetres) of conventional stock, staff are specially cautioned to stand well clear of passing trains and \nto warn passengers of the danger of standing too near the edge of the platform. Motormen and Trains \nManagers must not put their heads out of their compartments when the train is running or when it is \nstanding at a line when another train is passing on the adjacent track.\nTSR 5 : Work inside EMU car shed - In case of work to be done in EMU car shed, the rules as laid \ndown in GR 17.04 should be followed.\nTSR 6 : Washing and cleaning of stock. - When EMUs are placed in siding for washing, cleaning \netc. the section switch for that particular siding must be opened by the man incharge of washing and \nthe key retained by him.\nTSR 7 : Accidents - Responsibility of Electrical Department. - In the event of any accident occurring \nin which electric coaching stock is involved or where damage to overhead structures or equipment \ntakes place, the railway servant who notices it shall take necessary precautions against danger of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 368, + "text": "Appendix ‘E’TRACTION RULES FOR WORKING OF EMU TRAINS\n342\nelectric shock and s hall inform the nearest Station Master, Train Controller and Traction Power \nController to take immediate action to cut off power supply, if necessary, and restore the equipment \nas early as possible. The line is not to be re-opened for traffic until a responsible official of the \nElectrical Department inspects the site and certifies that the line is safe for the passage of train.\nTSR 8 : Warning Boards. - (i) For the protection of staff employed on coaches/at car shed/stabling \ndepots/or on platforms, warning boards must be placed in a conspicuous position on the ends of \nthe coach or rake by the staff concerned before proceeding to carry out any work in or under the \ncoaches. This board should bear a remark “not to be moved” in white letters on a red background \nand on no account it should be removed except by the man who placed them in position. To protect \nthe staff while at work and as extra precaution, motormen are prohibited from entering any driving \ncompartment while the “warning boards” are in position.\n(ii) Warning boards are on no account to be removed and power applied until all precautions \nhave been taken to ensure that all men are clear of danger.\n(iii) Overhead equipment alive. - The whole of the overhead equipment comprising of contact \nwire, catenary, droppers, register arms, steady arm etc. is always to be considered \n“ALIVE” and men working over the electrified area must take care to see that nothing \ncomes in contact with it. There is danger of death if men come in contact, directly or \nindirectly, with the overhead contact system.\nTSR 9 : Fire - (a) In the event of fire on an EMU stock, the motorman shall immediately switch off \nthe circuit breaker and lower the pantograph. The train shall then be brought to a stop at once.\n(b) After cutting off electric supply to the affected circuits, the motorman shall take necessary \naction to put out the fire.\n(c) If fire cannot be extinguished by the above means, the motorman shall advise the Traction \nPower Controller through the emergency telephone and/or CUG phone to arrange for the \naffected section of the overhead equipment to be made dead.\n(d) In case of EMUs when the fusing or arcing or burning has stopped, the defective coach will, \nif necessary, be isolated from the rest of train. Should the coach affected be the leading motor \ncoach, the Loco Pilot will operate trains as laid down in GR 4.21.\n(e) The Train Manager shall give all possible assistance to the Loco Pilot in putting out the fire.\n(f) Fire extinguishers of an approved type for use on electrical fire shall be provided on each \nmotor coach of an EMU when an EMU rake is turned out of car shed after fortnightly \ninspection. The Assistant Electrical Foreman incharge of the inspection shall inspect the fire \nextinguishers and ensure that these are in good working order.\nTSR 10 : Sand bins are provided in each motor coach of EMU at switching stations, supply control \nposts, stations and signal cabins. The supervisory official incharge must see that the sand is kept dry \nand clear of rubbish, and is not used for any other purpose.\nTSR 11 : Staff employed in the Electrical area must immediately inform the sectional controller \nby telephone as quickly as possible in the event of (a) accident (b) disabling of train (c) unusual \noccurrence on overhead equipment or on overhead feeders or high tension cables etc. (d) any \noccurrence affecting the working of trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 369, + "text": "Appendix ‘E’ TRACTION RULES FOR WORKING OF EMU TRAINS\n343\nTSR 12 : Messages sent through signal cabinman and Station Master must be fully recorded by them \nin the Message Book and a note must be made in the diary.\nTSR 13 : The Section Controller will immediately take action on the information received and \npromptly inform the traction power controller who will take necessary action with any switching \noperations which may be necessary on the overhead equipment or at sub-station and will immediately \ninform Divisional Electrical Engineer (Traction).\nTSR 14 : Access to the high tension compartment can be had only by authorised persons in possession \nof a reversing handle or special key provided for this purpose. Motormen and other officials to whom \nsuch keys are issued should keep them in their personal custody to prevent unauthorised person \ntampering with the equipment.\nTSR 15 : No spanners or keys except those issued by the Railway Administration should be used for \noperating the equipment in electric trains.\nTSR 16 : (i) No unauthorised person is allowed to travel in motorman’ s and Train Manager’ s \nCompartment of an EMU train unless, he holds a Motorman’ s or Train Manager’ s Compartment \npass. The number of authorised persons, other than the Motorman and Train Manager (if travelling \nwith Motorman), travelling in Motorman’ s Cab must not be more than two at any time.\n(ii) A Motorman who is off duty is not permitted to enter or travel in any of the driving \ncompartments or to use his reversing handle under any circumstances.\nTSR 17 : A trainee or apprentice motorman when authorised by Divisional Electrical Engineer \n(Traction) may drive an Electric train under the supervision of a certified motorman and the latter \nshall keep a continuous watch over the trainee or apprentice and shall be responsible for safe working \nof the train.\nTSR 18 : A driving inspector is authorised to drive EMUs provided he had been driving at least 160 \nKms. in a calendar month over the entire EMU territory.\nTSR 19 : Line chargemen and other maintenance staff who are required to attend to defective \nequipment are allowed to handle the equipment in running train. They shall, however, do this with \nthe utmost care to ensure, that the safety of the train and the equipment is not endangered in any way.\nTSR 20 : An electric multiple unit train shall carry (a) one head light (b) one set of code lights in \ncentre (c) Two red tail lights in one fitting. The lights will have provision for blinking.\nTSR 21 : Responsibility for head lights etc. of EMU’s - The motorman is responsible for carrying \nthe correct Head lights by night and for ensuring that the tail lights are not exhibited in the front. \nThe Train Manager is responsible for seeing that the tail lights/tail boards, as the case may be, are \ncorrectly exhibited. In case of failure of electrical red tail lights, Train Manager should fix his hand \nsignal lamp on the bracket provided for this purpose.\nTSR 22 : Lighting and fan circuit of EMU’s - Train Manager must regulate the lighting of coaches \nand switch off the fans when not required. In the event of a defect in the lighting or in circuits the \nTrain Manager will immediately inform the Motorman and the nearest Station Master will arrange \nfor electrical staff to rectify defects.\nTSR 23 : (a) Before an EMU train is brought on to a running line after inspection or maintenance \nin an EMU shed or stabling line, the brakes of the train shall be jointly tested by the Motorman and \nTrain Manager to ensure that electro pneumatic and automatic brakes are functioning normally \nand the brake pipe is continuous thro ughout the train. The horn or whistle should be sounded and \nprecautions taken to see that no one is working on EMU train before brake test is undertaken.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 370, + "text": "Appendix ‘E’TRACTION RULES FOR WORKING OF EMU TRAINS\n344\nProcedure for Testing the Brakes\n To be done by the Motorman To be done by the Train Manager\n (i) Give five rings to Train Manager to (i) Acknowledge by five rings. \n be ready for brake test.\n (ii) Start the air compressor and (ii) When the brake pressure is \n when the main reservoir pressure 4.2 Kg./sq. cm give one ring \n is normal (4.55 kg/sq. cm to 7 to Loco Pilot\n kg/sq. cm) open the isolating cock \n switch to charge the brake pipe.\n (iii) Make an electrical application to (iii) On observing 2.0 Kg./sq. cm\n a pressure of 2.0 kg/sq. cm. pressure in the brake cylinder\n (approximately). gauge, give one ring.\n (iv) Make a full E.P . application (iv) On observing 3.5 Kg./sq. cm\n pressure in the brake cylinder gauge, give \n one ring.\n (v) Move the brake controller handle (v) On seeing that the brake \n to the ‘release’ position to release cylinder pressure is ‘0’, open the \n the brake. Train Manager emergency brake valve\n (i.e. move the handle to ON).\n (vi) On observing drop in brake pipe (vi) On observing pressure 3.5 kg./ \n pressure, move brake controller sq. cm. in the brake cylinder\n handle to ‘Emergency’. gauge, move the emergency\n valve handle to ‘OFF’.\n (vii) Keep the handle of the brake (vii) Open Emergency application\n controller in release-running cock by means of red brake\n position and bring it to Emergency handle to destroy brake pipe\n position only, after Train Manager pressure to zero and will \n has applied Emergency brake by observe 3.5± kg/sq. cm \n opening Emergency application cock. pressure in brake cylinder cock. \n gauge.\n (viii) When the brake pipe pressure is (viii) Observe the drop in brake pipe\n zero, move the brake controller pressure on the gauge and then \n handle to the ‘release’ position give one ring.\n and when the brake pipe pressure \n is normal again, apply the automatic\n brake by reducing the brake pipe \n Pressure to 3.8 kg/sq. cm. (approx.).\n (ix) Move the brake controller handle (ix) On observing that brake\n to ‘release’ position. cylinder pressure is ‘zero’ and \n brake pipe pressure normal on \n gauge, give one ring.\n (x) Motorman will acknowledge (x) Train Manager will observe that brake \n completion of test by giving pipe pressure is 5 kg/sq. cm and \n five rings. give five rings to indicate that\n above tests have been completed correctly \n from this end.\nNote :(i) During brake tests, Train Manager and Motorman may use one pause one ring to draw the \nother person’ s attention in case of any lapse or abnormality.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 371, + "text": "Appendix ‘E’ TRACTION RULES FOR WORKING OF EMU TRAINS\n345\n (ii) During brake testing, one ring from Train Manager will indicate acknowledgement of \nmotorman’ s action.\n (iii) As far as possible, this joint test should be taken before the EMU train leaves the shed \nor stabling line. However, if authorised by C.E.E and PCOM, the brake test may be \ntaken on the platform before commencement of the first trip.\n(b) The examination and adjustment of brake must be carefully carried out before entering service. \nMotorman must ensure that jumpers and hose pipes are properly secured in their dummy \nreceptacles after coupling.\nHe must take a careful examination of multiple units before taking them into service and any \ndefect or deficiency noticed must be brought to the notice of the supervisor and he must see that the \ndefect card is in position and clear of all entries unless these have been rectified and initialled to this \neffect. When taking over from another motorman, it will be his duty to ascertain whether any defect \nexists and the man handing over must acquaint the relieving motorman of any fault or defect likely \nto affect the working of the train.\n(c) The above procedure must always be carried out most carefully when putting unit into service \nafter stabling, also after two units have been coupled up. The train crew must assist the station \nstaff in coupling and uncoupling units.\n(d) The motorman should check the working of the deadman’ s safety device.\nTSR 24 : It is the duty of the Train Manager and the Motorman to change the destination indicators \nat respective ends of the train.\nTSR 25 : Stabling an EMU train. - (a) When stabling an EMU train in car Shed or on a stabling line, \nthe motorman or Engine Turner who has taken over the rake will carry out the following essential \noperations:-\n(i) Switch “off” the lights and fans, if on.\n(ii) Trip the main circuit breakers and drop the pantographs.\n(iii) Destroy the brake pipe pressure, isolate the brake controller.\n(iv) Apply the hand brakes fully in the ‘D’ coaches.\n(v) Put “off” the main battery switch in the motor coaches.\n(vi) Lock the equipment compartments and driving cabs.\n(vii) Any other operation prescribed in local instructions.\n(b) When a rake is to be stabled, the Motorman should invariably be at the leading cab. Backing \nan EMU rake into a siding with the Motorman at the rear cab is strictly forbidden.\n(c) After stabling an EMU train or handing it over to the Engine Turner, the Motorman before \ngoing off duty should convey to supervisor incharge of the Car Shed or stabling line (or to \nthe TLC) any defect or abnormalities noticed during the previous trips requiring immediate \nattention.\nNOTE:- On arrival of a train at terminal station for stabling, the Train Manager shall switch off \nlights and fans. No multiple unit or coach may enter a shed at a speed exceeding 10 KM per \nhour and only after sounding the whistle and coming to a stand outside the shed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 372, + "text": "Appendix ‘E’TRACTION RULES FOR WORKING OF EMU TRAINS\n346\nTSR 26 : Speed Con trol of EMU. - For any position of the Master Controller chosen by the \nMotorman, the step by step notching is controlled automatically. The Motorman should switch on \nthe Master Controller to the required position depending upon the speed to be attained.\nTSR 27 : Oiling and Greasing. - Motorman must not oil or grease any part of the train or equipment \nexcept to attend a warm or hot bearing and when this has been done he must specially report the \noccurrence to TLC.\nTSR 28 : Motorman must keep a sharp lookout for all defects or anything unusual in the rolling stock \nequipment and promptly report such defects to the TLC or to the line chargemen and also record in \nthe log book. In the case of serious defects, a detailed report must be made by the Motorman.\nTSR 29 : Electric Trains outside Electrified Area. - Electric Trains must not be hauled outside the \nelectrified area until the pantographs have been lowered.\nTSR 30 : Non-electrified Sidings . - Except in case of emergency, electric train must not be placed \nin non-electrified sidings within the electrified area, but when it is necessary to do so, care must be \ntaken by Motorman to ensure that all pantographs are lowered and that there is no obstruction on or \nalongside the siding that will be likely to come in contact with the pantograph or any other part of \nthe train, after which the train must be shunted into the siding with caution.\nTSR 31 : (i) Every Motorman and Train Manager must have with him while on duty all the equipments \nprescribed as per Annexure ‘A’.\n (ii) The Train Manager and the Motorman should also ensure that emergency telephone set is \nprovided both in the front and rear cab before starting the train.\nTSR 32 : (i) Automatic and semi-permanent coupler - EMU stock is fitted with Schaku couplers \nof two types, i.e. automatic couplers for coupling unit to unit and semi-permanent couplers for \ncoupling the coaches of each unit. The units are coupled merely by bringing them together at a \nslower speed (between 3 to 5 KMPH). Both the automatic couplers should be in uncoupled position. \nWhile coupling the stationary unit or coaches it should have its brakes on. While uncoupling the \nautomatic coupler, uncoupling ropes of both the couplers are pulled simultaneously and then the \ncoaches are drawn apart. It is, therefore, not necessary for the staff to go between the coaches \nduring coupling operation. While coupling in between coaches of the unit, adjustable cup sleeves \nof end ‘A’ type coupler are opened by the handles provided on the semi-permanent coupler. Both \nthe semi-permanent couplers are aligned manually and then coupled together by tightening the cup \nsleeves. Note that both the semi-permanent couplers, i.e. End ‘A’ and ‘B’ are aligned properly before \ncoupling.\n (ii) Coupling of Units. - In coupling units together, the station staff will be responsible for seeing \nthat the jumper connections are properly made. Care is to be taken not to touch the contacts \nor to let them come into contact with the rails, ballast or metal-work of the coach when \ninserting jumpers in the receptacles provided. In all cases, this operation will be carried out \nunder the supervision of the Motorman who will first ensure that both the motor generator \nsets are switched ‘off’.\n (iii) Stopping places for EMU trains . - EMU trains shall be stopped at stopping marks as laid \ndown in local orders.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 373, + "text": "Appendix ‘E’ TRACTION RULES FOR WORKING OF EMU TRAINS\n347\n (iv) Train Manager to assist Station Staff . - Train Manager must assist the station staff in \ncoupling and uncoupling units which may have to be attached or detached.\n (v) Train Manager are responsible for seeing that, all lighting and fan switches and the main \nlighting switch are “off” before units are uncoupled.\n (vi) At stations or sidings where it is necessary for the units to be disconnected, the person \nperforming the work must before uncoupling, receive the assurance on a register of the Train \nManager and Motorman that all the lighting and fan switches as well as the motor generator \nsets on both halves of the train have been switched “off”.\nTSR 33 : When two separate units are coupled together at stations, only one Motorman must be \nincharge and on no account, a Motorman who is off duty allowed to use his reversing handle under \nany circumstances.\nTSR 34 : Formation of EMU’s - Unless special instructions are issued to the contrary, the formation \nof EMUs is not to be altered EMU’ s are not to be used to haul ordinary steam train coaches.\nTSR 35 : Shunting of Single and multiple unit trains. - When shunting is to be performed the rules \ncontained in GR 5.14 must be complied with.\nTSR 36 : (i) Shunting and Setting Back. - When performing shunting, the Motorman shall be in the \ndriving compartment nearest to the front and in the direction of movement. When driving is being \ndone from other than the leading coach the man incharge of the movement must be in the leading \ncoach in such a position that the Motorman can readily see his signals.\n (ii) Coasting - Power must be switched off as early as possible before the application of the \nbrakes in order to reduce consumption of electric energy.\n (iii) Coasting Board to be observed in working trains . - Motormen will normally observe the \nCoasting Boards. When time is to be made up, they may switch off power later than normal. \nThe maximum permissible speed for the various sections shall not, howsoever, be exceeded \nin order to make up time.\n (iv) Stopping. - Care must be taken when applying the brakes to stop the train as smoothly as \npossible and the brakes must be put on at such a distance as will enable the Motorman to pull \nup at the proper stopping point at the station platform.\n (v) Brake Application. - Normally, the brakes should only be applied after the Master Controller \nhandle has been returned to the ‘OFF’ position, except in case of emergency.\nTSR 37 : (i) Dead man’s Handle applied to in EMUs. - Obstruction on the permanent way, if any \nobstruction is seen on the line ahead and the train cannot be brought to a stand still by ordinary \napplication of brakes, the Motorman should remove his hand from the master controller handle when \nthe power will be cut off and the brake applied automatically. This should only be done when an \nemergency application of the brake is required. The brake controller handle should then be moved to \nthe full ‘ON’ position and the Master Controller switched “off”.\n (ii) In the event of dead man’ s handle becoming defective or inoperative the Motorman must stop \nhis train immediately, call the Train Manager and ask him to travel in the driving cab and \nshould inform the traffic controller who should take the train out of service immediately if the \ndefect is not rectified.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 374, + "text": "Appendix ‘E’TRACTION RULES FOR WORKING OF EMU TRAINS\n348\nTSR 38 : (i) When EMU train is driven in accordance with G.R. 4.21, its speed should not exceed 15 \nKMPH. At the first station where facilities are available, the train should be cancelled and withdrawn \nfrom service for repairs.\n (ii) Before giving the starting code signal to the Motorman, the Train Manager must satisfy \nhimself that the correct signals are shown for the train to start and that the section is clear. The \nTrain Manager must keep a good lookout and must exhibit a green signal to the Motorman. \nThe absence of such signal shall indicate ‘Danger’ and the Motorman must stop at once. He \nmust keep a good lookout and be prepared to stop the train when necessary. He will also be \nresponsible for observing all further signals en route. All caution orders, warning notices, \nadvices and authorities regarding defective signals, authorities to proceed without line clear, \netc. must be first delivered to the Loco Pilot who will countersign these before they are \nsent to the Train Manager in the leading compartment. The Train Manager will retain such \ndocuments while he is incharge and will be responsible for seeing that the orders are carried \nout. At the end of the run these documents must be handed over to the Motorman and his \nsignature obtained.\nTSR 39 : (a) The following code of Bell signals shall be given by the Train Manager and acknowledged \nby the Motorman :-\nIndication Code Acknowledged by\n1. Start train 00 00\n}Starting the train2. Start Train when working under GR 4.21 00-00 00-00\n3. Push back train. 000 000\n4. Stop train. 0 0 stopping the train\n5. Stop train when working under GR 4.21 0000 0000\n6. Train Manager leaving the cab. 000000 000000\n (b) The following code of Bell signals shall be given by the Motorman and acknowledged by the \nTrain Manager.\nIndication Code Acknowledged by\n1. Train Manager required by Loco Pilot followed by code to \nstart the train\n000-000 000-000\n2. Loco Pilot has received an authority to pass a signal at \ndanger. \n0000-00 0000-00\n3. Passing an automatic signal in ‘on’ position as per GR 9.02 0000-0000 0000-0000.\n4. Train running through station. 00 00\n5. For testing the brakes. 00000 00000\n6. Protect train in rear. 000-0000 000-0000\nNote :- ‘0’ means one ring.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 375, + "text": "Appendix ‘E’ TRACTION RULES FOR WORKING OF EMU TRAINS\n349\nTSR 40 : Disabled Train - In the eve nt of an electric train failing, another electric train or a \nlocomotive may be used to assist the disabled train, only after the motorman or the line chargeman \nhas certified, that, it is safe to be moved and under no circumstance, an electric train be used to assist \na steam train.\nTSR 41 : (i) In an emergency when it is necessary to remove a disabled EMU rake by a steam engine, \nthe ordinary screw coupling of the engine may be used, care being taken to reduce the amount of \nslack on the coupling as much as possible. In the case of EMU Stock equipped with compressed air-\nbrakes, the train will be controlled on engine brakes only. The rake should be pulled, if convenient \nbut, if this is not so, it may be pushed to the nearest point where the engine can run round, or the rake \ncan be side - tracked. The speed when hauling a disabled train must be a cautions speed. Passengers \nmust be detained at the earliest opportunity when this can be done with safety.\n(ii) The Station Master must send the necessary written instructions in a form prescribed for the \npurpose (given below) for moving the train, to the motorman of the train to be moved through \nthe stream Loco Pilot. The motorman must in such a case, ride on the steam engine while \nhis train is being so moved. The Train Manager of the disabled train must ride in his own \ncompartment.\n FORM TSR/Optg./1\nMemo No .......................... Time .......................... Date ..........................\nTo the Motorman of Disabled Train No ..........................\nThe Loco Pilot of the locomotive No ..........................\n.......................... is authorised to move your train. Please allow this after satisfying your-self \nthat all pantograph collectors have been lowered, and see that they remain lowered during steam \nhaulage.\nTSR 42 : Loss of time in locating defects - When a defect occurs which the Motorman is unable to \nrectify, he must not waste time in trying to locate defects after isolation has been effected except in \ncase where it would be unsafe to proceed. Every effort is to be made to work the train to the nearest \nexamining point and to get it out of traffic as soon as possible.\nTSR 43 : Derailment - In the event of derailment, the traction power controller will pass the \ninformation to the electrical foreman, who will treat it as if it is a line fault and shall proceed to take \nall necessary precautions to prevent damage to the overhead line during the re-railing process.\nTSR 44 : In the case of partial electrical disablement of an electric multiple unit train, such train \nmust be worked to destination if possible and stabled there until certified fit for running by electrical \ndepartment.\nTSR 45 : Procedure when automatic brakes cannot be operated from the leading driving \ncompartment of EMU train - When the automatic brake cannot be operated from leading driving \ncompartment of an EMU train, the following procedure should be observed.\n (a) All passengers must be detrained at the first station with platform.\n (b) If the automatic brakes cannot be operated from any driving compartment of an EMU train \nbut the driving apparatus in the leading compartment is in working order, the Train Manager \nshall accompany the Loco Pilot on the leading compartment and shall operate the hand \nbrakes as required. The speed of the train shall not exceed 8 KMPH.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 376, + "text": "Appendix ‘E’TRACTION RULES FOR WORKING OF EMU TRAINS\n350\n (c) If the brake apparatus in the leading compartment only is defective, the responsible for the \noperation of the automatic brake from the nearest compartment (from the front) in which the \nbrake apparatus is in working order. He will operate in accordance with the Motorman’ s \nsignals. The speed of the train shall not exceed 8 KMPH.\n (d) If the driving apparatus in leading compartment in addition to the automatic brake is defective \nthe Train Manager shall travel in the leading compartment and operate the hand brake as \nrequired. The Motorman shall drive from the nearest compartment in which the driving and \nautomatic brake apparatus is serviceable. The Train Manager shall be responsible for giving \nsuch signals as are required, to the motorman by means of the bell, horn or whistle and the \nMotorman shall control the train in accordance with these signals and the speed shall not \nexceed 8 KMPH.\n (e) Under the circumstances mentioned in (b), (c) and (d) above the speed of the train shall not \nexceed 8 KMPH and the Motorman shall arrange for the traffic control office and nearest \ntrain examiner to be informed. The traffic control office shall take immediate steps to have \nthe train withdrawn from service at the nearest station where siding accommodation is \navailable.\nTSR 46 : (a) In case of any emergency when the train is held up in block section, the motorman/\nTrain Manager should stop the train nearest to the emergency telephone socket and/or CUG mobile \nfor explaining the emergent situation and asking for assistance, if required and also switch ‘ON’ the \nblinker lights.\n(b) When the Loco Pilot /Motorman of an approaching train sees the blinking light of the disabled \ntrain, he will take action as per S.R. 6.03/3 (c).\nTSR 47 : Working of alarm bell and Inter-Communication chain apparatus of an EMU train - \nWhen in an emergency, the inter-communication chain handle is pulled by a passenger, a red disc \nshoots out in the corresponding coach and an electrical contact is made completing the electric \ncircuit of the alarm bell located in each driving cab and the alarm bell will continuously ring in all the \ncabs warning the Motorman to stop the train immediately. On hearing the alarm bell the Motorman \nshould apply the emergency brakes and stop the train as per extant rules. After ascertaining the \nreason for chain pulling the Train Manager should reset the disc in the corresponding coach with the \nhelp of the pole provided in the cab.\nANNEXURE ‘A’\n(I) The following articles shall comprise the prescribed equipment of a Train Manager working \nan EMU train which he must carry with him at all time while performing duty.\n1. One flashing hand signal lamp (Tri-colour)\n2. One set of Flags (One green and two red).\n3. Two flag sticks of aluminium telescopic pipes.\n4. One First aid box.\n5. One case containing ten detonators.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 377, + "text": "Appendix ‘E’ TRACTION RULES FOR WORKING OF EMU TRAINS\n351\n6. One whistle.\n7. One Carriage Key.\n8. One watch.\n9. One working time table (for suburban section).\n10. One rule book for working electric trains on electrified section.\n11. One detail book showing the link of Train Managers etc.\n12. One Train Manager’ s memo book.\n13. Competency certificate for working on Automatic Block System.\n(II) The following articles shall comprise the personal equipment of a Loco Pilot working an \nEMU train which he must carry with him at all time while performing duty.\nS. No. Description Quantity\n1. Handbook and trouble shooting directory for motorman 1\n2. Copy of Working Time Table and schedule 1 each\n3. Motorman’ s memo book 1\n4. Memo book for reporting defects 1\n5. Reversing handles 2\n6. Motorman’ s control keys 3\n7. Brake control key 1\n8. Carriage key 1\n9. Modified key for motor coach door 1\n10. Hand signal flags red and green with sticks 2\n11. Two cells torch with red and green adopters, and Block spare bulbs. 1\n12. Box of ten detonators 1\n13. Tri-colour LED based flashing HS lamp 1\n14. Competency certificate for working on Automatic system. 1\n15. Rule book for working electric trains on electrified sections. 1\n16. Watch 1\n17. Duster 1\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 378, + "text": "Appendix ‘F’\nRules for working (DMU) Diesel Multiple Unit Trains\nDSR-I :\n(i) In addition to these rules, all general and subsidiary rules which control the movement and \noperation of Steam, Diesel & Electric trains shall also apply to the movement and operation \nof DMUs except as otherwise provided in these rules.\n(ii)\t Station\t Masters,\tInspectors\tand\tstaff\tworking\tDMUs\tmust\thave\tthorough\tknowledge\tof\tthese\t\nrules.\nDSR-II : Definitions :\n(i) Motorman :-\tmeans\ta\tduly\tcertified\tLoco\tPilot\tof\ta\tsingle\tor\ta\tmultiple\tunit\ttrain.\n(ii) Train Managers emergency brakes valve :-\tmeans\ta\tvalve\tfitted\tin\tthe\tdriving\tcompartments\t\nof\tDiesel\tMultiple\tUnit\ttrain\tequipped\twith\tcompressed\tair\tbrakes,\tby\tmeans\tof\twhich\tTrain\t\nManager\tcan\tapply\tthe\tbrakes\tof\tthe\ttrain\tin\ttimes\tof\temergencies.\n(iii) Jumper :-\tmeans\tmultiple\tcore\tflexible\tcables\tconnected\tbetween\tall\tcoaches\tof\tDiesel\t\nMultiple\tUnit\ttrains\tby\twhich\tthe\tcontrol\tof\tthe\telectrical\tequipment\tis\teffected\tfrom\tany\t\ndriving compartment in use.\n(iv) Trailer coach :- means a passenger carrying coach equipped for coupling to and operating \nwith motor and not possessing traction motors.\nDSR-III :\n(i)\t Only\t one\tmotorman\tis\tnecessary\tfor\toperation\tof\ta\tDMU\ttrain.\tThe\tfollowing\texceptions\tare\t\npermitted:\n\t\t\t\t(a)\t GR-4.15\t(i)\t(a)\tSide\tLights\tshowing\twhite\ttowards\tthe\tfront\tand\tred\ttowards\tthe\trear\tare\tnot\t\nprovided on DMUs.\n\t\t\t\t(b)\t GR-4.14\t(i)\tOn\tDMU\ttrain\tonly\thead\tlight\tand\tTail\tLights\tare\tprovided\tno\tmarker\tlight\tis\t\nprovided.\n (c) SR 6.03 (3) (a) (iv) On a DMU train, only one motorman is provided for driving and he must \nnot leave his post except for attending to defective equipment in his train and protection in \nfront in case of accidents. On a Double or Multiple line section if adjacent line in opposite \ndirection is obstructed or fouled Motorman himself to protect in front as per GR 6.03.\nDSR-IV : Width\tof\tDMU\tstock\t3245\tMM\tagainst\t(3048)\tof\tconventional\tstock.\nDSR-V : Work inside DMU Car Shed :-\tIn\tcase\tof\twork\tto\tbe\tdone\tin\tDMU\tCar\tShed,\tit\tshould\tbe\t\nensured\tthat\tproper\tsafety\tprecautions\tare\ttaken\tlike\tdisplay\tof\tred\tflag/fixed\tlight,\tblocking\tof\tthe\t\nmovement\ton\tthe\tline\tby\tscotch\tblock\tand\tlocking\tthe\tsame.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 379, + "text": "Appendix ‘F’ Rules for working (DMU) Diesel Multiple Unit Trains\n353\nDSR-VI : Fire:\n(i)\t In\t the\tevent\tof\ta\tfire\ton\ta\tDMU\tstock,\tthe\tmotorman\tshall\timmediately\tswitch\toff\tthe\tcircuit\t\nbreaker\tand\tshut\tdown\tthe\tengine.\tThe\ttrain\tshall\tbe\tbought\tto\ta\tstop\tat\tonce.\n(ii)\t The\t Train\tManager\tshall\tgive\tall\tpossible\tassistance\tto\tthe\tLoco\tPilot\tin\tputting\tout\tthe\tfire.\n(iii)\t The\t fire\textinguishers\tof\tapproved\ttype\tshall\tbe\tprovided\ton\teach\tmotor\tcoach\tof\ta\tDMU\t\nwhen\ta\tDMU\trake\tis\tturned\tout\tfrom\tthe\tCar\tShed.\tThe\tSSE/SE(C&W)\tIncharge\tof\tthe\tShed\t\nshall\tinspect\tthe\tfire\textinguisher\tand\tensure\tthat\tthese\tare\tin\tgood\tworking\torder.\nDSR-VII : Every employee in the DMU must immediately inform the section controller by telephone \nas\tquickly\tas\tpossible\tin\tthe\tevent\tof\t(a)\taccident\t(b)\tDisabling\tof\ttrain\t(c)\tany\tunusual\toccurrence\t\naffecting\tthe\tworking\tof\ttrains.\nDSR-VIII :\nAccess to the generator, engine & radiator compartments can be had only by authorised persons in \npossession\tof\ta\tspecial\tkey\tprovided\tfor\tthis\tpurpose.\tMotorman\tand\tother\tofficial\tto\twhom\tsuch\t\nkeys\tare\tissued\tshould\tkeep\tthis\tin\ttheir\tpersonal\tcustody\tto\tprevent\tunauthorised\tpersons\ttempering\t\nwith the equipment.\nDSR-IX : No\tspanners\tof\tkey\texcept\tthose\tissued\tby\tthe\tRailway\tAdministration\tshould\tbe\tused\tfor\t\noperating the equipment in DMU trains.\nDSR-X : No\tunauthorised\tperson\tis\tallowed\tto\ttravel\tin\tmotorman’s\tor\tTrain\tManagers\tcompartment\t\nof\ta\tDMU\ttrain\tunless\the\tholds\ta\tmotorman\tor\tTrain\tManager’s\tcompartment\tpass.\tThe\tnumber\tof\t\nauthorised\tpersons,\tother\tthan\tthe\tmotorman\tand\tTrain\tManager\t(if\ttravelling\twith\tmotorman)\tin\t\nmotorman’ s cabin must not be more than two at any time.\nDSR-XI : The\tDiesel\tmultiple\tunit\ttrain\tshall\tcarry\t(a)\tone\theadlight\t(b)\tone\tflasher\tlight\t(c)\tone\tset\t\nof code lights (d) one red tail light.\nDSR-XII : Responsibility for headlights of DMU :-\tThe\tmotorman\tis\tresponsible\tfor\tcarrying\tout\t\nthe\tcorrect\theadlights\tby\tnight\tand\tensuring\tthat\tthe\ttail\tlights\tare\tnot\texhibited\tin\tthe\tfront.\tThe\t\nTrain\tManager\tis\tresponsible\tfor\tseeing\tthat\tthe\ttail\tlight/tail\tboard\tas\tthe\tcase\tmay\tbe\tcorrectly\t\nexhibited.\tIn\tcase\tof\tfailure\tof\telectrical\tred\tlights,\tthe\tTrain\tManager\tshall\tfix\this\thand\tsignal\tlamp\t\non\tthe\tbracket\tprovided\tfor\tthis\tpurpose.\nDSR-XIII : Lighting and Fans Circuits of DMU :-\tTrain\tManagers\tmust\tregulate\tthe\tlighting\tof\t\ncoaches\tand\tswitch\toff\tthe\tfans\twhen\tnot\trequired.\tIn\tthe\tevent\tof\ta\tdefect\tin\tthe\tlighting,\tthe\tTrain\t\nManager will immediately inform the motorman and the nearest Station Master will arrange for \nelectrical\tstaff\tto\trectify\tthe\tdefects.\nDSR-XIV :\n(i) Before a DMU train is brought on to a running line after inspection or maintenance in a \nDMU\tShed\tor\tstabling\tline,\tthe\tbrakes\tof\tthe\ttrain\tshall\tbe\tjointly\tchecked\tby\tthe\tmotorman\t\nand\tthe\tTrain\tManager\tto\tensure\tthat\tthe\tbrakes\tare\tfunctioning\tnormally\tand\tthe\tbrake\tpipe\t\nis\tcontinuous\tthrough\tout\tthe\ttrain,\tthe\thorn\tshould\tbe\tsounded\tand\tprecautions\ttaken\tto\tsee\t\nthat\tno\tone\tis\tworking\ton\tDMU\ttrain\tbefore\tthe\tbrake\ttest\tis\tundertaken.\n(ii)\t As\t far\tas\tpossible,\tthis\tjoint\ttest\tshould\tbe\ttaken\tbefore\tthe\tDMU\ttrain\tleaves\tthe\tshed\tor\t\nstabling line. Howe ver,\tif\tspecially\tauthorised\tthe\tbrake\ttest\tmay\tbe\ttaken\ton\tthe\tplatform\t\nbefore\tcommencement\tof\tthe\tfirst\ttrip.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 380, + "text": "Appendix ‘F’Rules for working (DMU) Diesel Multiple Unit Trains\n354\n(iii) Examination and\tadjustment\tof\tbrakes\tmust\tbe\tcarefully\tcarried\tout\tbefore\tentering\tservice.\t\nMotorman must ensure that jumpers and hose pipes are properly secured in their dummy \nreceptacles\tafter\tcoupling.\tHe\tmust\ttake\ta\tcareful\texamination\tof\tMultiple\tUnits\tbefore\t\ntaking\tthem\tinto\tservice\tand\tany\tdefect\tor\tdeficiency\tnoticed\tmust\tbe\tbrought\tto\tthe\tnotice\t\nof the Supervisor and he must see that the defect card is in position and cleared of all entries \nunless\tthese\thave\tbeen\trectified\tand\tinitialled\tto\tthis\teffect.\n(iv)\t When\t taking\tover\tfrom\tanother\tmotorman,\tit\twill\tbe\this\tduty\tto\tascertain\twhether\tany\tdefect\t\nexists\tand\tthe\tmotorman\thanding\tover\tmust\tacquaint\thim\tof\tany\tfault\tor\tdefect\tlikely\tto\taffect\t\nthe\tworking\tof\tthe\ttrain.\n(v)\t The\t above\tprocedure\tmust\talways\tbe\tcarried\tout\tmost\tcarefully\twhen\tputting\tthe\tunit\tinto\t\nservice\tafter\tstabling,\talso\tafter\tthe\tTwo\tUnits\thave\tbeen\tcoupled\tup.\tThe\ttrain\tcrew\tmust\t\nassist\tthe\tstation\tstaff\tin\tcoupling\t&\tuncoupling\tthe\tunits.\nDSR-XV : Working of deadman’s knob safety device :-\n(i)\t Two\t deadman\tknobs\thave\tbeen\tprovided\tin\tthe\tDMU,\tone\ton\tthe\tthrottle\thandle\tand\t2nd\tnear\t\nthe\tleft\tknee\tof\tthe\tLoco\tPilot\t’s\tdesk.\tThe\tdeadman\tknob\thas\tto\tbe\tkept\tdepressed\tboth\tin\tthe\t\ncourse\tof\tdriving\tand\tduring\tintermittent\thalts\tof\tthe\ttrain.\tIn\torder\tto\tgive\tthe\tLoco\tPilot\t\na\tpossibility\tof\trelieving\tthe\tright\tpalm\tby\treleasing\tthe\tdeadman\tknob\tduring\tstation\tstops\t\nor\tduring\tdriving,\ta\tknee\toperated\tmushroom\theaded\tswitch\thas\tto\tbe\tpressed\tside\twards\tto\t\nenable\tthe\tdeadman\tknob\tto\tbe\treleased,\twithout\tapplication\tof\temergency\tbrakes.\tBefore\t\nreleasing\tthe\tdeadman’s\tknob\tfrom\tthe\toperating\thandle\tit\thas\tto\tbe\tensured\tthat\tthe\tknee\t\noperated switch is pressed by the Motorman.\n(ii) In the event of a deadman’ s handle becoming defective or inoperative, the motorman must \nstop\this\ttrain\timmediately,\tcall\tthe\tTrain\tManager\tand\task\thim\tto\ttravel\tin\tthe\tdriving\tcab,\t\nand\tshould\tinform\tthe\tsection\tcontroller\twho\tshould\ttake\tthe\ttrain\tout\tof\tservice\timmediately\t\nif\tthe\tdefect\tis\tnot\trectified.\nDSR-XVI : Change over the cab at the terminal stations :- At the terminal sections, the direction of \ntravel\twill\treverse.\tThe\toperating\tpersonnel\ton\tthe\ttrain\twill\tnow\tswitch\ttheir\troles\tas\tLoco\tPilot\tand\t\nTrain\tManager.\tThe\tleading\tcar\tduring\tthe\tprevious\ttravel\twill\tbecome\tthe\ttrailing\tcar\t(with\tTrain\t\nManager) for the direction of drive and the trailing car during the previous will become leading car. \nThe\tfollowing\tis\tthe\tprocedure\tto\tbe\tfollowed\tfor\teffecting\tthe\tchange\tof\tLoco\tPilot\t’s\tcab\t:-\nIn the previous leading cab :-\n(a)\t Release\tthe\tdeadman\tknob.\tThis\tresults\tin\tthe\toperation\tof\temergency\tbrakes.\n(b) Shift the reversing lever to zero position.\n(c)\t Switch\toff\tthe\tLoco\tPilot\t’s\tlock\tknob\toperated\tswitch.\n(d)\t Operate\tthe\tTrain\tManager\tlock\tknob\toperated\tswitch.\nIn the previous trailing cab :-\n(a)\t Switch\tback\tthe\tTrain\tManager\tlock\tknob\tto\toff\tposition.\n(b)\t Operate\tthe\tLoco\tPilot\t’s\tlock\tknob\tswitch.\n(c) Move the reversing lever to forward position.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 381, + "text": "Appendix ‘F’ Rules for working (DMU) Diesel Multiple Unit Trains\n355\nNote -\tIt\tis\tthe\tduty\tof\tthe\tTrain\tManager and the motorman to change the destination indicators at \nrespective ends of the train.\nDSR-XVII : Stabling of DMU train :-\tWhen\tstabling\ta\tDMU\ttrain\tin\tthe\tCar\tShed\tor\ton\ta\tstabling\t\nline, the following procedure for putting the train out of operation should be followed :-\n(a)\t Shut\t off\tthe\texcitation\tto\tthe\ttraction\talternator\tby\toperating\texcitation\tshut\toff\tswitch.\tMove\t\nthe\ttrain\toperating\thandle\tto\tthe\t8th\tnotch\tthereby\tincreasing\tthe\tdiesel\tengine\tspeed\tto\t1800\t\nRPM.\tKeep\tthe\tengine\trunning\tat\tthis\tspeed\tfor\tapproximately\t2\tminutes.\tThis\twill\tbe\theld\tin\t\ncooling down diesel engine.\n(b)\t Switch\t“off”\tthe\tdiesel\tengine\tby\tactuating\tthe\tdiesel\tengine\tpush\tbuttons\tat\tthe\tdesk.\n(c)\t Move\t the\treversing\torder\tto\tzero\tposition\tand\ttake\tout\tthe\tlever\tfrom\tthe\tslot\tprovided\tin\tthe\t\nmaster controller.\n(d)\t Switch\t back\tthe\tkey\tknob\toperated\tLoco\tPilot\ts\tswitch\tand\ttake\tout\tthe\tkey\tfrom\tthe\tLoco\t\nPilot\t’s\tlock\tswitch.\n(e)\t Take\tout\tthe\tTrain\tManager\tkey\tfrom\tthe\tTrain\tManager’s\tlock\tswitch,\tswitch\toff\tthe\tknob.\n(f)\t Switch-off\tthe\tlighting\tand\tventilation\tcircuits.\n(g)\t Apply\tthe\tparking\tbrake.\n(h)\t Switch\t“off”\tthe\tswitch\tfuse\tunit.\nOperation by Train Manager :-\n(a)\t Switch\t back\tthe\tkey\tknob\toperated\tTrain\tManager\tswitch\tand\ttake\tout\tthe\tkey\tfrom\tthe\tTrain\t\nManager’s\tlock\tswitch.\n(b)\t Take\tout\tthe\tLoco\tPilot\t’s\tkey\tfrom\tLoco\tPilot\t’s\tlock\tknob\tswitch.\n(c)\t Take\tout\tthe\treversing\tlever\tfrom\tthe\tmaster\tcontroller.\n(d)\t When\t the\trake\tis\tstabled,\tthe\tmotorman\tshould\tinvariably\tbe\tat\tthe\tleading\tdriving\tcab.\t\nBacking\ta\tDMU\trake\tinto\ta\tsiding\twith\tthe\tmotorman\tat\tthe\trear\tcab\tis\tstrictly\tprohibited.\n(e)\t After\t stabling\ta\tDMU\ttrain\tor\thanding\tit\tover\tto\tthe\tsupervisor,\tthe\tmotorman\tbefore\tgoing\toff\t\nduty\tshould\tconvey\tto\tthe\tsupervisor/\tIncharge\tof\tthe\tcar\tshed\tor\tstabling\tline\tany\tdifficulty\t\nor abnormalities noticed during the previous trips requiring immediate attention.\n(f)\t On\t arrival\tof\tthe\ttrain\tat\tterminal\tstation\tfor\tstabling,\tthe\tTrain\tManager\tshall\tswitch\toff\tthe\t\nlights\tand\tfans.\tNo\tmultiple\tunit\tor\tcoach\tmay\tenter\tthe\tshed\tat\tspeed\texceeding\t10\tKMPH\t\nand only after sounding the whistle and coming to a stand out side the shed.\n(g) Oil and water levels :-\tAll\toil\tand\twater\tlevels\tshall\tbe\tchecked\tby\tthe\tmotorman\tbefore\t\nleaving\tthe\tCar\tShed.\tAny\tdeficiency\tfound\tshould\tbe\tgot\tattended\tbefore\tleaving\tthe\tCar\t\nShed.\nDSR-XVIII :\n(i)\t Every\t motorman\tand\tTrain\tManager\tmust\thave\twith\thim\twhile\ton\tduty\tall\tthe\tequipments\t\nprescribed in DSR-XXVI (i).\n(ii)\t The\t Train\tManager\tand\tthe\tmotorman\tshould\talso\tensure\tthat\temergency\ttelephone\tset\tis\t\nprovided both in front and rear cab before starting the train.\n(iii)\t When\t a\tDiesel\tPower\tCar\t(DPC)\tis\tattached\ta\trear\tmost\tvehicle\tor\tTrain\tManager\tis\t\ntravelling\tin\tDPC,\the\tshall\tlook\taround\tthe\trear\tDPC\tat\tthe\tstopping\tstations\tand\tensure\t\nsafe\trunning\tof\tthe\ttrain.\tThis\twork\tshall\tbe\tin\taddition\tto\this\tnormal\tduties.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 382, + "text": "Appendix ‘F’Rules for working (DMU) Diesel Multiple Unit Trains\n356\nDSR-XIX : Coupling Unit\nIn\tcoupling\tthe\tunit\ttogether,\tthe\tstation\tstaff/Car\tShed\tstaff\twill\tbe\tresponsible\tfor\tseeing\tthat\tthe\t\njumper\tconnections\tare\tproperly\tmade.\tCare\tis\tto\tbe\ttaken\tnot\tto\ttouch\tthe\tcontacts\tor\tto\tlet\tthem\t\ncome\tinto\tcontact\twith\tthe\trails,\tballast\tor\tmetal\twork\tof\tthe\tcoach\twhen\tinserting\tjumpers\tin\tthe\t\nreceptacles provided. In all cases this operation will be carried out under the supervision of the \nmotorman\twho\twill\tfirst\tensure\tthat\tall\tthe\tmotor\tgenerator\tsets\tare\tswitched\toff.\tTrain\tManagers\t\nare\tresponsible\tfor\tseeing\tthat\tall\tlights\tand\tfans\tswitches\tand\tthe\tmain\tlight\tswitches\tare\toff\tbefore\t\nunits are coupled or uncoupled.\nDSR-XX : Formation of DMU :- Unless special instructions are issued to the contrary, the formation \nof DMU’ s is not to be altered. DMUs are not to be used to haul ordinary train coaches.\nDSR-XXI : Shunting of Single and Multiple unit :- When shunting is to be performed, the rules \ncontained in GR 5.14 must be complied with.\nDSR-XXII : Brake application :-\n(i)\t Normally\t the\tbrakes\tshould\tonly\tbe\tapplied\tafter\tthe\tmaster\tcontroller\thandle\t(throttle)\thas\t\nbeen\treturned\tto\tthe\toff\tposition\texcept\tin\tthe\tcase\tof\temergency.\n(ii) Emergency brakes :- If any obstruction is seen on the line ahead and the train cannot be \nbrought\tto\ta\tstand\tstill\tby\tordinary\tapplication\tof\tbrakes,\tthe\tmotorman\tshould\tremove\this\t\nhand\tfrom\tthe\tmaster\tcontroller\thandle\twhen\tthe\tpower\twill\tbe\tout\toff\tand\tthe\tbrakes\tapplied\t\nautomatically.\tThis\tshould\tonly\tbe\tdone\twhen\tan\temergency\tapplication\tof\tbrakes\tis\trequired.\t\nThe\tbrake\tcontroller\thandle\tthen\tto\tbe\tmoved\tto\tthe\tfull\ton\tposition\tand\tthe\tmaster\tcontroller\t\nswitched\toff.\nDSR-XXIII : Working of DMU’s when Loco Pilot is not operating form the front cab.\n(i)\t The\t rules\tcontained\tin\tGR\t4.21\tshould\talso\tbe\tapplicable\tfor\tthe\tDMU\ttrains.\tThe\tspeed\t\nshould\tnot\texceed\t15\tKMPH.\nGR 4.21: Driving an Electric/Diesel Multiple Unit\n(1)\t In\t case\tof\telectric\tand\tEMU/DMU\ttrain,\tthe\tLoco\tPilot\t/motorman\tshall\tbe\tin\tthe\tleading\t\ndriving compartment when the train is in motion or train is stationary on any running line \nexcept as otherwise prescribed in these rules.\n(2)\t(a)\tIn\tthe\tcase\tof\ta\tsingle\tor\tmultiple\tunit\ttrain,\tIf\tthe\tdriving\tapparatus\tin\tthe\tleading\tdriving\t\ncompartment becomes defective, the train shall be driven cautiously from the nearest driving \ncompartment\twhich\tis\tserviceable;\tin\tthis\tevent,\tthe\tTrain\tManager\tshall\ttravel\tin\tthe\tleading\t\ndriving\tcompartment\tand\tshall\tconvey\tthe\tnecessary\tsignals\tto\tthe\tLoco\tPilot;\tthe\tTrain\t\nManager\tshall\talso\tsound\tthe\thorn\tor\twhistle\tas\tnecessary\tand\tapply\tthe\tbrake\tin\tcase\tof\t\nemergency and shall be responsible for stopping the train correctly at signals, station and \nobstructions.\n(b) In the case of an electric engine, if the leading driving compartment becomes defective, the \ntrain\tshall\tbe\tdriven\tfrom\tthe\ttrailing\tdriving\tcompartment\tby\tthe\tAssistant\tLoco\tPilot\tif\the\tis\t\nduly\tqualified\tto\tdrive;\tand\tthe\tLoco\tPilot\tshall\tremain\tin\tthe\tleading\tdriving\tcompartment,\t\nand shall be responsible for correct operation of the train.\n(ii)\t Before\t giving\tthe\tstarting\tcode\tsignal\tto\tthe\tmotorman,\tthe\tTrain\tManager\tmust\tsatisfy\t\nhimself\tthat\tthe\tcorrect\tsignals\tare\tshown\tfor\ttrain\tto\tstart\tand\tthat\tthe\tsection\tis\tclear.\tThe", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 383, + "text": "Appendix ‘F’ Rules for working (DMU) Diesel Multiple Unit Trains\n357\nTrain\tManager\tmust\tkeep\ta\tgood\tlook\tout\tand\tmust\texhibit\ta\tsignal\tto\tthe\tmotorman.\tThe\t\nabsence of such signals shall indicate the danger and the motorman must stop at once. He \nmust\tkeep\ta\tgood\tlook\tout\tand\tbe\tprepared\tto\tstop\tthe\ttrain\twhen\tnecessary.\tHe\twill\talso\tbe\t\nresponsible for observing all further signals en route. All caution orders, warning notices, \nadvices and authorities regarding defective signals, authorities to proceed without line clear \netc.\tmust\tbe\tfirst\tdelivered\tto\tthe\tLoco\tPilot\twho\twill\tcounter-sign\tthese\tbefore\tthey\tare\t\nsent\tto\tthe\tTrain\tManager\tin\tthe\tleading\tcompartment.\tThe\tTrain\tManager\twill\tretain\tsuch\t\ndocuments while he is Incharge and will be responsible for seeing that the order are carried \nout. At the end of the run all these documents must be handed over to the motorman and his \nsignatures obtained.\nDSR-XXIV :\n(a)\t The\tfollowing\tcode\tof\tbell\tsignals\tshall\tbe\tgiven\tby\tthe\tTrain\tManager\tand\tacknowledged\tby\t\nthe motorman :-\nIndication Code Acknowledged by\n1. Starting train 00 00\n}starting the train\n 2.\tStart\ttrain\twhen\tworking\tunder\tGR\t4.21 00-00 00-00\n3.\tPush\tback\ttrain 000 000\n4. Stop train 0 0 Stopping the train\n5.\tStop\ttrain\twhen\tworking\tunder\tGR\t4.21 0000 0000\n6. Train\tManager leaving the cab 000000 000000\n(b)\t The\tfollowing\tcode\tof\tbell\tsignals\tshall\tbe\tgiven\tby\tthe\tmotorman\tand\tacknowledged\tby\tthe\t\nTrain\tManager\t:-\nIndication Code Acknowledged by\n1. Passing\t an\t automatic\t signal\t in\t ‘on’\t\nposition\tas\tper\tGR\t9.02\n0000-0000 0000-0000\n2. Train\trunning\tthrough\tstation. 00 00\n3. Train\tManager\trequired\tby\tLoco\tPilot 000-000 000-000\n4. Loco\tPilot\thas\treceived\tan\tauthority\tto\t\npass a signal at danger.\n0000-00 0000-00 followed by code to \nstart the train.\n5. For\ttesting\tthe\tbrakes 00000 00000\n6. Protect\ttrain\tin\trear 000-0000 000-0000\nNote :-\t‘0’\tmeans\tone\tring.\nDSR-XXV : Disabled Train :-\tIn\tthe\tevent\tof\tDMU\ttrain\tfailing,\tanother\tDiesel/\tSteam\tengine\tmay\t\nbe\tused\tto\tassist\tthe\tdisabled\ttrain,\tonly\tafter\tthe\tmotorman\thas\tcertified\tthat\tit\tis\tsafe\tto\tbe\tmoved,\t\nand\tunder\tno\tcircumstances,\ta\tDMU\ttrain\tshall\tbe\tused\tto\tassist\ta\tdiesel/steam\ttrain.\tSince\tthe\tDMU\t\nrakes\tare\tequipped\twith\tcompressed\tair\tbrakes,\tthe\ttrain\twill\tbe\tcontrolled\tby\tengine\tbrakes\tonly.\t\nThe\tspeed\twhen\thauling\ta\tdisabled\ttrain\tmust\tbe\tcautious\tspeed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 384, + "text": "Appendix ‘F’Rules for working (DMU) Diesel Multiple Unit Trains\n358\nDSR-XXVI : Working of alarm bell and inter communication chain apparatus of DMU train :- \nWhen in an emergency, the inter communication chain handle is pulled by a passenger a red disc \nshoots out in the corresponding coach and an Electrical contact is made completing the electric \ncircuit\tof\tthe\talarm\tbell\tlocated\tin\teach\tdriving\tcab.\tThe\talarm\tbell\twill\tcontinuously\tring\tin\tall\tthe\t\ncabs warning motorman to stop the train immediately. On hearing the alarm bell, the motorman \nshould\tapply\tthe\temergency\tbrakes\tand\tstop\tthe\ttrain\tas\tper\textant\trules.\tAfter\tascertaining\tthe\t\nreason\tfor\talarm\tchain\tpulling,\tthe\tTrain\tManager\tshould\tre-set\tthe\tdisc\tin\tthe\tcorresponding\tcoach\t\nwith the help of the pole provided in the cab.\n(i)\t The\t following\tarticles\tshall\tcomprise\tthe\tprescribed\tequipment\tof\tTrain\tManager\tworking\ton\t\nDMU train which he must carry with him at all time while performing duty :\n1.\t One\tflashing\thand\tsignal\tlamp\t(tri-colour).\n2.\t One\tset\tof\tflags\t(one\tgreen\t2\tred).\n3.\t Two\tflag\tsticks\tof\taluminium\ttelescopic\tpipes.\n4. One First-Aid Box.\n5. One case containing 10 detonators.\n6. One whistle.\n7.\t One\tcarriage\tkey.\n8.\t One\twatch.\n9.\t One\tWorking\tTime\tTable.\n10.\t One\tRule\tBook.\n11.\t One\tTrain\tManager’s\tmemo\tbook.\n12.\t Competency\tCertificate\tfor\tworking\tin\t Automatic\tBlock\tSystem.\n13.\t One\tdetail\tbook\tshowing\tlink\tof\tTrain\tManager.\n(ii)\t The\t following\tarticles\tshall\tcomprise\tpersonal\tequipment\tof\tLoco\tPilot\tworking\ton\tDMU\t\ntrain which he must carry with him at all times while performing duty :-\n1.\tNote\tBook/trouble\tshooting\tdiary 1\n2.\tWorking\tTime\tTable 1\n3.\tCarriage\tkey 1\n4.\tHand\tsignal\tflags\t(red\t&\tgreen\twith\tsticks) 2\t(each)\n5. Flashing Hand signal lamp (tri-colour) 1\n6. One case containing 10 detonators 1\n7.\tCompetency\tcertificate\tfor\tworking\tin\tautomatic\tsystem 1\n8.\tRule\tBook 1\n9. Duster 1\n10. Watch 1\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 385, + "text": "Appendix ‘G’\nRules for working push pull trains\nPPR-I :\n(i) In addition to these rules, all general and subsidiary rules which control the movement and \noperation of Steam Diesel & Electric trains shall also apply to the movement and operation \nof push pull trains except as other-wise provided in these rules.\n(ii) Station Masters, Inspectors and staff working push pull trains must have thorough knowledge \nof these rules.\nPPR-II :\n(i) Push pull train means a train having a DSL. Loco in the middle with coaches attached on \nboth sides with two driving cabs having electrical controls one on each end.\nPPR-III : Definitions :\n(i) Motorman :- means a duly certified Loco pilot of a push pull train.\n(ii) Train Manager emergency brake valve :- means a valve fitted in the driving compartments \nof push pull train equipped with compressed air brakes, by means of which Train Manager \ncan apply the brakes of the train in times of emergencies.\n(iii) Jumpers :- means multiple cone flexible cables connected between all coaches of push \npull trains by which the control of the electrical equipment is effected from any driving \ncompartment in use.\n(iv) Trailer coach :- means one of the two driving coaches in rear of train duly occupied by Train \nManager incharge of the train.\nPPR-IV : Only one Motorman is necessary for operation of a push pull train.\n The following exceptions are permitted :\n(a) GR 4.15 (1) (a) : Side Lights showing white towards the front and red towards the rear \nare not provided on push pull trains.\n(b) SR-6.03/3 (a) (iv) : On a push pull train only one Motorman is provided for driving and \nhe must not leave his post except for attending to defective equipment in his train and \nfor protection. On a Double or Multiple line section if adjacent line is obstructed or \nfouled Motorman himself will protect in front as per GR. 6.03.\nPPR-V : Work inside push pull Car Shed :-\nIn case of work to be done in push pull trains Car Shed, it should be ensured that proper safety \nprecautions are taken like display of red flag/fixed light, blocking of the movement on the line by \nscotch block and locking the same.\nPPR-VI : Fire :\n(i) In the event of a fire on a push pull train stock, the Motorman shall immediately switch “off” \nthe circuit breakers and shut down the engine. The train shall be brought to a stop at once.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 386, + "text": "Appendix ‘G’Rules for working push pull trains\n360\n(ii) The Train Manager shall give all possible assistance to the Loco pilot in putting out the fire.\n(iii) The fire extinguishers of approved type shall be provided on each driving coach of a Push \nPull train, when a rake is turned out from the Car Shed. The SSE/SE(C&W) Incharge of the \nShed shall inspect the fire extinguishers and ensure that these are in good working order.\nPPR-VII : Every employee in the push pull train must immediately inform the section controller by \ntelephone as quickly as possible in the event of (a) Accident (b) Disabling of train (c) Any unusual \noccurrence affecting the working of trains.\nPPR-VIII : No unauthorised person is allowed to travel in Motorman or Train Manager’ s \ncompartment or Diesel Loco of a push pull train unless he holds a Motorman or Train Manager’ s \ncompartment pass. The number of authorised persons, other than the Motorman and Train Manager \n(if travelling with Motorman) travelling in Motorman’ s cabin must not be more than two at any time.\nPPR-IX : The Push Pull train shall carry (a) one headlight (b) one flasher light (c) one red tail light \n(d) two marker lights (e) one code light.\nPPR-X : Responsibility for headlights of push pull trains : The Motorman is responsible for carrying \nout the correct headlights by night and for ensuring that the tail light are not exhibited in the front. \nThe Train Manager is responsible for seeing that the tail light/tail board as the case may be are \ncorrectly exhibited. In case of failure of electrical red lights, the Train Manager shall fix his hand \nsignal lamp on the bracket provided for this purpose.\nPPR-XI : Lighting and Fans Circuits of Push Pull Trains :-\nTrain Managers must regulate the lighting of coaches and switch off the fans when not required. In \nthe event of a defect in the lighting, the Train Manager will inform the Motorman and the next Station \nMaster who will inform control to arrange for electrical staff to rectify the defects.\nPPR-XII\n(i) Before a push pull train is brought on to a running line after inspection or maintenance in a \nshed or stabling line, the brakes of the train shall be jointly checked by the Motorman and \nthe Train Manager to ensure that the brakes are functioning normally and the brake pipe is \ncontinuous through out the train, the horns should be sounded and precautions taken to see \nthat no one is working on push pull train before the brake test is undertaken.\n(ii) As far as possible, this joint test should be taken before the push pull train leaves the shed \nor stabling line. However, if specially authorised the brake test may be taken on the platform \nbefore commencement of the first trip.\n(iii) Examination and adjustment of brakes must be carefully carried out before entering service. \nMotorman must ensure that jumpers and hose pipes are properly secured in their dummy \nreceptacles after coupling. He must make a careful examination of the rake before taking \ninto service. Any deficit or deficiency must be brought to the notice of the Supervisor. The \nMotorman must see that the Defect Card/Repair book is in position and all defects entered \nhave been rectified and initialled by supervisor maintenance to this effect.\n(iv) When taking over from another Motorman, it will be his duty to ascertain whether any defect \nexists and the Motorman with handing over must acquaint him while any fault or defect likely \nto affect the working of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 387, + "text": "Appendix ‘G’ Rules for working push pull trains\n361\n(v) The above procedure must always be carried out most carefully when putting the unit into \nservice after stabling, also after the two units have been coupled up. The train crew must \nassist the station staff in coupling & uncoupling the units.\nPPR-XIII : Working of V .C.D. (Vigilance Control Device) :\n(i) VCD has been provided in the motor cab of the push pull train. The Motorman should \nnormally press VCD push button once every 60 seconds to confirm that he is fully alert.\n(ii) VCD shall operate bringing the engine to idle and apply train brakes by venting of brake pipe \npressure to atmosphere in case the Motorman does not perform any of the following functions \nfor 60 seconds.\n (a) Press VCD Push Button.\n (b) Press Horn Push Button.\n (c) Change the throttle position.\n (d) Apply Brake.\n If for 60 seconds none of the above mentioned functions has been performed by Motorman, a \nlight shall flash in Motor cab for 17 seconds. If still Motorman does not perform any of the 4 \nfunctions mentioned above a bell sounds upto next 17 seconds to alert the Motorman. If still \nnone of above mentioned functions is performed ‘VCD’ shall come in ‘Penalty’ position and \napply the train brakes.\n(iii) For resetting the VCD after a penalty application Motorman should.\n a) Bring throttle to idle position.\n b) Push rest button of VCD.\nPPR-XIV\n(i) Every Motorman and Train Manager must have with him while on duty all the equipment \nprescribed in PPR-XXI.\n(ii) The Train Manager and the Motorman should ensure that emergency telephone set is provided \nboth in the front and rear cab before starting the train.\nPPR-XV\n(I) In coupling the unit together, the station staff/Car Shed staff will be responsible for seeing \nthat the jumper connections are properly made. Care is to be taken not to touch the contacts \nor to let them come into contact with the rails, ballast or metal work of the coach when \ninserting jumpers in the receptacles provided. In all cases, this operation will be carried out \nunder the supervision of the Motorman who will ensure that all the motor, generator sets are \nswitched off. Train Manager are responsible for seeing that all lights and fans switches and \nthe main light switches are off before units are coupled or uncoupled.\nPPR-XVI : Formation of push pull trains :\nUnless special instructions are issued to the contrary, the formation of push pull trains is not to be \naltered. Push pull trains are not to be used to haul ordinary train coaches.\nPPR-XVII : Shunting of push pull Trains :\nWhen shunting is to be performed, the rules contained in GR 5.14 and SRs there under must be \ncomplied with.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 388, + "text": "Appendix ‘G’Rules for working push pull trains\n362\nPPR-XVIII : Working of push pull trains when Loco pilot is not operating from the front cab :\n(A) The rules contained in GR-4.21 should also be applicable for the push pull trains. The speed \nshould not exceed 15 KMPH.\nG.R. 4.21. Driving a push pull Train :\n1. In case of a push pull train, the Loco pilot /Motorman shall be in the leading driving \ncompartment when the train is in motion or train is stationary on any running line, except as \notherwise prescribed in these rules.\n2. (a) In the case of a push pull train, if the driving apparatus in the leading driving \ncompartment becomes defective, the train shall be driven cautiously from the rear \ndriving compartment. In this event the Train Manager shall travel in the leading \ndriving compartment and shall convey the necessary signals to the Loco pilot, the Train \nManager shall also sound the horn or whistle as necessary and apply the brake in \ncase of emergency and shall be responsible for stopping the train correctly at signals, \nstations and obstructions.\n (b) Before giving the starting code signal to the Motorman, the Train Manager must satisfy \nhimself that the correct signals are shown for train to start and that the section is \nclear. The Train Manager must keep a good look out and must exhibit a signal to the \nMotorman. The absence of such signals shall indicate the danger and the Motorman \nmust stop at once. He must keep a good look out and be prepared to stop the train when \nnecessary. He will also be responsible for observing all further signals en route. All \ncaution orders warning notices, advices and authorities regarding defective signals, \nauthorities to proceed with or without line clear etc. must be first delivered to the Loco \npilot who will countersign these before they are sent to the Train Manager in the leading \ncompartment. The Train Manager will retain such documents that the orders are carried \nout. At the end of the run these documents must be handed over to the Motorman and his \nsignatures obtained.\nPPR-XIX :\n(a) The following code of bell signals shall be given by the Train Manager and acknowledged by \nthe Motorman :-\nIndication Code Acknowledged by Motorman\n1. Starting train 00 00 (Starting the train)\n2. Starting train when working under GR 4.21 00-00 00-00\n3. Push back train 000 000\n4. Stop train 0 0 (Stopping the train)\n5. Stop train when working under GR 4.21 0000 0000\n6. Train Manager leaving the cab. 00-0000 00-0000", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 389, + "text": "Appendix ‘G’ Rules for working push pull trains\n363\n(b) The following code of bell signals shall be given by the Motorman and acknowledged by the Train \nManager :-\nIndication Code Acknowledged by \nTrain Manager\n1. Passing an automatic signal in ‘ON’ position as per GR \n9.02.\n0000-0000 0000-0000\n2. Train running through station. 00 00\n3. Train Manager required by Motorman 000-000 000-000\n4. Motorman has received an authority to pass a signal at \ndanger.\n0000-00 0000-00 (followed by \ncode to start the train)\n5. For testing the brakes. 00000 00000\n6. Protect train in rear 000-0000 000-0000\nNote : ‘0’ means One ring.\nPPR-XX : Disabled train :- In the event of push pull train failing, another Diesel engine may be used \nto assist the disabled train. Only after the Motorman has certified that it is safe to be moved, and \nunder no circumstances, push pull train rakes are equipped with compressed air brakes, the train will \nbe controlled by engine brakes only. The speed hauling a disabled train must be cautious.\nPPR-XXI : Working of alarm bell and inter communication chain apparatus of push pull train. When \nin an emergency the inter communication chain handle is pulled by a passenger a red disc rotates \nin the corresponding coach and an Electrical contact is made completing the electric circuit of the \nalarm bell located in each driving cab. The bell will continuously ring in both the cabs warning \nMotorman to stop the train immediately. On hearing the alarm bell, the Motorman should apply the \nemergency brakes and stop the train as per extant rules. After ascertaining the reason of alarm chain \npulling the Train Manager should reset the disc in the corresponding coach.\n(i) The following articles shall comprise the prescribed equipment of a Train Manager working \non push pull train which he must carry with him at all times while performing duty :\n1. One flashing hand signal lamp (tri-colour).\n2. One set of flags (one green 2 red).\n3. Two flag sticks of aluminium telescopic pipes.\n4. One First-Aid Box.\n5. One case containing 10 detonators.\n6. One Tail board.\n7. One Whistle.\n8. One carriage key.\n9. One ACP resetting key.\n10. One watch.\n11. One Working Time-Table.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 390, + "text": "Appendix ‘G’Rules for working push pull trains\n364\n12. One Rule Book.\n13. One Train Manager’s memo book.\n14. Competency Certificate of working in Automatic Block System.\n(ii) The following articles shall comprise personal equipment of Loco pilot Working on push pull \ntrain which he must carry with him at all times while performing duty :-\n1. Note Book/trouble shooting diary 1\n2. Working Time-Table 1\n3. Carriage key 1\n4. Hand signal flag (red & green with sticks) 2 (each)\n5. Flashing hand signal lamp (tri-colour) 1\n6. One case containing 10 detonators 1\n7. Competency Certificate if working in automatic system 1\n8. Rule Book 1\n9. Duster 1\n10. Watch 1\n11. ACP resetting key. 1\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 391, + "text": "INDEX\nINDEX OF GENERAL RULES\nA\nG.R. No.\nAbsence from duty .................................................................................................................................2.08\nAbsolute Block System ...........................................................................................................................8.01\nAdequate distance for giving Line Clear .................................................................................8.01(2)(a)(b)\nConditions under which Line Clear may be given for\nClass ‘A’ stations, Double Line or Single Line ......................................................................................8.02\nConditions under which Line Clear may be given for\nClass ‘B’ stations, Double Line or Single Line .....................................................................................8.03\nConditions under which Line Clear may be given for\nClass ‘C’ stations, Double and Single Lines, on the .............................................................................8.04\nTHE ABSOLUTE BLOCK SYSTEM\nEssential of the ......................................................................................................................................8.01\nObstructing the Block section at Class ‘A’\nstations, Single Line, on the ..........................................................................................................8.08,8.15\nObstruction in the face of approaching trains\nat Class ‘B’ stations, Single Line, on the ...............................................................................................8.09\nObstruction outside Home Single (or between\nHome and Starter) at Class ‘A’ stations, Double\nLine, on the - when Block section is clear .............................................................................8.06(2), 12.16\nObstruction outside, Home signal at Class ‘B’\nStations Double Line on the - when Block section is clear ...................................................8.06(2), 12.16\nObstruction outside Last Stop signal at Class ‘A’\nStations, Double Line, on the - when Block section is clear ............................................................8.06(3)\nObstruction outside Last Stop signal at Class ‘B’\nstations, Double Line, on the when Block section is clear ......................................................8.15, 8.06(3)\nObstruction outside Station Section of Class ‘B’ Stations Single Line, on the ......................................8.11\nObstruction outside the Outer signal at Class ‘B’ stations, Single Line, on the ...................................8.13\nObstruction when Block section at Class ‘A’ stations,\nDouble Line, on the - is occupied by train travelling away from the station ...................................8.06(3)\nObstruction when Block section at Class ‘B’ stations,\nDouble Line, on the - is occupied by train travelling away from the station ...................................8.06(3)\nObstruction when train is approaching Class ‘A’ stations, Double Line, on the ................8.05(1), 8.06(2)\nObstruction when train is approaching Class ‘A’ stations,\nSingle Line, on the .................................................................................................................................8.07\nObstruction when train is approaching Class ‘B’ stations,\nDouble Line on the ..............................................................................................................8.05(2), 8.06(3)\nObstruction within station section of class ‘B’ stations\nSingle Line, on the ............................................................................................................................8.10(1)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 392, + "text": "INDEX OF GENERAL RULES\n366\nThick or Foggy weather at Class ‘A’ and ‘B’ stations,\ndouble Line or Single Line ....................................................................................................................5.18\nAccess to Electrical Equipment ............................................................................................................5.08\nAccident(s) :-\nDuty for securing safety ........................................................................................................................ 2.11\nFire .................................................................................................................................................6.10\nLight engine stopped on line ............................................................................................................ 6.03(4)\nObstruction or .......................................................................................................................................6.01\nPortion of train left on line .............................................................................................................. 6.09(1)\nProcedure in case of - on the One Train Only system .........................................................................13.04\nSending advice of - or breakdown .........................................................................................................6.05\nTrain \nParting ........................................................................................................................................6.08\nWorking in case of - or failure of Electric communications ..................................................................6.02\nAcknowledgement of signals at stations on Double Line and Single Line at which Electric Block\nInstruments are provided .....................................................................................................................14.06\nAcquaintance with Rules .......................................................................................................................2.03\nAct. Definition of ...............................................................................................................................1.02(1)\nAdditional Fixed Signals :-\n - At Class B Stations ........................................................................................................................3.29(b)\n - At stations generally ...................................................................................................................3.30, 9.05\nAdditional Rules :-\n- Applying to Railway Servants generally .............................................................................................2.01\n- Applying to Station Masters ......................................................................................................5.01, 5.05\nAdequate Distance :-\nDefinition of ................................................................................................. 1.02(02), 9.01(2), 3.40(3)(b)\n - for giving Line Clear on the Absolute Block System ...........................................................................8.01\n - for taking ‘Off’ Home Signal ...............................................................................................................3.40\n - for taking ‘Off’ Outer Signal ..........................................................................................................3.41(1)\nAdvance Starter\nDefective ...............................................................................................................................3.70(1)(2)\nDuties of Loco Pilot when departure signals are at\n‘On’ or defective ....................................................................................................................................3.81\n - not to be taken ‘Off’ for Shunting purposes ........................................................................................3.46\n - where more than one Starter is provided ..............................................................................3.10(1)(2)(3)\nAdvice of Accidents or breakdown, Sending of ....................................................................................6.05\nAlteration to track, on Electrified section of Railways ........................................................................17.06\nApplicability of General Rules to Electric trains ...............................................................................17.01\nApplicability of General Rules referring to the working of signals and trains to the Automatic Block \n System ........................................................................................................................................7.02\nApplication\n- for new copy of rules ......................................................................................................................2.02(d)\n- of Train Manager’ s Hand brake ................................................................................................4.47(1)(2)\n- of the One Train engine only system ................................................................................................13.01\nApproaching train(s) -\nKind of stop signals for ........................................................................................................................3.09", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 393, + "text": "INDEX OF GENERAL RULES\n367\nObstruction to ...............................................................................................................................8.08, 8.07\nApproved Special instructions, Definition of ....................................................................................1.02(4)\nArms -\nDistinguishing signs for signal ..............................................................................................................3.17\nPainting of signal ............................................................................................................................. 3.04(3)\nPosition of signal .............................................................................................................................. 3.04(2)\nAssistance\n - from Train Manager’ s hand brake ......................................................................................................4.46\n - in carrying out rules and reporting breaches there of ........................................................................2.04\nMoving train after sending for ..............................................................................................................6.05\n - to passengers .................................................................................................................................. 2.10(d)\nAssistant Loco Pilot, Special definition of .......................................................................................1.2(19)\nAttaching vehicles outside rear brakevan ............................ ..............................................4.23, 4.24, 4.25\nAttachment of lorries or trollies to train prohibited ............................................................................15.23\nAttendance -\nHours of - for duty .................................................................................................................................2.07\nTime of - of Train crew at station .........................................................................................................4.04\nAttention Signal -\nAttracting attention of Loco Pilot ......................................................................................4.45(1)(2)(3)(4)\nAuthorised Officer Definition of .......................................................................................................1.02(5)\nAuthority to proceed ...........................................................................................................1.02(6), 5.01(4)\n - By whom to be delivered to Loco Pilot ........................................................................................14.11(2)\nDelivery of - When there are two Loco Pilots .................................................................................14.11(5)\nDouble Line ................................................................................................................................. 14.08(a)\nLoco Pilot not to start without - and Train Manager’ s signal ..........................................................4.35(1)\nLoco Pilots to have ..................................................................................................................14.08, 14.23\nExamination by Loco Pilot of .....................................................................................................14.09(1)(2)\nForms for ....................................................................................................................14.17(1), 5.07(1)\nNo person other than Station Master to give .................................................................................. 5.01(4)\nPilot Guard to accompany train to give ....................................................................................11.04(1)(2)\nResponsibility of Station Master as to ............................................................................................14.11(3)\nSingle Line ...........................................................................................................................14.06, 14.23\n - When to be delivered to Loco Pilot ......................................................................3.70(3), 14.11(1), 14.24\n - When to be delivered to Loco Pilot stopping at station ................................................................14.11(4)\nWriting and signing of ........................................................................................................................14.15\nAutomatic Block System .....................................................................................................7.02, 9.14(1)(2)\n Adequate Distance or ‘Overlap’ on the ............................................................................................9.01(2)\n Applicability of General Rules of ..........................................................................................................7.02\n Automatic signal, How worked on the ..........................................................................................3.12(1)(a)\n Automatic signal, How worked on the ..............................................................................................9.01(1)\n Loco Pilot’ s duty when Automatic Stop signal on the - is ‘On’ .............................................................9.02\n Loco Pilot to report failures on the ....................................................................................................... 9.11\n Forms and functions of Automatic Repeater signal on the .............................................................. 3.16(5)\n Forms of Automatic Stop signal on the ............................................................................................ 3.12(1)\n General description of the ...................................................................................................9.01, 3.08(4)(c)\nTrain Manager’ s duty when Automatic Stop signal in the - is ‘On’ ................................................. 9.02(4)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 394, + "text": "INDEX OF GENERAL RULES\n368\nManual signals on the ....................................................................................................3.12(1)(c), 9.14(2)\nMarker Light on the .............................................................................................................3.17(1), 3.12(1)\nNormal position of Automatic signal on the ........................................................................3.37(2), 1.02(3)\nNormal position of Manual and Semi-Automatic Signals on the ..........................................................3.37\n‘Off’ position of Automatic Repeater signal on the .......................................................................... 3.16(3)\nPrecautions after passing Automatic stop signal on the - at ‘On’ ....................................................9.02(5)\nPrecautions on curves or during fog on the .................................................................................9.10(1)(2)\nProcedure during failures on the ...........................................................................................................9.12\nProcedure with Automatic Stop signals on the in ‘On’ position ............................................................9.12\nSemi-Automatic signals on the .....................................................................................................3.12(1)(b)\nSignificance of various combinations of arms of lights on the ..........................3.16(3), 3.08(4)(c), 3.12(2)\nAutomatic Repeating signal -\n‘Off’ position of .................................................................................................................................3.16(5)\nAutomatic signal -\n- How worked on the Automatic Block system .............................................................................3.12(1)(a)\n- On the Automatic Block System described ..........................................................................................9.01\nAutomatics Stop signal(s) -\nForms of ................................................................................................................................... 3.12(1)\nLoco Pilots and Train Manager’ s duty when - is ‘On’ ..........................................................................9.02\nPrecautions after passing - at ‘On’ .................................................................................................. 9.02(5)\nB\nBack lights ..........................................................................................................................3.24(1)(2)(3)\nBanner Flag. Description of ..................................................................................................................3.57\nBehaviour of Railway servants .........................................................................................................2.10(b)\nBell Code -\n Double Line Single Line Block Instruments ........................................................................................14.05\nBlasting ......................................................................................................................................15.15\nBlock back. Definition of ..................................................................................................................1.02(8)\nBlock forward. Definition of .............................................................................................................1.02(9)\nBlock Instruments -\nCertificate of competency Double Line and Single Line ............................................................14.04(1)(2)\nFailure of - Double Line and Single Line .................................................................................14.13, 14.14\nProcedure for Block stations on Double and Single Line at which Electrical - are not provided ......14.15\nUse of Electric - at stations on Double and Single Line where provided ..................14.01,14.13(1), 14.14\nBlock Section -\nDefinition of ................................................................................................................................. 1.02(10)\nObstruction when - at class A and B stations. Double Line, on the Absolute Block system \nwhen section is occupied by train travelling away from the station ................................................ 8.06(3)\nBlock Station(s) -\nat which Electric Block Instruments are not provided, Double and Single Line .....................14.15, 14.21\nAuthority to proceed from a .................................................................................................................14.08\nMeaning of ....................................................................................................................1.02(31), 1.03(2)\nBlock System\n Absolute ........................................................................................................................................8.01\n Automatic ........................................................................................................................................9.01", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 395, + "text": "INDEX OF GENERAL RULES\n369\nBlocking back and Blocking forward\n at Class ‘A’ and ‘B’ stations Double Lines ............................................................................................8.06\n at Class ‘A’ station, Single Line ...................................................................................................8.08, 8.15\n at Class ‘B’ station, Single Line ............................................................................................................8.13\nBooks. Keeping of - and returns and obedience to orders ....................................................................5.03\nBracket Posts, when to be used ......................................................... .......................................9.19 to 3.21\nBrake(s) -\nApplication of Train Manager’ s hand ...................................................................................................4.47\nAssistance from Train Manager’ s hand .................................................................................................4.46\nEfficient ......................................................................................................................................15.21\n - in the Train Manager’ s brakevan to be applied before detaching engine...........................................4.54\nBrakesman ................................................................................................................................. 1.02(28)\nBrakevans, Train Manager’ s and ................................................... ............................... 4.25(2), 4.23, 4.24\nC\nCabins, signal .......................................................................................................................................5.04\nCalling on signals .........................................................................................................................3.13, 3.45\nCancellation of “Line clear” at Block stations\n on Single Line at which Electric Block Instruments are not provided ................................................14.22\nCarriages and Wagon doors, Closing and fastering of .........................................................................4.34\nCatch, Traps and Slip sidings ................................................................................................................3.50\nCaution Order, Double Line and Single Line ........................................................................................4.09\nCertificate of Competency -\n for Double Line and Single Line stations at\n which Electric Block Instruments are provided...................................................................................14.04\nChannel for flange of Wheels ..............................................................................................................16.05\nCharge of gate, Transfer of - by Gateman ...........................................................................................16.10\nCharge of Lorry or Trolley. Qualified person to be in - when on the line ...........................................15.22\nCinders water or fire, Throwing out ......................................................................................................4.52\nClass ‘A’ stations -\nConditions under which line clear may be given at Double Line and Single Line on the Absolute\nBlock System ........................................................................................................................................8.02\nMeaning of ................................................................................................................................... 1.03(2)\nObstructing the Block section at - Single Line,\non the Absolute Block System ................................................................................................................8.08\nObstruction on Double Line in the block section\non the Absolute Block System ................................................................................................................8.06\nObstruction when train is approaching -\nDouble Line on the Absolute Block System .........................................................................8.05(1), 8.06(1)\nThick or foggy weather at - Double and\nSingle Line on the Absolute Block system .............................................................................................5.18\nClass ‘B’ stations -\nConditions under which Line Clear may be given at - Double Line or Single Line on the Absolute\nBlock system ........................................................................................................................................8.09\nMeaning of ................................................................................................................................... 1.03(2)\nObstruction in the face of an approaching train\n on Single Line on the Absolute Block System ........................................................................................8.09", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 396, + "text": "INDEX OF GENERAL RULES\n370\nObstruction outside Last stop signal at Double Line, on the Absolute Block System\n when Block section is clear .....................................................................................................8.15, 8.06(3)\nObstruction outside station section of -\nSingle Line, on the Absolute Block system ............................................................................................ 8.11\nObstruction outside the First Stop at -\n Single Line, on the Absolute Block System ............................................................................................8.13\n Obstruction when train is approaching -\n Double Line, on the Absolute Block system....................................................................8.05(2), 8.06(1)(2)\n Obstruction within Station Section of -\n Single Line, on the Absolute Block system ...................................................................................5.16, 8.10\nClass ‘C’ stations -\n Meaning of ....................................................................................................................1.03(2), 1.02(31)\nClass ‘D’ stations -\n Meaning of ................................................................................................................................... 1.03(3)\n Signals at ........................................................................................................................................3.31\nClassification of Station ........................................................................................................................1.03\nCo-acting Signals ..................................................................................................................................3.15\nColliery Pilots -\n Tail and side lights on ............................................................................................................................4.15\n Tail-board of Tail lamps on ...................................................................................................................4.16\nCombinations of arms or lights, Significance of various .................3.06, 3.07,3.08, 3.13, 3.14, 3.16, 3.17\nCommunications -\n Failure of Electric .................................................................................................................................6.02\nCompletion of messages at Block stations on\n Double Line and Single Line at which Electric\n Block Instruments are not provided .....................................................................................................14.20\nConduct generally .................................................................................................................................2.10\nConnections, Definition of .............................................................................................................1.02(15)\nConsent required before interfering with\n points and signal .............................................................................................................................. 3.51(3)\nControl of shunting .......................................................................................................................... 5.13(3)\nCopies of rules -\n Application of new .................................................................................................................................2.02\n Supply of copies of translation of ..........................................................................................................2.01\nCouplings ........................................................................................................................................4.26\n Single and Multiple Unit trains .............................................................................................................4.33\nCranes, Travelling ............................................................................................................................4.27(1)\nCrossing or entering on running line. Permission and\n signals before ........................................................................................................................................3.82\nCrossing. Putting in or removing ........................................................................................................15.16\nCurves. Precautions on-or during fog on the\n Automatic Block system ....................................................................................................................9.02(3)\nD\nDamaged or defective points. Report regarding .............................................................................. 3.77(1)\nDanger -\n Duties of ‘Gangmate’ when apprehending ..........................................................................................15.17\n Signals, Showing of .............................................................................................................................15.09", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 397, + "text": "INDEX OF GENERAL RULES\n371\n Work involving - to trains traffic .........................................................................................................15.06\nDamaged or defective vehicles ..............................................................................................................4.29\nDay. Definition of ........................................................................................................................... 1.02(17)\nDefective\n Duties of Loco Pilot when approach Signals are at ‘ON’ or .................................................................3.80\n - Warner/Distant..................in ‘Off’ position ...................................................................................3.71\n - Warner not to be used when stop signal is ....................................................................................3.72\nDefects -\n Intimation to station when remedied .....................................................................................................3.76\n Report of by Gateman ..........................................................................................................................16.06\nDefinition(s)\n - of detonating signals ...........................................................................................................................3.59\n - of Facing and Trailing points .......................................................................................................1.02(21)\nSpecial applying to the working of Electric trains on Electrified sections of Railways ......................17.02\nDelivery of Authority to proceed to Loco Pilot ..................................................................14.11(14), 14.24\nDelivery or Authority to proceed when there are\n two Loco Pilots at stations on Single Line at which\n Electric Token or Block Instruments are provided ..........................................................................14.11(5)\nDeparting trains. Kinds of stop signals for ...........................................................................................3.10\nDescription\nGeneral - of the Automatic Block system ..............................................................................................9.01\n - of Banner Flag ....................................................................................................................................3.57\n - of Fixed signals ...................................................................................................................................3.05\n - of Stop signals and their indications ...................................................................................................3.08\n - of Warners and Distant Signals and their indications ........................................................................3.07\n Detaching engines .................................................................................................................................4.48\n Detonating signals description of ..........................................................................................................3.59\nDetonators -\nDuties of Loco Pilot when engine explodes ......................................................................................3.78(2)\nPlacing of - in case of obstruction ........................................................................................................3.62\nPlacing of - in thick or foggy weather ...................................................................................................3.61\nPlacing of - on a Mixed Gauge ........................................................................................................ 3.60(2)\nProtection of train by .............................................................................................................................6.03\nReplacement of - on the line ..................................................................................................................3.63\nSecuring of - on the line ................................................................................................................... 3.60(1)\nStock of ................................................................................................................................... 3.64(1)\n - use of - to protect lorries ...................................................................................................................15.27\nDirection of running ..............................................................................................................................4.06\nDisabled train, Procedure relating to ....................................................................................................6.05\nDiscipline of staff working trains .................................................................................................4.04, 4.39\nDuties of Loco Pilot as regards engine lamps and.......................................................................4.14, 4.32\nDisc signals ........................................................................................................................ 1.02(46), 3.14\nDistant signal ........................................................................................................................................3.07\nDistance\nAdequate or Overlap on the Automatic Block system ......................................................................9.01(2)\nDefinition of Adequate .........................................................................................................1.02(2), 9.01(2)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 398, + "text": "INDEX OF GENERAL RULES\n372\nDistinction\nBetween signals ................................................................................................................................3.21(b)\n - of messages - a Block station on a Double and Single Line at which Electric Block Instruments\n are not provided ...................................................................................................................................14.18\nDistinguishing marks on Train-staff tickets and boxes .......................................................................12.13\nDistinguishing signs for signal arms .....................................................................................................3.17\nDivided. When a train has to be - between stations ..............................................................................6.09\nDocuments\nDistribution or exhibition of other ........................................................................................................5.02\nSupply of to Inspector of Way or Works.................................................................................................4.07\nDouble Line. Authority ot proceed ......................................................................................................14.08\nUse of Electrical Instruments on .........................................................................................................14.01\nDress or Badge of Pilot Guard ............................................................................................................11.03\nE\nEfficient brakes ...................................................................................................................................15.21\nElectric Block Instruments -\nAcknowledgement of signals at stations on Double Line and Single Line at which - are provided Authority \nto Proceed, \nWhen to be delivered to Loco Pilot for .............................................................................14.06(1)(2)(3)(4)\nBlock stations Line at which-are not provided on Single Line ............................................................14.24\nCancellation of Line Clear at Block stations on Single Line at which-are not provided ....................14.22\nCertificate of Competency for stations on Double Line and Single Line at which-are provided ........14.04\nCompletion of messages at Block stations on Double Line an Single Line at which-are not provided .......14.20\nDistinction of messages at Block stations on Double Line and Single Line at which-are not provided .....14.18\nLoco Pilot to have Authority to Proceed for stations on Single Line at which-are not provided ........14.23\nFailure of Block Instruments at stations on \nDouble Line at which-are provided ..........................................................................................14.13, 14.14\nForms for messages and Authorities to proceed for Block stations on Double Line and Single\nLine at which-are not provided...................................................................................................14.17, 5.07\nLine clear Tickets for stations on Single Line at which -are not provided ..........................................14.25\nPreservation of message and Authorities to proceed at Block station on Double Line and\nSingle Line at which-are not provided.................................................................................................14.21\nSignaling of trains at stations on Double Line and Single Line at which-are provided .....................14.01\nTrain Signal and Single Line at which-are provided ..................................................................14.07(1)(2)\nTransmission of signals at Block stations on Double Line and Single Line at which-are not provided .....14.15\nWriting and signing of messages and Authorities to Proceed for Block stations on Double and\nSingle Line at which-are not provided.................................................................................................14.19\nElectric communications -\nWorking in case of accident or failure of...............................................................................................6.02\nElectric Repeater ...................................................................................................................................3.23\nElectric Communication Instrument Definition of ......................................................................... 1.02(20)\nElectric Token or Block Instruments - \nAcknowledgement of signals at stations on Single Line and \nDouble Line at which - are provided ...................................................................................................14.06\nAuthority to Proceed when to be delivered to Loco Pilot at stations on Single Line at which-are provided ..14.11(2)\nAuthority to Proceed when to be delivered to Loco Pilot stopping at stations on Single Line at", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 399, + "text": "INDEX OF GENERAL RULES\n373\nwhich-are provided ........................................................................................................................... 3.70(3)\nAuthority to Proceed when to be delivered to Loco Pilot stopping at stations on Single Line at\nwhich-are provided ..........................................................................................................................14.11(4)\nCaution Order for stations on Single and\nDouble Line - are provided....................................................................................................................4.09\nDelivery of Authority to Proceed when there\nare two Loco Pilots at stations on Single Line at which - are provided ..........................................14.11(5)\nFailure of Block Instruments at stations or Axle counters or track circuits at which-are provided ...........14.13\nResponsibility of Station Master as to Authority to Proceed at stations on Single Line and\nDouble Line at which-are provided .....................................................................................................14.11\nElectric trains, Working of - on Electrified\nSections of Railways ................................................................ ............................................17.01 to 17.09\nSpecial responsibility of Station Master as to be Token and Token Instruments at stations\non Single Line at which are provided ..................................................................................................14.12\nElectrical Equipment -\nPermits - to work on - and in works adjacent thereto .........................................................................17.04\nElectrical Instuments-\nGeneral provisions for the use of - on Single\nLine and Double Line ..........................................................................................................................14.02\nInspection of Electrical way and works ..............................................................................................17.03\nApplicability of General Rules to electric trains on ............................................................................17.01\nCoupling Single and Multiple Unit trains on ........................................................................................4.33\nDriving train from any compartment other than the leading compartment on the Suburban\nMultiple Unit system of .....................................................................................................................4.21(2)\nFire on or adjacent to electrical equipment on ............................................................................6.10(2)(3)\nHeight Gauges a level crossings on the .............................................................................................. 16.11\nNo unauthorised person allowed in driving compartment on the Single or Multiple Unit\ntrains or electric engines on the ............................................................................................................4.22\nTrain lights on the Suburban Multiple Unit system of ...........................................................................4.14\nEngine(s)\nDetaching ........................................................................................................................................4.57\nLoco Pilot to leave - when on duty ........................................................................................................4.61\nDuties of Loco Pilot as regards - Lamps and\nDiscs before starting ..............................................................................................................................4.32\nDuties of Loco Pilots as to signals when two or more - are attached to train ......................................3.84\nLight - stopped on line ...................................................................................................................... 6.03(4)\nManning of - in motion ..........................................................................................................................4.20\nOne Train only system ..............................................................................................................13.02, 13.04\nPermission of Train Manager to detach - from train ............................................................................4.48\nPrecautions before detaching ................................................................................................................4.57\nPrivate ........................................................................................................................................4.57\nProcedure when - is disabled on Train staff and Ticket system ...........................................................12.10\nPushing ........................................................................................................................................4.12\nRiding on - or tender ........................................................................................................................4.22(1)\nRunning tender foremost ..............................................................................................................4.13(1)(2)\nTrain-staff to be kept on- .....................................................................................................................12.07\nWhistle, Sounding the ..........................................................................................................................12.07", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 400, + "text": "INDEX OF GENERAL RULES\n374\nEntering or crossing running line. Permission and Signals before.......................................................3.12\nEquipment-\nTrain Manager’ s and Loco Pilot’ s .........................................................................................................4.19\nMinimum - of fixed signals - two aspect signalling stations ..................................................................3.29\nMinimum - of signals at station provided with\nmanually Operated Multiple Aspect Signals .........................................................................................3.27\n - of gang ......................................................................................................................................15.12\n - of stations for hand signalling ....................................................................................................... 3.58(4)\nOverhead - special definition of, or, electrified\nSections or Railways ...................................................................................................................... 1.02(44)\nEscaping vehicles from station ..............................................................................................................6.11\nEssentials-\n - of the Automatic Block system.............................................................................................................9.01\n - of the Absolute Block system ...............................................................................................................8.01\n - of the One train Only system .............................................................................................................13.02\n - of the Pilot Guard system .................................................................................................................. 11.01\n - of the Train Following system ...........................................................................................................10.01\n - of Train-Staff and Ticket system ........................................................................................................12.01\nExamination-\n - of loads on open trucks .......................................................................................................................4.28\n - of trains before starting .......................................................................................................................4.31\n - of trains by Train Manager when taking charge .................................................................................4.34\nExchange of signals between Loco Pilot, Train Manager and Station Staff .........................................4.42\nExhibition or distribution of other documents ......................................................................................5.02\nF\nFacing points-\nDefinition of ................................................................................................................................. 1.02(21)\nLimit of speed over ........................................................... ..............................................4.08(3), 4.10, 4.11\n - locking of ........................................................................................................................................3.39\nStation Master responsible for ..............................................................................................................3.38\nF .............. (s)\nLoco Pilot to report - on the Automatic Block system ..................................................................9.11(1)(2)\n - of Block instrument axle counters & track circuits at stations on Double Line and Single Line at which \n Electric Instruments are provided .......................................................................................................14.13\n - of Electric communications ...................................................................................................6.03, 6.04(1)\n - of Electric Head lights ................................................................................................................... 4.14(4)\nProcedure during - on the Automatic Block System ..............................................................................9.12\n - to show or imperfect showing of Fixed signals .................................................................3.74,3.78 & 3.85\nTrains stopped by ...................................................................................................................................6.03\nFare lists, exhibition of ..........................................................................................................................5.02\nFermented or spirituous liquor on duty ................................................................................................2.09\nFire ........................................................................................................................................6.10\nFeeding post ................................................................................................................................. 17.02(2)\nThrowing out water or cinders ..............................................................................................................4.52\nFireman-\nManning of engines by ..........................................................................................................................4.13\n - to keep a good look-out .......................................................................................................................4.40", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 401, + "text": "INDEX OF GENERAL RULES\n375\n - to look back ........................................................................................................................................4.41\n - to obey Loco Pilots ..............................................................................................................................4.38\n - when to attend .....................................................................................................................................4.04\nFixed Signals-\nAdditional - at Class ‘B’ stations ...........................................................................................................3.32\nAdditional - at stations generally ..........................................................................................................3.30\nDefinition of ................................................................................................................................. 1.02(22)\nDescription of ...............................................................................................................................3.05, 3.18\nDescription of Electric Repeater of .......................................................................................................3.23\nFailure to show or imperfect showing of ....................................................................3.68, 3.74, 3.78, 3.85\nGenerally ...............................................................................................................................3.36, 3.37\nInspection of ........................................................................................................................................3.26\nMinimum equipment of .................................................................................................................3.27, 3.29\nNormal position of .............................................................................................1.02(3), 3.07(6), 3.36, 3.37\nObligation to provide - at stations ................................................................. ..............................................\nOut of use ........................................................................................................................................3.18\nPosition of ................................................................................................................................... 3.04(1)\nProcedure when - are defective .......................................................3.68, 3.70, 3.71, 3.74, 3.75, 3.76, 5.09\nProvision of ........................................................................... 3.25, 3.26, 3.27, 3.29, 3.32, 3.38, 3.34, 3.35\nFlag(s)\nDescription of Banner ...........................................................................................................................3.57\nRed - or light to be shown ...................................................................................................................15.19\nSignals for shunting without ..................................................................................................................3.56\nFlange of wheels. Channel for ............................................................................................................16.05\nFoggy Weather-\nPlacing of detonators in thick or .........................................................................................3.61, 3.62, 3.64\nPrecautions during - Automatic Block system ..............................................\nThick or at Class ‘A’ and ‘B’ stations.\nDouble Line and or Single Line on the Absolute\nBlock system ........................................................................................................................................5.18\nForm(s)\n - for messages and Authority to Proceed for Block stations on Single Line and Double Line at which\nElectric Block Instruments are not provided ..............................................................................5.07, 14.17\n - of Automatic Repeater signal on the Automatic\nBlock system ........................................................................................................................................3.16\n- of Automatic Stop signal on the Automatic block system ................................................................3.12(1)\n - of Train-staff Ticket ...........................................................................................................................12.14\nFouling mark(s)\nDefinition of ................................................................................................................................. 1.02(33)\nLoco Pilot to see that train-stopped clear of .........................................................................................4.58\nFunction of Automatic Repeater signal on the Automatic block system .......................................... 3.16(1)\nG\nGang-\nEquipment of - and knowledge of signals ............................................................................................15.12\nGangmate in each ................................................................................................................................15.11\nGauges, signals, tools and implements of-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 402, + "text": "INDEX OF GENERAL RULES\n376\n to be inspected .....................................................................................................................................15.13\nGangmate-\nDefinition of ................................................................................................................................. 1.02(25)\nDuties of - in case of fire ........................................................................................................................6.10\nDuties of - when apprehending danger ...............................................................................................15.17\nPresence and responsibility of .........................................................................................................15.14(e)\nResponsibility of - as to signals and safety\n of line ......................................................................................................................................15.14\nTrespassing, to be prevented by ......................................................................................................15.14(d)\nGateman ......................................................................................................................................16.01\nDuties of - in regard to Channel for flanges\n of wheel ......................................................................................................................................16.05\nDuties - in regard to Obstruction ........................................................................................................16.07\n Parting of a train ...........................................................................................................................16.08\n Report of defect ..............................................................................................................................16.06\n Road traffic ....................................................................................................................................16.03\nSupply and crane of hand signals ........................................................................................................16.02\nTransfer of charge of gate ...................................................................................................................16.10\nTrespassing ......................................................................................................................................16.09\nKnowledge of signals ...........................................................................................................................16.01\nGate(s)\nDefinition of ................................................................................................................................... 1.02(6)\nSignals at ........................................................................................................................................3.34\nGauges-\nHeight - on the Electrified Section of Railways ................................................................................ 16.11\nInspection of ................................................................................................................................. 15.13(1)\nGeneral Description of the Automatic block\nsystem and working ......................................................................................................................9.01, 9.16\nGeneral Provisions for the use of Electrical\nInstruments on Double and Single Line ................................... ............................................14.01 to 14.21\nGeneral Rules-\nApplicability of - Electric trains ..........................................................................................................17.01\nGoods train. Definition of ...............................................................................................................1.02(27)\nDefinition of Commissioner of Railway Safety ...............................................................................1.02(13)\nAdequate Distance to be approved by ..............................................................................................3.40(3)\nApproved Special Instruction by ...................................................................................................... 1.02(4)\nBlock and electrical communication Instruments\n to be approved by ................................................................................................................................14.02\nInspection of signals by- ........................................................................................................................3.26\nPlacing more than one signal on the same\n post to be approved by ...........................................................................................................................3.22\nSignals, dispensed with, to be sanctioned by .........................................................................................3.33", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 403, + "text": "INDEX OF GENERAL RULES\n377\nSpeed over Interlocked points, to be approved by ........................................................................4.10, 4.11\nH\nHand Brake-\nApplication of-before detaching engine ................................................................................................4.45\nHand Shunting .......................................................................................................................................5.19\n - at station on steep gradient .................................................................................................................5.20\nHand signalling. Equipment of station for .......................................................................................3.58(4)\nHand signals ............................................................................... ..............................................3.52 to 3.56\n - how made ........................................................................................................................................3.52\nKnowledge and possession of ................................................................................................................3.58\nProceed -how given ...............................................................................................................................3.53\nProceed with Caution-when used and how given .............................................................................3.55\nStop-how given ......................................................................................................................................3.53\nSupply and care of-by Gateman ..................................................................................................... 16.02(b)\nHeadlights .......................................................................................................................... 4.13(b), 4.14\nHigh Voltage-\nequipment alternations to track ...........................................................................................................17.06\nnotice signals by ....................................................................................................................................8.40\nDefective ........................................................................................................................................8.69\nDefined ................................................................................................................................... 3.09(3)\nDuties of Loco Pilots when-are ‘on’ or defective ..................................................................................3.80\nnot to be used for shunting ....................................................................................................................3.46\nTrain waiting at Outer or-first stop signal ............................................................................................4.44\nHose or water crane ..............................................................................................................................4.53\nHours of attendance for duty .................................................................................................................2.07\nI\nImperfect showing or non-showing of fixed\n signals ................................................................................. ................................................3.74, 3.78, 3.85\nImplements inspection of gauges, signals,\n tools and ......................................................................................................................................15.13\nIndian Railways Act to be available at\n station ........................................................................................................................................5.02\nInspection\nDaily - of station .......................................................................... .............................................5.01 to 5.03\nCommissioning of fixed signals .............................................................................................................3.26\n of Electrical Equipment on Electrified\nSections of Railways ............................................................................................................................17.03\n -Inspection of gauges signals, tools and\nImplements ......................................................................................................................................15.13\n - of Permanent-way or works ..............................................................................................................15.04\nInspector-\nDefinition of - Way or Works .......................................................................................................... 1.02(29)\nInstructions-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 404, + "text": "INDEX OF GENERAL RULES\n378\nDefinition of approved Special .........................................................................................................1.02(4)\nDefinition of Special .......................................................................................................................1.02(50)\nInstruments-\nConsent before interfering with Block-\n working equipment ..............................................................................................................................14.03\n-Special responsibility as to electrical\ntoken instruments and token ................................................................................................................14.13\nBell Code for Double Line stations at which\nElectric Block-are provided .................................................................................................................14.05\nInterfering with points and signals Consent\nrequired before ................................................................................................................................. 3.51(3)\nJ\nJerks to be avoided in starting or stopping ...........................................................................................4.49\nK\nKeeping of books and returns and obedience\nto orders ........................................................................................................................................5.03\nKeeping of material .............................................................................................................................15.03\nKinds of signals .....................................................................................................................................3.02\nKinds of Stop signals for approaching trains ........................................................................................3.09\nKinds of Stop signals for departing trains .............................................................................................3.10\nKnowledge and possession of Hand signals ..........................................................................................3.58\nKnowledge of signals by Gateman ......................................................................................................16.01\nL\nLamps-\nSignal ........................................................................................................................................3.49\nTail and Side ........................................................................................................................................4.15\nUpkeep of signal ....................................................................................................................................3.49\nLast Stop signal .......................................................................................................................3.42, 3.70(3)\nAuthority to Proceed, on Double Line ............................................................................................14.08(a)\nDefinition of ................................................................................................................................. 1.02(34)\n- not to be used for shunting .............................................................................................................3.46(2)\nLeaving\nLeaving vehicles in siding outside station limits ...................................................................................5.22\nLight engine stopped on line .................................................................................................................6.03\nLight(s)-\nBack ........................................................................................................................................3.24\nHead- ........................................................................................................................................4.14\nRed - to be shown .......................................................................................................................15.19, 6.03\nTrain ...............................................................................................................................4.14, 4.17\nTrain - on Electrified Sections of Railways ..............................................................................4.14, 4.16(c)\nLimit(s)\nDefinition of station ........................................................................................................................1.02(52)\n- of speed generally ...............................................................................................................................4.08\n- of speed over facing points .........................................................................................................4.10, 4.11", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 405, + "text": "INDEX OF GENERAL RULES\n379\nLine\nDefinition of main ...........................................................................................................................1.02(38)\nDefinition of running ......................................................................................................................1.02(47)\nDuty of Loco Pilot unacquainted with ..............................................................................................3.78(4)\nMaintenance of ....................................................................................................................................15.02\nObstruction of ........................................................................................................................................5.19\nProper running ......................................................................................................................................4.05\nLine Clear\nDefinition of ...................................................................................................................... 1.02(37), 14.08\nStation Master only to give and obtain ............................................................................................ 5.01(4)\nLine Clear Tickets-\nLoco Pilot responsibility regarding ..................................................................................................4.35(1)\nTrain Manager’ s responsibilities regarding ..........................................................................................4.35\nLoading ........................................................................................................................................4.28\nLoose shunting .......................................................................................................................................5.21\nLoco Pilot(s)\nAttendance of ........................................................................................................................................4.04\nAttracting attention of ...........................................................................................................................4.45\nDuties of ................................................................................................................................. 1.02(19)\n- as regards Engine Lamps and discs .................................................................................................4.32(c)\n- as to Signals when two or more engines are\nattached to train ....................................................................................................................................3.84\n- before taking train on to running Line, on\nElectrified Sections of Railways ............................................................................................................4.32\n- entering or crossing any running line ..................................................................................................3.82\n- regarding signals ..................................................................................................................................3.78\n- engine crew on line and when engine\nexplodes detonator ................................................................................................................................3.78\n- when the Automatic Stop signal on the\nAutomatic Block system is ‘On’ .............................................................................................................9.02\n- when the Proceed or Proceed with Caution\nsignal is shown .....................................................................................................................................3.55\nDeparture signal -\n- When view of signals is obstructed .................................................................................................3.78(3)\nEquipment of Train Manager’ s and Loco Pilots ...................................................................................4.19\nExchange of signals between - and Train Manager .............................................................................4.42\nFirman to obey ......................................................................................................................................4.38\n- not to start without authority to proceed\nand Train Manager’ s signal ..................................................................................................................4.35\nSounding of Engine Whistle is ...............................................................................................................4.50\n- to be in the leading driving compartment ............................................................................................4.21\n- to examine engine before starting ...................................................................................................4.32(a)\n- to examine notice before starting .........................................................................................................4.30", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 406, + "text": "INDEX OF GENERAL RULES\n380\n- to have Authority to Proceed ..............................................................................................................14.23\n- to have Train-Staff or Train-staff Ticket .............................................................................................12.04\n- to keep a good look out ........................................................................................................................4.40\n- to look back ........................................................................................................................................4.41\n- to obey certain orders ..........................................................................................................................4.39\n- to obey signals and to be vigilant and cautions ...................................................................................3.78\n- to observe limits of speed .....................................................................................................................4.08\n- to report failures on the Automatic Block system .................................................................................9.11\n- to satisfy himself that correct signals\nare shown and line is clear ....................................................................................................................4.35\n- to see that train is stopped clear of Fouling marks ..............................................................................4.58\nTrain-staff o Train-staff ticket ; by whom to be\ndelivered to ......................................................................................................................................12.05\nTrain-staff or Train-staff ticket : when to be delivered to ...................................................................12.06\nDriving -\n- train from any compartment other than the leading compartment of single or multiple\nUnit trains on Electrified Section of Railways ................................................................................. 4.21(2)\nDriving compartments -\nLoco Pilot to be in leading - on Electrified Section of Railways .................................................... 4.21(1)\nNo unauthorised person allowed in - on\nElectrified Section of Railways ..............................................................................................................4.22\nDrunkenness (Intoxication) on duty ......................................................................................................2.09\nDummy truck ................................................................................................................................... 4.28(3)\nDuties -\nAbsence from ........................................................................................................................................2.08\nLoco Pilot not to leave engine when on ................................................................................................4.61\nLoco Pilot’ s and Train Manager’ s - when Automatic Stop\nsignal on the Automatic Block system is ‘On’ ..............................................................................9.02(1)(3)\n- for securing safety ................................................................................................................................2.11\nHours of attendance for .........................................................................................................................2.07\n- of Loco Pilot entering or crossing any Running Line ..........................................................................3.82\n- of Loco Pilot unacquainted with line ..............................................................................................3.78(4)\n- of Loco Pilot when engine explodes detonator ...............................................................................3.78(2)\n- of Gangmate when apprehending danger ............................................................................................15.7\n- of Train Manager when taking over charge of a train ........................................................................4.34\n- of Staff on arrival of train........................................................ ...............................................4.55 to 4.61\n- of Station Master when signals are defective .......................................................................................3.68\nReport of neglect of ...............................................................................................................................5.05\nLorry(ies)\nAttachment of - or trollies to train\nprohibited ......................................................................................................................................15.23\nDistinction between and trollies ..........................................................................................................15.18\n- out of use ......................................................................................................................................15.28\nProtection of - on the line ....................................................................................................................15.27", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 407, + "text": "INDEX OF GENERAL RULES\n381\nQualified person to be in charge of - or\ntrollies when on the line ......................................................................................................................15.22\nRed Flag or light to be shown on .......................................................................................................15.19\nTime of running of ...............................................................................................................................15.24\nWorking of - and trollies and Motor trollies ........................................................................................15.18\nM\nMain line. Definition of .................................................................................................................. 1.02(38)\nMaintenance of line .............................................................................................................................15.02\nManning of engine in motion .................................................................................................................4.20\nManual signals .............................................................................................................................3.12, 9.14\nNormal aspect of Manual signals .........................................................................................................3.37\nMarker light ....................................................................................... ..........................................3.17, 3.12\nMaterial-\nMaterial Train working of .........................................................................................................4.62 to 4.64\nKeeping of ......................................................................................................................................15.03\nMaximum Moving Dimensions ..............................................................................................................4.28\nMeans of communication .......................................................................................................................4.18\nMeans of giving or obtaining line clear ..............................................................................................14.01\nMiniature signals. use of ......................................................................................................................3. 14\nMixed gauge. Placing of detonators on a .........................................................................................3.60(2)\nMixed train. Definition of ...............................................................................................................1.02(40)\nMotor-\n- Trollies ......................................................................................................................................15.25\nMotor trolley(ies)-\nAttachment of - to trains prohibited ....................................................................................................15.23\nRed flag or light to be shown on ..........................................................................................................15.19\nTime of running of ...............................................................................................................................15.24\nWorking of ...........................................................................................................................15.18, 15.27\nMovement of train. Points affecting .............................................................................................3.38, 3.39\nMoving of train carrying passengers after\nit has been stopped at station ................................................................................................................4.59\nMultiple unit trains, Couplings Single and ...........................................................................................4.33\nMultiple Aspect Signals ...........................................................................................................3.08(3)(b)(c)\nN\nNew copies of rules. Application for ............................................................................................2.02, 2.02\nNight. Definition of .........................................................................................................................1.02(42)\nNight signals. Use of - by day ...............................................................................................................3.03\nNon-block station. Meaning of .........................................................................................................1.03(3)\nNormal position of Automatic signal on the\nAutomatic Block system ....................................................................................................................3.37(2)\nNormal position of Manual and Semi-Automatic\nsignals on the Automatic Block system ..................................................................................................3.37\nNotice-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 408, + "text": "INDEX OF GENERAL RULES\n382\nExhibition of ........................................................................................................................................5.02\nO\nObedience to orders, and keeping of books and returns .......................................................................5.03\nObligations to provide Fixed signals at\nstations ........................................................................................................................................3.25\nObstruction. Defitnition of ..............................................................................................................1.02(43)\nObstruction(s) .............................................................................................................................6.01, 16.07\nDefinitions\n- of line by Engineering Department\nPrecautions before ...............................................................................................................................15.08\n- of running line ......................................................................................................................................5.18\n- of accident or obstruction ....................................................................................................................6.01\n- Outside Home signal on the Train-staff and\nTicket system ......................................................................................................................................12.16\nPlacing of detonators in case of ............................................................................................................3.16\n- to approaching trains ....................................................... ................................................8.05, 8.06, 8.07\nTrain stopped ........................................................................................................................................6.03\n- when train is approaching Class A stations.\nSingle Line, on the Absolute Block system ............................................................................................8.07\n- when train is approaching Class B stations\nSingle Line on the Absolute Block system ...........................................................................8.10(1), 8.05(3)\nObstruction Danger Signal\nof the - at station on Single and Double Line at which Electric Block Instruments are\nprovided ................................................................................................................................. 14.05(6)\nOff position -\n- of Automatic Repeater signal on the Automatic\nBlock system ................................................................................................................................... 3.16(3)\nOfficer, Definition of Authorised .......................................................................................................1.02(5)\nOne Train Only system ........................................................... ..............................................13.01 to 13.04\nOpen Trucks. Load on ...................................................................................................................... 4.28(4)\nOperations which would obstruct the lines.\nPrecautions before commencing..........................................................................................................15.08\nOrder(s)-\nCaution ........................................................................................................................................4.09\nLoco Pilot to obey certain .....................................................................................................................4.39\nObedience to ........................................................................................................................................5.03\nPrompt obedience to ..............................................................................................................................2.06\nOuter signal(s) .......................................................................................................................................3.41\nDefective ........................................................................................................................................3.69\nDuties of Loco Pilot when - is ‘On’ or defective ...................................................................................3.80\n- not to be used for shunting ...................................................................................................................3.46\nObstruction outside the - at Class B stations,\nSingle Line, on the Absolute Block system ............................................................................................8.13\nPlacing of - Outer Signals .....................................................................................................................3.09", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 409, + "text": "INDEX OF GENERAL RULES\n383\nTrain waiting at - First stop signal ........................................................................................................4.44\nOutlying sidings. Protected and working\nof points of ........................................................................................................................................3.35\nOverhead-\n- equipment special definition or on\nElectrified Section of Railways .......................................................................................................1.02(44)\nOverlap. Definition of Adequate Distance of ......................................................................9.01(2), 8.01(2)\nP\nParting of a train ........................................................................................................................6.08, 16.08\nPassengers ........................................................................................................................................4.54\nAssistance to ................................................................................................................................... 2.10(d)\nPassenger train. Definition of ....................................................................................................... 1.02(45)\nMoving of ........................................................................................................................................4.59\nPassing trains. Responsibility of Station\nMaster regarding tail-board or tail-lamp of ..........................................................................................4.17\nPermanent Way of Works .......................................................................................................15.01 to 15.28\nCondition of ......................................................................................................................................15.01\nInspection of ......................................................................................................................................15.04\nPermanent Way Staff-\nProtection of trains by .........................................................................................................................15.10\nRule Books for .......................................................................................................................................4.07\nPermission and signals before entering on\nor crossing running line ........................................................................................................................3.82\nPermission to start train. Responsibility\nof Station Master before giving ........................................................................................................4.35(4)\nPermission to start from station ............................................................................................................4.35\nPermit(s) to work-\non Electrical equipment .......................................................................................................................17.04\nPilot Guard \nDress or Badge of ................................................................................................................................11.03\nTickets of ...................................................................................................................................... 11.06\n- to accompany train to give Authority to\nProceed ...................................................................................................................................... 11.04\nPilot Guard system ................................................................. .............................................. 11.01 to 11.06\nPoints\naffecting movement of train ........................................................... ..............................................3.38, 3.39\nDamaged or defective .......................................................................................................................3.77(1)\nProtection and working of - outlying sidings ........................................................................................3.35\nDefinition of Facing and Trailing ...................................................................................................1.02(21)\nPoints and Signals\nConsent required before interfering with ......................................................................................... 3.51(3)\nWorking of ................................................................................... .............................................3.37 to 3.51\nPointsmen and Signalman. Not to leave points\nor signals ................................................................................................................................... 3.51(2)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 410, + "text": "INDEX OF GENERAL RULES\n384\nPortion of train left on line ....................................................................................................................6.09\nPosition-\n- of fixed signals and signals arms ...............................................................................................3.04(1)(2)\nPossession and knowledge of Hand signals .....................................................................................3.58(1)\nPosts. Bracket and signal\n-when to be used ........................................................... .................................................3.19(1), 3.20, 3.21\nPrecautions\n- when view of signal is obstructed .................................................................................................. 3.78(3)\nPresence and responsibility to Gangmate ......................................................................................15.14(e)\nPrivate engines and vehicles .................................................................................................................4.66\nProcedure-\n- during failures on the Automatic Signalling ........................................................................................9.12\n- in case of accident on the One Train Only\nsystem ......................................................................................................................................13.04\n- when engine is disabled on the Train-staff\nand Ticket system .................................................................................................................................12.10\nProceed Signal-\nDuties of Loco Pilot when the - is shown .............................................................................................3.55\n- how given ........................................................................................................................................3.54\nProceed with Caution signal\n- for repairs ..................................................................................................................................15.09(c)\nProduction of Rules ...........................................................................................................................2.02(c)\nProper running line ............................................................................ .........................................4.05, 4.06\nProperty-\nResponsibility of Station Master for ................................................................................................2.05(1)\nProtection-\n- of Material train when stabled .............................................................................................................4.64\n- of lorries on the line ...........................................................................................................................15.27\n- of trolley on the line ...........................................................................................................................15.26\n- of points of outlying sidings .................................................................................................................3.35\n- of train - assistance in ........................................................................................................................15.10\n- of train stopped between stations .........................................................................................................6.03\nPushing engine ......................................................................................................................................4.12\nPutting in or removing points or crossings .........................................................................................15.16\nQ\nQualified person to be in charge of lorry or\ntrolley when on the line .......................................................................................................................15.22\nR\nRailway Act, available at Stations .........................................................................................................5.02\nRailway servants-\nRules applying to - generally .....................................................................................................2.01 to 2.11\nConduct of ........................................................................................................................................2.10\nHand Signals, possession and knowledge of ........................................................................................3.58\nKnowledge of Rules by ..........................................................................................................................2.03", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 411, + "text": "INDEX OF GENERAL RULES\n385\nObedience to orders and rules ..............................................................................................................2.06\nConduct generally of all ........................................................................................................................2.10\nReport(s)-\n- by Loco Pilots of failures ..................................................................................................................... 9.11\n- by Gatemen of defects ........................................................................................................................16.06\n- of accident or Break down ...................................................................................................................6.05\nResponsibility-\n- for the whole working machinery by station\nMaster ........................................................................................................................................5.01\n- of Gangmate as to signals and safety of line .....................................................................................15.14\n- of Station Master as to Authority to Proceed at stations on Single Line at which Electric\nToken or Block Instruments are provided ............................................................................................14.11\n- of Station Master before giving permission\nto start train ........................................................................................................................................4.35\n- of every Railway servant for property .............................................................................................2.05(1)\nReversers, Automatic ....................................................................................................................3.36(2)(b)\nRolling stock. Work on roof of, on Electrified\nSections of Railways ............................................................................................................................17.05\nRouting Signals (S)-\nDefective ........................................................................................................................................3.75\nDefinition of ................................................................................................................................... 3.09(4)\nDuties of Loco Pilots when - is ‘On’ or defective ..................................................................................3.80\nRules-\nKnowledge of ........................................................................................................................................2.03\nApplying to Station Master ...........................................................................................................5.01, 5.05\nAssistance in carrying out - and reporting\nbreaches there of....................................................................................................................................2.04\nRunning line-\nDefinition of ................................................................................................................................. 1.02(47)\nObstruction of ........................................................................................................................................5.19\nPermission and signals before entering on\nor crossing ........................................................................................................................................3.82\nProper ........................................................................................................................................4.05\nS\nSystems of working ................................................................................................................................7.01\nSafety. Duty for securing .......................................................................................................................2.11\nSafety of line. Responsibility of Gang Mate\nas to Signals and ..................................................................................................................................15.14\nSections (s)-\nAutomatic signalling ..............................................................................................................................9.01\nBlock - Definition of ....................................................................................................................... 1.02(10)\nSpecial definitions on electrified ..........................................................................................................17.02\nSecuring of vehicles at station ...............................................................................................................5.23\nSemaphore stop signals. Use of - and Wamer signals ...................................................................3.05", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 412, + "text": "INDEX OF GENERAL RULES\n386\nSemi-Automatic signals ................................................................................................................3.12, 3.37\nSetting watch ........................................................................................................................................4.03\nShowing of signals ...............................................................................................................................15.09\nShunting - use of fixed signals ............................................ ................................................3.46, 5.14, 5.15\nControl of - and securing of vehicles ........................................................................................... 5.13, 6.11\nLoose ........................................................................................................................................5.21\n- on steep gradient ..................................................................................................................................5.20\nSignal for - without flags ..............................................................................................................3.55, 3.56\nShunting signals ....................................................................................................................................3.14\nShutting off power .................................................................................................................................4.55\nSidings-\nProtection and working of points of outlying ........................................................................................3.35\nsection and - switches ............................................................................................................................5.08\nSignal(s)\n- at gates ........................................................................................................................................3.34\nAutomatic - described ............................................................................................................................9.01\nAutomatic - how worked ...............................................................................................................3.12, 9.01\n- Cabins ........................................................................................................................................5.04\nCalling on ........................................................................................................................................3.13\nCo-acting ........................................................................................................................................3.15\nConsent required before interfering with ......................................................................................... 3.51(3)\nDefinition of Fixed ..........................................................................................................................1.02(22)\nDefinition of Last Stop ....................................................................................................................1.02(34)\nDuties of Loco Pilots Repeater - and to be\nvigilant and cautious ....................................................................................................................3.78, 3.82\nForms of Automatic Repeater - and its functions ..................................................................................3.16\nForms of Automatic stop .......................................................................................................................3.12\n- for Shunting without flags ...........................................................................................................3.56, 3.55\nGeneral use of .......................................................................................................................................3.01\nHome ........................................................................................................................................3.40\nInspection of ......................................................................................................................................15.13\nInspection of Fixed ................................................................................................................................3.26\nKinds of ........................................................................................................................................3.02\nKinds of Stop - for approaching trains ..................................................................................................3.09\nKinds of stop - for departing trains .......................................................................................................3.10\nKnowledge and possession of Hand Signals .........................................................................................3.58\nKnowledge of Signal and Equipment of Gang ....................................................................................15.12\nLast Stop Signal or intermediate block stop signal ......................................................................3.42, 3.70\nManual - on Automatic Block system ...........................................................................................3.12, 9.14\nMinimum equipment of, Multiple Aspect ...............................................................................................3.27\nMinimum equipment of Fixed ................................................................................................................3.29\nMultiple Aspect .................................................................................................................................3.08(3)\nNormal position of Fixed - Manual and\nSemis automatic ............................................................................................................................3.37, 3.26", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 413, + "text": "INDEX OF GENERAL RULES\n387\nOff position of Automatic Repeater .......................................................................................................3.16\nOuter ........................................................................................................................................3.41\n- out of use ........................................................................................................................................3.18\nPosition of Fixed ...................................................................................................................................3.04\nResponsibility of Gangmate as to - and\nsafety of line ......................................................................................................................................15.14\nSupply and care of Hand - by Gateman ..............................................................................................16.02\nTrain waiting at First Stop signal..........................................................................................................4.44\nUse of night - by day ..............................................................................................................................3.03\nUse of Semaphore Stop Signal and Warner/\nDistant signals ..............................................................................................................................3.05, 3.06\nWarner not to be used when Stop - defective .........................................................................................3.72\nSignal arms-\nSignal Lamps Care of ............................................................................................................................3.49\nSignalling. Equipment of station for Hand .......................................................................................3.58(4)\nSingle Line-\nAuthority to Proceed on ..................................................................................................................14.08(b)\n- Loco Pilot ................................................................................................................................. 1.02(19)\n- Overhead Equipment .....................................................................................................................1.02(44)\nPermit-to-work ....................................................................................................................................17.04\nSpecial Instructions. Definition of ..................................................................................................1.02(50)\nSpecial responsibility of Station Master regarding Token and Token Instruments at stations on Single Line \n at which Electric Token or Block Instruments are provided ...............................................................14.12\nSpeed\nLimit of-generally ..................................................................................................................................4.08\nLimit of - over Facing points ........................................................................................................4.10, 4.11\nLimits of-with engine tender fore-most ..................................................................................................4.13\nStaff-\nShutting ‘off’ Power ...............................................................................................................................4.55\nDuties of working trains during journey ...............................................................................................4.43\nWarning to Staff and public .................................................................................................................17.05\nStandard Time ........................................................................................................................................4.01\nStarting train-\nDuties of Train Manager and Station Master .......................................................................................4.35\nStation(s)-\nDefinition of ................................................................................................................................. 1.02(51)\nMeaning of Block ..............................................................................................................................1.03(2)\nMeaning of classes of ............................................................................................................................1.03\nMeaning of Non-Block ......................................................................................................................1.03(3)\nObligation to provide Fixed signals at ..................................................................................................3.25\nSignals at Class ‘D’ ...............................................................................................................................3.31\nStation Limits-\nDefinition of ................................................................................................................................. 1.02(52)\nLeaving vehicles in sidings outside .......................................................................................................5.22", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 414, + "text": "INDEX OF GENERAL RULES\n388\nStation Master(s)-\nAdditional Rules applying to ........................................................................................................5.01, 5.05\nDefinition of ................................................................................................................................. 1.02(53)\nDuties of ........................................................................................................................................3.68\nStation Section - definition ............................................................................................................. 1.02(54)\nStopping and Starting of train ...............................................................................................................4.49\nObstruction outside - of class ‘B’ stations\nSingle Line, on the Absolute Block system ............................................................................................ 6.11\nStop signal(s)\nKinds of - for approaching trains ..........................................................................................................3.09\nKinds of - for departing trains ...............................................................................................................3.10\nLast ...............................................................................................................................3.70, 3.42\nSupply and care of Hand signals by Gateman ....................................................................................16.02\nSystem(s)\nDefinition of - of working ............................................................................................................... 1.02(56)\nT\nThick or foggy weather-\n- at Class ‘B’ stations, Double Line and\nSingle Line on the Absolute Block system ........................................................................................8.11(b)\nTrains-\nMaterial Train ................................................................................................................................ 1.02(39)\nGoods Train ................................................................................................................................. 1.02(27)\nMixed Train ................................................................................................................................. 1.02(40)\nPassenger Train ..............................................................................................................................1.02(45)\nRunning Train .................................................................................................................................1.02(48)\nDisabled - Procedure relating to ..................................................................................................6.03, 3.09\nDuties of Loco Pilots as to signals when two or\nmore engines are attached to .................................................................................................................3.48\nDuties of Staff on arrival of ........................................................ ............................................. 4.55 to 4.61\nExamination of - before starting ............................................................................................................4.31\nTrain Manager not to leave - till handed over ......................................................................................4.60\n- Lights ...............................................................................................................................4.14, 4.17\nParting of ........................................................................................................................................6.08\nPrecautions before starting ...................................................... ................................................4.30 to 4.39\nProtection of - Assistance to ................................................................................................................15.10\nProtection of Single or Multiple Unit-\nstopped between stations on Automatic Block\nsignalling ........................................................................................................................................9.10\nResponsibility of Station Master regarding\nTail board or Tail lamp of passing.........................................................................................................4.17\nStarting and stopping of ........................................................................................................................4.49\nTiming and speed of ............................................................. ................................4.01 to 4.03, 4.08 to 4.13\n- waiting at First stop signal ............................................................................................................ 4.44(1)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 415, + "text": "INDEX OF GENERAL RULES\n389\nWarning before moving Material...................................................................................................... 4.50(2)\nWorking of - generally ..................................................................................................................4.01, 4.66\nRailways......................................................................................... .......................................17.02 to 17.09\nWork involving danger to - or traffic ...................................................................................................15.06\nTrain Entering Section Signal-\n- for stations on Double Line and Single Line at\nwhich Electric Block Instruments are provided.............................................................................. 14.05(3)\nTrain ‘out of Section’ or ‘Obstruction Removed’ signal-\n- for stations on Double and single Line at which\nElectric Block Instruments are provided ........................................................................................14.05(4)\nTrain Signal Register Book ..................................................................................................................14.07\nTrain-Staff and Ticket System ................................................. ..............................................12.01 to 12.17\nTransfer of charge of gate by Gateman ...............................................................................................16.10\nRules ....................................................................................................................................2.01(c)\nTransmission of signals at Block Stations on Double Line and Single Line at which Electric\nBlock Instruments are not provided .....................................................................................................14.15\nTrolly(ies)-\nMotor ......................................................................................................................................15.25\nProtection of - on the line ......................................................................................................................5.26\nWorking of ............................................................................... .............................................15.18 to 15.27\nTrucks-\nDummy and load on open .............................................................................................................4.28(3)(4)\nTower wagon ......................................................................................................................................17.03\nUnit train(s)-\nProtection of Single and Multiple - stopped\nbetween stations ............................................................................................................................... 9.10(2)\nUpkeep of signal lamps .........................................................................................................................3.49\nTrain Manager (s)\n - and brakevans .....................................................................................................................................4.24\nApplication of - ‘s hand - brake .............................................................................................................4.47\nAssistance from - ‘s hand brake ............................................................................................................4.46\nDefinition of ................................................................................................................................. 1.02(28)\nDuties of - when taking over charge on the train ..................................................................................4.34\nDuty of - when Automatic stop signal on the\nAutomatic Block system is ‘On’ .............................................................................................................9.02\nEquipment of- ........................................................................................................................................4.19\nExchange of signals between Loco Pilot and ........................................................................................4.42\n - not to leave train till handed over .......................................................................................................4.60\nPilot system ........................................................................................................................ 11.01 to 11.06\nPermission of - to detach engine from train ..........................................................................................4.48\nSignal of- ........................................................................................................................................4.35\nSubordination of in Station limits ..........................................................................................................4.37\nTime of attendance of - at station ..........................................................................................................4.04\n - to be in charge of train ........................................................................................................................4.36", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_name": "Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "document_path": "core_docs/Indian Railways – General & Subsidiary Rules(Northern Railway, 2025).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Latest General and Subsidiary Rules for Northern Railway (2025 edition)", + "is_static": true, + "effective_year": null, + "page_number": 416, + "text": "INDEX OF GENERAL RULES\n390\n - to examine notice before starting ........................................................................................................4.30\n - to keep a good look out .......................................................................................................................4.43\n - to see that train is stopped clear of\nFouling marks ........................................................................................................................................4.56\nV\nVehicles-\n- attached outside rear brakevan ............................................... ...............................................4.23 to 4.25 \nPrivate ........................................................................................................................................4.66\nShunting and securing of ..............................................................................................................5.13, 5.14\nVisibility Test Object in thick or foggy weather ............................................................................3.61(2)(a)\nW\nWarner(s) -\nDefective ........................................................................................................................................3.72\nDescription of - and their indications ...................................................................................................3.06\nPlacing of ................................................................................................................................... 3.06(3)\n- Signals ........................................................................................................................................3.43\nWarning-\n- before moving a Material train .......................................................................................................4.50(2)\nWay or works-\nDefinition of Inspector of ................................................................................................................1.02(29)\nPermanent way and works - Instruction for ........................................................................................15.01\nSupply or documents to Inspector of ............................................................................................4.01(1)(3)\nWorks-\n- in thick or foggy weather ...................................................................................................................15.07\n- On roof of Rolling stock, on Electrified Sections\nof Railways ................................................................................................................................. 17.05(2)\nSections of Railways ............................................................................................................................17.04\nWorking-\nDefinition of System of ...........................................................................................................................7.01\n- near cables ......................................................................................................................................17.02\n- of Lorries. Trollies and Motor Trollies................................... .............................................15.18 to 15.28\n- of Points and Signals .............................................................. ................................................3.36 to 3.51\n- of trains, generally .................................................................. ...............................................4.01 to 4.09\nResponsibility of Station master for whole working\nmachinery ........................................................................................................................................5.01\n- of track maintenance machines ............................................................................................................4.65\nqqq", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "NORTH WESTERN RAILWAY \n \n \n \n \n \n GENERAL RULES \n FOR \n \n INDIAN RAILWAYS \n \n \n WITH THE \n \n \n SUBSIDIARY RULES \n OF \n \n NORTH WESTERN RAILWAY \n \n \n \n 2006", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "GENERAL RULES \n \nFOR \n \nINDIAN RAILWAYS \n \nWITH THE \n \nSUBSIDIARY RULES \n \nOF \n \nNORTH WESTERN RAILWAY \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n2006", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "PREFACE \n \nNorth Western Railway came into existence on 1.10.2002 consisting of two divisions \nviz Jaipur and Ajmer of the erstwhile Western Railway and another two divisions viz Jodhpur \nand Bikaner of the erstwhile Northern Railway. Ever since the formation of the NWR, the \ntwo divisions each of erstwhile Western & Northern Railways have been following the \nG&SR of their old railways. This has been causing difficulties in actual operation and \nmovement of trains because the running staff of one division working trains do move to \nanother division in course of their duties. As such, the need for a separate G&SR for North \nWestern Railway was being felt right from the inception and accordingly this book has been \npublished. \n \n The General Rules contained in this book apply to all Indian Railways and the \nSubsidiary Rules apply to the North Western Railway and are to be read in conjunction with \nthe General Rules. Both the Rules are equally binding on the staff. \n \n While General Rules are printed in bold type and are serially numbered in each \nchapter, the Subsidiary Rules are printed in italics below the General Rules to which these \npertain and are prefixed with letters S.R. bearing reference to General Rules below which \nthese are appended. \n \n Every Railway employee is bound to obey the General and Subsidiary rules in force \nand make him thoroughly acquainted with these rules. Ignorance of Rules is not to be \naccepted as an excuse for non-compliance. \n \n All alterations and corrections to the Rules will be notified in the form of amendment \nslips. It is the duty of every Railway servant who has been supplied this book, to obtain the \ncopies of amendment slips from his superior and keep his copy up-to-date. Record of all \namendments should be kept in the register of amendment slips. \n \n No order contained in this book shall be varied, superseded or suspended, except \nunder the express authority of the Authorised officer, in writing. \n \n All orders, letters and instructions issued in this connection shall also be considered \narising out of official duties and shall be communicated only to such of the employees of the \nadministration to whom these concern. \n \n This book is the property of North Western Railway and shall be returned by the \nholder to the administration before leaving Railway service. \n \n (V.K.ROY) \nChief Operations Manager \nNorth Western Railway – Jaipur", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "GOVERNMENT OF INDIA \n \nMINISTRY OF RAILWAYS \n(Railway Board) \n \nNo. 69-RR/4 \n \nDated New Delhi, the 11th February, 1976 \n \nR E S O L U T I O N \n \nGeneral Rules for Indian Railways (Open Lines), 1976 administered by the Government, \nand for the time being used for the public carriage of passengers, animals or goods. \n \n The considerable advance made in the recent years in method of signaling and \ninterlocking, modes of traction and introduction of new types of equipment necessitated a \nrevision of the General Rules, which had been revised last in 1929, for working open line of \nRailway in India. The revision of these rules was also advocated by the Railway Accidents \nCommittee, 1962, and the Railway Accidents Inquiry Committee 1968, who desired that the \nrevision of the Rules should be consistent not only with the conditions obtaining at present but \nlikely to obtain in the foreseeable future, and emphasized the need for keeping the basic \ncomplexion or rules intact while at the same time providing for technological changes in recent \nyears. \n \n2. For this purpose a committee composed of officers selected from the Traffic and Signal \nDepartments was appointed by the Railway Board in 1968. The Committee submitted a set of \ndraft rules for consideration by the Board in February 1970. The Commission of Railway Safety, \nwhose comments were also invited, did not favour the adoption of these draft rules, which had \nproposed the abolition of certain existing fundamental concepts such as classification of stations, \nminimum equipment of signals for each class of station, etc. In the Annual Report for 1971-72, \nthe Commission stated that a wholesale revision and rearrangement of the rules which formed \nthe basis of train working and safety of operations for over 100 years and which were ingrained \nin the minds of thousands of railway staff, would not be desirable. Accordingly, the commission \nconveyed to the Railway Board its inability to agree to the adoption of the New General Rules as \ndrafted. \n \n3. In consideration of the strong views expressed by the Commission of Railway Safety and \nthe positive recommendations of the Railway Accidents Committee, 1962, and the Railway \nAccidents Inquiry Committee, 1968. Member Traffic, Railway Board, decided in September, \n1972, that the revision of the existing General Rules should be so under taken as to be in \nconsonance with the views and to cover such aspects only of the existing rules as require \nmodification in the light of technological changes or where certain existing rules have outlived \ntheir use. A fresh revision of the General Rules was accordingly taken up by the Safety \nDirectorate in consultation with other Directorates of the Railway Board. \n \n4. A provisional issue of the revised General Rules was circulated to the Railway \nAdministration; the research, designs and standards organization; the Commission of Railway", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "Safety; Railway Staff College, Vadodara; Indian Railway Institute of Signal Engineering and \nTelecommunications, Secundarabad; Indian Railway Institute of Advanced Track Technology, \nPune; Indian Railway Institute of Mechanical and Electrical Engineering, Jamalpur; etc., for \ncriticism and suggestions under Government of India, Ministry of Railways (Railway Board) \nletter No. 68-RR/2/Vol. V, dated 25-7-1974. \n \n5. The exhaustive views and comments received from the Railway Administrations, the \nCommission of Railway Safety, other Railway Institutions and the Ministry of Law, having been \nconsidered by Member Traffic, Railway Board, in consultation with the concerned Directorates, \na complete revised set of General Rules for Railways administered by the Government have now \nbeen framed, sanctioned and issued by the Central Government with Notification No. 69-RR/4 \nof this day’s date to be brought into use on such date as the Central Government may, by \nnotification in the Official Gazette, appoint. \n \n6. The Central Government desire that the said rules may be brought to the notice of the \nAdministrations of the several railways not administered by the Government and that the Heads \nof Railway Administrations of such railways may be invited to submit a formal application for \nthe adoption of the rules, with such modification (if any) as may be considered necessary in each \ncase. \n \nOrder: - Ordered that this resolution, with its enclosures, be published under a Notification \nin the Official Gazette as required by section 60 of the Railways Act. 1989 (24 of 1989) , and that \na copy thereof be kept open for inspection of railway stations as directed by sub-section (2) of \nthe same section, also that a copy of this Resolution and of its enclosures be communicated to \nthe Governments, Administrations and Officers, noted below, for information. \n \nB.M. KAUL \n \nMember Traffic, Railway Board, \nand Ex-officio Secretary to the Government of India \n \nDocuments accompanying:- \n \nGeneral Rules for Indian Railways (Open Lines), 1976 Administrative by the Government. \n \nSecretaries, Ministries of Communications; Defence; Home Affairs; Law, Justice and \nCompany Affairs; Petroleum; Shipping and Transport; and Tourism and Civil Aviation. \n \nThe Chief Secretaries to the Governments of Andhra Pradesh, Assam, Bihar, Gujarat, \nHaryana, Himachal Pradesh, Jammu & Kashmir, Karnataka, Kerala, Madhya Pradesh, \nMaharashtra, Manipur, Meghalaya, Nagalend, Orissa, Punjab, Rajasthan, Sikkim, Tamil Nadu, \nTripura, Uttar Pradesh and West Bengal. \n \nThe Chief Secretaries, Administrations of Andaman and Nicobar; Arunachal Pradesh; \nChandigarh; Dadra and Nagar Haveli; Delhi; Goa, Daman and Diu; Lakshadweep, Minicoy and \nAmindivi; Mizoram; and Pondicherry. \n \nAdditional Deputy Controller and Auditor General of India (Railways) and Ex-Officio \nDirector of Railway Audit.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "The Commissioner of Railway Safety. \n \nThe Additional Commissioner of Railway Safety, Central Eastern, Northern, North Eastern, \nSouthern, South Eastern, and Western Circle. \n \nThe General Managers, Central, Eastern, Northern, North Eastern, Northeast Frontier, \nSouthern, South Central, South Eastern and Western Railways. \n \nThe General Managers, Chittranjan Loco Motive Works, Diesel Loco Motive Works and \nIntegral Coach Factory. \n \nThe General Manager, Metropolitan Transport Project (Railways), Calcutta. \n \nThe Chief Administrative Officers, Metropolitan, Transport Project (Railways), Bombay, \nDelhi and Madras. \n \nThe Director General, Research, Designs and Standards Organisation, Luchnow. \n \nThe Principals, Indian Railways Institute of Advanced Track Technology, Pune; Indian \nRailways Institute of Mechanical and Electrical Engineering, Jamalpur; Indian Railways Institute \nof Signal Engineering and Telecommunications, Secunderabad; and Railway Staff College, \nVadodara. \n \nThe Chairman, Bombay Port Trust Railway, Calcutta Port Trust Railway, Kandla Port Trust \nRailway, Madras Port Trust Railway, and Vishakhapatnam Port Trust Railway. \n \nThe Managing Agents, Ahemadpur-Katwa Light Railway Company Limited, Bankura-\nDamodar River Railway Company Limited, Katakhal- Lal Bazar Railway Company Limited, and \nMartin Light Railways. \n \nThe General Managers, Bharat Railway, and Central Provinces Railways Company Limited. \n \nThe Secretary, Dehri-Rohtas Light Railway Company Limited. \n \nThe Chairman Railway Service Commissions, Allahabad, Bombay, Calcutta and Madras. \n \nThe Chairman, Railway Rates Tribunal. \n \nThe Secretary, Indian Railways Conference Association. \n \n The Director, National Archives of India. \n \nThe Librarians, Central Secretariat Library, National Library Calcutta, Parliament Library and \nRailway Board Library. \n \nThe Superintendent, Library and Research, Ministry of Law, Justice and Company Affairs.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "ARRANGEMENT OF RULES \n \nCHAPTER I \n \nRules PRELIMINARY Page No. \n \n1.01 Short title and commencement \n1.02 Definitions \n1.03 Classification of stations \n \nCHAPTER II \n \n RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n \n2.01 Supply of copies of rules \n2.02 Upkeep of the copy of rules \n2.03 Knowledge of rules \n2.04 Assistance in observance of rules \n2.05 Prevention of trespass, damage or loss \n2.06 Obedience to rules and orders \n2.07 Attendance for duty \n2.08 Absence from duty \n2.09 Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation \n2.10 Conduct of railway servants \n2.11 Duty for securing safety \n \nCHAPTER III \n \nSIGNALS \n \n A. General Provisions \n \n3.01 General use of signals \n3.02 Kinds of signals \n3.03 Use of night signals by day \n3.04 Placing of signals and signal arms; painting of signal arms \n \n B. Description of fixed Signals \n \n3.05 Use of fixed signals \n3.06 Description of Warner signals and their indications \n3.07 Description of Distant signals and their indications \n3.08 Description of stop signals and their indications \n3.09 Kinds of fixed stop signals for approaching trains \n3.10 Kinds of fixed stop signals for departing trains \n3.11 Intermediate Block Stop Signal \n3.12 Kinds of fixed stop signals in Automatic Block territories \n3.13 Calling-on signals \n3.14 Shunt signals \n3.15 Co-acting signals \n3.16 Repeating signals", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "3.17 Distinguishing markers and signs for signals \n3.18 Signals out of use \n3.19 Placing of stop signals at diverging junctions \n3.20 Placing of stop signals at converging junctions \n3.21 Signals on bracket post or signal bridge or gantry \n3.22 Placing of more than one signal on the same post \n3.23 Electric repeater \n3.24 Back-lights \n \n C. Equipment of Signals \n \n3.25 Obligation to provide fixed signals at stations \n3.26 Commissioning of fixed signals \n3.27 Minimum equipment of fixed signals at stations provided with manually operated \nmultiple-aspect signalling \n3.28 Minimum equipment of fixed signals at stations provided with modified lower quadrant \nsignalling \n3.29 Minimum equipment of fixed signals at other stations provided with two aspect signalling \n3.30 Additional fixed signals at stations generally \n3.31 Signals at class 'D' stations \n3.32 Provision of an Advanced Starter, Shunting Limit Board or Block Section Limit Board \n3.33 Exceptions to Rules 3.27, 3.28, 3.29 and 3.32 \n3.34 Fixed signals at level crossings \n3.35 Protection and working of points of outlying sidings \n \n D. Working of Signals and Points \n \n3.36 Fixed signals generally \n3.37 Normal aspect of signals \n3.38 Points affecting movement of train \n3.39 Locking of facing points \n3.40 Conditions for taking 'off' Home signal \n3.41 Conditions for taking 'off' Outer signal \n3.42 Conditions for taking 'off' Last Stop Signal or Intermediate Block Stop Signal \n3.43 Conditions for taking 'off' Warner signal \n3.44 Conditions for taking 'off’ gate stop signal \n3.45 Conditions for taking 'off' Calling-on signal \n3.46 Use of fixed signals for shunting \n3.47 Taking 'off' signals for more than one train at a time \n3.48 Stoppage of trains out of course at stations provided with two-aspect signalling \n3.49 Care and lighting of signal lamps \n3.50 Traps, slip sidings and catch sidings \n3.51 Points \n \n E. Hand Signals \n \n3.52 Exhibition of hand signals \n3.53 Stop hand signal \n3.54 Proceed hand signal \n3.55 Proceed with caution hand signal \n3.56 Hand signals for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "3.57 Banner flags \n3.58 Knowledge and possession of hand signals \n \n F. Detonating Signals \n \n3.59 Description of detonating signals \n3.60 Method of using detonators \n3.61 Placing of detonators in thick, foggy or tempestuous weather impairing visibility \n3.62 Placing of detonators in case of obstruction \n3.63 Replacement of detonators on the line \n3.64 Knowledge and possession of detonators \n \n G. Flare Signals \n \n3.65 Description of flare signals \n3.66 Use of flare signals \n3.67 Knowledge and possession of flare signals \n \n H. Defective fixed Signals and Points \n \n3.68 Duties of Station Master generally when a signal is defective \n3.69 Duties of Station Master when an approach stop signal is defective \n3.70 Duties of Station Master when a departure stop signal is defective \n3.71 Warner or Distant signals defective in the 'off' position \n3.72 Warner not to be used when a stop signal is defective \n3.73 Passing of a gate stop signal at 'on' \n3.74 Absence of a fixed signal or a signal without a light \n3.75 Passing of Intermediate Block Stop signal at 'on' \n3.76 Intimation to officials when defects remedied \n3.77 Defective or damaged points \n3.78 Duties of engine crew in respect of signals \n3.79 Duties of Driver in respect of a Calling-on signal \n3.80 Duties of Driver when an approach stop signal is 'on' or defective \n3.81 Duties of Driver when a departure stop signal is 'on' or defective \n3.82 Permission before entering on or crossing a running line \n3.83 Assistance of the engine crew regarding signals \n3.84 Duties of Drivers as to signals when two or more engines are attached to train \n3.85 Reporting of defects in signals \n \nCHAPTER IV \n \nWORKING OF TRAINS GENERALLY \n \nA. Timing and running of trains \n \n4.01 Standard time \n4.02 Adherence to advertised time \n4.03 Setting watch \n4.04 Time of attendance for train crew \n4.05 Proper running line \n4.06 Direction of running", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "4.07 Supply of Working Time Table and Schedule of Standard Dimensions. \n \n B. Speed of trains \n \n4.08 Limits of speed generally \n4.09 Caution Order \n4.10 Limits of speed over facing points \n4.11 Limits of speed while running through stations \n4.12 Engine Pushing \n4.13 Limits of speed with engine tender foremost \n \n C. Equipment of Trains and Train Crew \n \n4.14 Head Light, Marker Lights and Speedometers \n4.15 Tail and side lights \n4.16 Tail board or Tail lamp \n4.17 Responsibility of Station Master regarding Tail Board or Tail Lamp of passing trains \n4.18 Means of communication \n4.19 Guard's and Driver's equipment \n4.20 Manning of engine in motion \n4.21 Driving an electric train \n4.22 Riding on engine or tender \n4.23 Brake-vans \n4.24 Position of brake-van on train \n4.25 Guards \n4.26 Couplings \n \n D. Vehicles and Cranes \n \n4.27 Cranes \n4.28 Loading of vehicles \n4.29 Damaged or defective vehicles \n \n E. Precautions before starting train \n \n4.30 Driver and Guard to examine notices before starting \n4.31 Examination of train before starting \n4.32 Examination of train by Driver \n4.33 Examination of single and multiple units by Driver \n4.34 Duties of Guard when taking over charge of a train \n4.35 Starting of trains \n4.36 Guard to be in charge of train \n4.37 Subordination of Guards in station limits \n4.38 Fireman and Assistant Drivers to obey Drivers \n4.39 Driver to obey certain orders \n \n F. Duties of staff working trains during journey \n \n4.40 Driver and Fireman or Assistant Driver to keep a good look-out \n4.41 Driver and Fireman or Assistant Driver to look back \n4.42 Exchange of signals between Driver, Guard and station staff", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "4.43 Guard to keep a good look-out \n4.44 Trains held up at first stop signal \n4.45 Attracting attention of Driver \n4.46 Assistance from Guard's hand brake \n4.47 Application of Guard's hand brake \n4.48 Permission of Guard to detach engine from train \n4.49 Starting and stopping of train \n4.50 Sounding of engine whistle \n4.51 Bell signals between Driver and Guard \n4.52 Throwing out water, fire or cinders \n4.53 Hose or water crane \n4.54 Passengers \n \n G. Duties of staff on arrival \n \n4.55 Shutting off power \n4.56 Guard to see that train is stopped clear of fouling marks \n4.57 Detaching engine \n4.58 Driver to see that train is stopped clear of fouling marks \n4.59 Moving of train carrying passengers after it has been stopped at a station \n4.60 Guard not to leave train till handed over \n4.61 Driver not to leave engine when on duty \n \n H. Working of Material Trains \n \n4.62 Working of a material train in a block section \n4.63 Workers on material train \n4.64 Protection of material train when stabled \n4.65 Working of track maintenance machines \n \n I. Private Engines and Vehicles \n \n4.66 Private engines and vehicles \n \nCHAPTER V \nCONTROL AND WORKING OF STATIONS \n \n5.01 Responsibility of the Station Master for working \n5.02 Supply of copies of rules and distribution or exhibition of other documents \n5.03 Obedience to orders and keeping of books and returns \n5.04 Signal Cabins \n5.05 Report of neglect of duty \n5.06 Station Working Rules \n5.07 Forms \n5.08 Access to and operation of equipment \n5.09 Reception of a train on an obstructed line \n5.10 Reception of a train on a non-signalled line \n5.11 Departure of a train from a non-signalled line \n5.12 Departure of a train from a line provided with a common departure signal \n5.13 Control of shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "5.14 Responsibility for shunting \n5.15 Shunting at stations under Centralised Traffic Control \n5.16 Shunting during reception of trains \n5.17 Shunting near level crossing \n5.18 Drawing of a train to an advanced position at night or in thick, foggy or tempestuous \nweather impairing visibility \n5.19 Obstruction of running line \n5.20 Shunting on gradients \n5.21 Loose shunting \n5.22 Leaving vehicles in sidings outside station limits \n5.23 Securing of vehicles at stations \n \nCHAPTER VI \n \nACCIDENTS AND UNUSUAL OCCURRENCES \n \n6.01 Accident or obstruction \n6.02 Working in case of accident or failure of communications \n6.03 Protection of trains stopped between stations \n6.04 Trains unusually delayed \n6.05 Sending advice of accident or break down \n6.06 Train in a block section without authority to proceed \n6.07 Report of conditions likely to affect running of trains to Controller or Centralized Traffic \nControl Operator \n6.08 Train parting \n6.09 Portion of train left in a block section \n6.10 Fire \n6.11 Vehicles escaping from station \n \nCHAPTER VII \nSYSTEMS OF WORKING \n \n7.01 Systems of Working \n7.02 Applicability of General Rules referring to the working of Signals and Trains \n \nCHAPTER VIII \n \nTHE ABSOLUTE BLOCK SYSTEM \n \n A. Essentials \n \n8.01 Essentials of the Absolute Block System \n \n B. Conditions for granting line clear \n \n8.02 Conditions for granting Line Clear at a class ‘A’ station \n8.03 Conditions for granting Line Clear at a class ‘B’ Station \n8.04 Conditions for granting Line Clear at a class ‘C’ station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "C. Obstruction-Double Line \n \n8.05 Obstruction on double line at a block station when a train is approaching \n8.06 Obstruction on double line in the block section \n \n D. Obstruction - Single Line \n \n D.1 Class ‘A’ Stations \n \n8.07 Obstruction on single line at a class ‘A’ station when a train is approaching \n8.08 Obstructing the block section at a class ‘A’ station on single line \n \n D.2 Class ‘B’ Stations \n \n8.09 Obstruction in the face of an approaching train at a class ‘B’ station on single line \n8.10 Obstruction within station section at a class ‘B’ station on single line \n8.11 Obstruction outside station section at a class ‘B’ single line station equipped with two-\naspect signals \n8.12 Obstruction outside station section at a class ‘B’ single line station equipped with \nmanually operated multiple-aspect signals \n8.13 Obstruction outside the first stop signal at a class ‘B’ station on single line \n \n E. General Provisions \n \n8.14 Block Back or Block Forward \n8.15 Authority for shunting or obstruction in block section \n8.16 Illustrative diagrams \n \nCHAPTER IX \nTHE AUTOMATIC BLOCK SYSTEM \n \n A. Rules applicable to Double Line \n \n9.01 Essentials of the Automatic Block System on double line \n9.02 Duties of Driver and Guard when an automatic Stop signal on double line is to be passed \nat ‘on’ \n \n B. Rules applicable to Single Line \n \n9.03 Essentials of the Automatic Block System on single line \n9.04 Minimum equipment of fixed signals in Automatic Block territory on single line \n9.05 Additional fixed signals in Automatic Block territory on single line \n9.06 Conditions for taking ‘off’ Manual Stop Signals in Automatic Block territory on single \nline \n9.07 Duties of Driver and Guard when an Automatic Stop signal on single line is to be passed \nat ‘on’ \n9.08 Person in charge of working trains on Automatic Block System on single line", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "C. Rules applicable to both Double and Single Lines \n \n9.09 Working of trains on Centralised Traffic Control territory \n9.10 Protection of a train stopped in an Automatic Block signalling section \n9.11 Driver to report failures \n9.12 Procedure during failure of Automatic signalling \n9.13 Movement of trains against the direction of traffic on the Automatic Block System \n9.14 Procedure when Semi-Automatic Stop Signal is ‘on’ \n9.15 Passing a gate stop signal at ‘on’ in Automatic signalling territory \n9.16 Illustrative diagrams \n \nCHAPTER X \n \nTHE FOLLOWING TRAINS SYSTEM \n \n10.01 Essentials of the Following Trains System \n10.02 Report to the Commissioner of Railway Safety \n10.03 Conditions to be observed in working trains on the Following Trains System \n10.04 Delivery of authority to proceed to Driver or Guard on the Following Trains System \n10.05 Authority to proceed on the Following Trains System \n10.06 Responsibility as to proper preparation of authority to proceed on the Following Trains \nSystem \n10.07 Obstruction in face of approaching train or trains on the Following Trains System \n10.08 Cessation of working on the Following Trains System \n10.09 Protection of Trains on the Following Trains System \n \nCHAPTER XI \n \nTHE PILOT GUARD SYSTEM \n \n11.01 Essentials of the Pilot Guard System \n11.02 Conditions to be observed for following trains on the Pilot Guard System \n11.03 Pilot Guard's dress or badge \n11.04 Pilot Guard to accompany train or give authority to proceed \n11.05 Pilot Guard's Tickets \n11.06 Protection of trains on the Pilot Guard System \n \nCHAPTER XII \n \nTHE TRAIN- STAFF AND TICKET SYSTEM \n \n12.01 Essentials of the Train-Staff and Ticket System. \n12.02 System where applicable \n12.03 Conditions to be observed for following trains on the Train-Staff and Ticket System \n12.04 Driver to have Train-Staff or Train-Staff Ticket. \n12.05 Train-Staff or Train-Staff Ticket: by whom to be delivered to Driver \n12.06 Train-Staff or Train-Staff Ticket: when to be delivered to Driver \n12.07 Train-Staff to be kept on engine \n12.08 Trains not to be started until Train-Staff returned \n12.09 Train-Staff or Train-Staff Ticket to be given up and Ticket to be cancelled on arrival of \ntrain", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "12.10 Procedure when engine is disabled on the Train-Staff and Ticket System \n12.11 Train-Staff Tickets: how kept \n12.12 Train-Staff: how kept \n12.13 Distinguishing marks on Train-Staff Tickets and boxes \n12.14 Form of Train-Staff Ticket \n12.15 Record of Train-Staff Tickets issued \n12.16 Obstruction outside the Home signal \n12.17 Protection of trains on the Train-Staff and Ticket System \n \nCHAPTER XIII \n \nTHE ONE TRAIN ONLY SYSTEM \n \n13.01 Use of the One Train Only System \n13.02 Essentials of the One Train Only System \n13.03 Authority to enter the section \n13.04 Procedure in case of accident or disablement on the One Train Only System \n \nCHAPTER XIV \n \nBLOCK WORKING \n \n A. General Provisions \n \n14.01 Means of granting or obtaining Line Clear \n14.02 Provision of instruments \n14.03 Consent required before interfering with block working equipment \n \nB. Block Stations at which Electrical Block Instruments, Track Circuits or \nAxle Counters are provided \n \n14.04 Certificate of competency \n14.05 Bell code \n14.06 Acknowledgement of signals \n14.07 Train Signal Register \n14.08 Authority to proceed \n14.09 Driver to examine authority to proceed \n14.10 Conditions for closing the block section \n14.11 Responsibility of Station Master as to authority to proceed \n14.12 Special responsibility as to electrical token instruments and to the token \n14.13 Failure of electrical block instruments or track circuits or axle counters \n14.14 Closing of Intermediate Block Post \n \n C. Block Stations at which Electrical Block Instruments are not provided \n \n14.15 Transmission of signals \n14.16 Train Signal Register \n14.17 Forms for messages and written authority to proceed \n14.18 Distinction of messages \n14.19 Writing and signing of messages and written authorities to proceed \n14.20 Completion of messages", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "14.21 Preservation of messages and written authorities to proceed \n14.22 Cancellation of Line Clear \n14.23 Driver to have authority to proceed \n14.24 Authority to proceed: when to be given to Driver \n \n D. Line Clear Tickets \n \n14.25 Line Clear Tickets \n \n E. Use and operation of Block Working Equipment \n \n14.26 Use and operation of Block Working Equipment \n \nCHAPTER XV \n \nPERMANENT WAY AND WORKS \n \n A. Railway servants employed on the Permanent Way or Works \n \n15.01 Condition of Permanent Way and Works \n15.02 Maintenance of line \n15.03 Keeping of material \n15.04 Inspection of Permanent Way and Works \n15.05 Patrolling of lines \n15.06 Work involving danger to trains or traffic \n15.07 Work in thick, foggy or tempestuous weather impairing visibility \n15.08 Precautions before commencing operations which would obstruct the line \n15.09 Showing of signals \n15.10 Assistance in protection of trains \n15.11 Gangmate in each gang \n15.12 Knowledge of signals and equipment of gang \n15.13 Inspection of gauges, signals, tools and implements \n15.14 Responsibility of Gangmate as to safety of line \n15.15 Blasting \n15.16 Putting in or removing points or crossings \n15.17 Duties of Gangmate and Gangman when apprehending danger \n \n B. The Working of Lorries, Trollies and Motor Trollies \n \n15.18 Distinction between trolley, lorry and Motor Trolley \n15.19 Red flag or light to be shown \n15.20 Equipment of trolley, lorry or Motor Trolley \n15.21 Efficient brakes \n15.22 Qualified person to be in charge of lorry or trolley when on the line \n15.23 Attachment to train prohibited \n15.24 Time of running \n15.25 Motor Trolley \n15.26 Protection of trolley on the line \n15.27 Protection of lorry on the line \n15.28 Lorries and trollies out of use", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "CHAPTER XVI \nLEVEL CROSSINGS \n16.01 Knowledge of signals \n16.02 Supply and care of equipment \n16.03 Road Traffic \n16.04 Gateman to observe passing trains \n16.05 Channel for flange of wheels \n16.06 Defects at level crossings \n16.07 Obstructions at level crossings \n16.08 Parting of a train \n16.09 Trespassing \n16.10 Transfer of charge of gate \n16.11 Height gauges \nCHAPTER XVII \nWORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n17.01 Applicability of General Rules \n17.02 Special definitions applicable to this Chapter \n17.03 Inspection of electrical way and works \n17.04 Permit-to-work on electrical equipment \n17.05 Warning to staff and public \n17.06 Alterations to track \n17.07 Tripping of circuit breakers of locomotives and electrical multiple units at neutral \nsections \n17.08 Tower wagon \n17.09 Additional rules for electrified sections \n \nCHAPTER XVIII \nMISCELLANEOUS \n \n18.01 Repeal and Saving \nAPPENDIX \nA Caution Order \nB Reception and despatch of trains at Non-Interlocked Stations \nC Instructions for the supply and use of Detonating (Fog Signals) at stations to indicate to \nthe Drivers of approaching trains, the location of a signal \nD Ghat Rules \nE Traction Rules for working of EMU trains \nF Rules for working (DMU) Diesel Multiple Unit trains \nG Rules for working Push Pull trains \nH Working instructions for Manned Level Crossing Gates", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "1 PRELIMINARY \n________________________________________________________________________________________________________________ \n \nCHAPTER I \n \nPRELIMINARY \n \n1.01. SHORT TITLE AND COMMENCEMENT. - \n(1) These rules may be called the Indian Railways (Open Lines) General Amendment \nRules, 2020. \n(2) They shall come into force on the date of their publication in the Official Gazette. \n(Ref: GSR-168(E) under Gazette notification no. 144 dated 13.03.20) \n1.02. DEFINITIONS.- In these rules, unless the context otherwise requires, - \n \n(1) “Act” means the Indian Railways Act, 1989 (24 of 1989); \n(2) “Adequate Distance” means the distance sufficient to ensure safety; \n(3) “Approach Lighting” means an arrangement in which the lighting of signals is \ncontrolled automatically by the approach of a train; \n(4) “Approved Special Instructions” means special instructions approved of or \nprescribed by the Commissioner of Railway Safety; \n(5) “Authorized Officer” means the person who is duly empowered by general or \nspecial order of the Railway Administration, either by name or by virtue of his \noffice, to issue instructions or to do any other thing; \nSR 1.02.(5) The Principal Chief Operations Manager is the Authorised Officer by virtue of \nhis office and is empowered to issue, amend, alter or delete Subsidiary Rules. \n(6) “Authority To Proceed” means the authority given to the Loco Pilot of a train, \nunder the system of working, to enter the block section with his train; \n(7) “Axle Counter” means an electrical device which, when provided at two given \npoints on the track, proves by counting axles in and counting axles out, whether \nthe section of the track between the said two points is clear or occupied; \n(8) “Block Back” means to despatch a message from a block station intimating to the \nblock station immediately in rear on a double line, or to the next block station on \neither side on a single line, that the block section is obstructed or is to be \nobstructed; \n(9) “Block Forward” means to despatch a message from a block station on a double \nline intimating to the block station immediately in advance the fact that the block \nsection in advance is obstructed or is to be obstructed;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "2 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n(10) “Block Section” means that portion of the running line between two block stations \non to which no running train may enter until Line Clear has been received from \nthe block station at the other end of the block section; \n(11) “Centralised Traffic Control” means a system by which the working of the trains \nover a route, to which the system applies, is governed by fixed signals remotely \ncontrolled from a designated place; \n(12) “Centralised Traffic Control Operator” means the person on duty who may for \nthe time being be responsible for the working of trains on the Centralised Traffic \nControl; \n(13) “Commissioner of Railway Safety” means a Commissioner of Railway Safety \nappointed to exercise any functions under the Act, and includes Chief \nCommissioner of Railway Safety; \n(14) “Competent Railway Servant” means a railway servant duly qualified to \nundertake and perform the duties entrusted to him; \n(15) “Connections” when used with reference to a running line, means the points and \ncrossings or other appliances used to connect such line with other lines or to cross \nit; \n(16) “Controller” means a railway servant on duty who may for the time being be \nresponsible for regulating the working of traffic on a section of a railway provided \nwith the system of speech communication; \n(17) “Day” means from sunrise to sunset; \n(18) “Direction of Traffic” means- \n(a) on a double line, the direction for which the line is signalled; \n(b) on a single line, the direction for the time being established, under the system \nof working, to allow trains to move in that direction; \n(19) “Loco Pilot” means the engine driver or any other competent railway servant for \nthe time being in charge of driving a train; \n(20) “Electrical Communication Instrument” means either a telephone or a Morse \ntelegraph instrument; \n(21) “Facing and Trailing Points” points are facing or trailing in accordance with the \ndirection a train or vehicle moves over them. Points are said to be facing points \nwhen by their operation a train approaching them can be directly diverted from \nthe line upon which it is running; \n(22) “Fixed Signal” means a signal of fixed location indicating a condition affecting the \nmovement of a train and includes a semaphore arm or disc or fixed light for use by \nday and fixed light for use by night; \n(23) “Fouling Mark” means the mark at which the infringement of fixed Standard \nDimensions occurs, where two lines cross or join one another;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "3 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n(24) “Gangman” means a railway servant employed on permanent way or work \nconnected therewith; \n(25) “Gangmate” means the person in charge of a gang of workmen employed on \npermanent way or work connected therewith; \n(26) “Gateman” means a competent railway servant posted at a level crossing for \nworking the gates; \n(27) “Goods Train” means a train (other than a material train) intended solely or \nmainly for the carriage of animals or goods; \n(28) “Guard” means the railway servant in charge of a train and includes a Brakesman \nor any other railway servant who may for the time being be performing the duties \nof a Guard; \n(29) “Inspector of Way or Works” means any Inspector or Assistant Inspector \nresponsible for the construction or maintenance of permanent way, points and \nsignals, bridges or other works connected therewith; \nSR.1.02.(29) The Inspector of Way or Works are designated as Senior Section \nEngineer/Section Engineer (P.WAY) or (Works) \n(30) “Interlocking” means an arrangement of signals, points and other appliances, \noperated from a panel or lever frame, so interconnected by mechanical locking or \nelectrical locking or both that their operation must take place in proper sequence \nto ensure safety; \n(31) “Intermediate Block Post” means a class ‘C’ station on a single line or double line \nor multiple line remotely controlled from the block station in rear; \n(32) “Intermediate Block Signalling” means an arrangement of signalling on single line \nor double line or multiple line in which a long block section is split into two \nportions each constituting a separate block section by providing an Intermediate \nBlock Post; \n (Ref: ED (Safety)-II, Railway Board’s letter no. 2017/Safety (A&R)/19/12 dated \n20.12.2018) \n(33) “Isolation” means an arrangement, secured by the setting of points or other \napproved means, to protect the line so isolated from the danger of obstruction \nfrom other connected line or lines; \n(34) “Last Stop Signal” means the fixed Stop signal of a station controlling the entry of \ntrains into the next block section; \n(35) “Level Crossing” means the intersection of road with railway track at the same \nlevel; \n(36) “Level Crossing Gate” means any form of moveable barrier, including a chain, \ncapable of being closed across the road at the level crossing, but does not include a \nwicket or a turnstile for the use of pedestrians; \n(37) “Line Clear” means the permission given from a block station to a block station in \nrear for a train to leave the latter and approach the former; or the permission \nobtained by a block station from a block station in advance for a train to leave the \nformer and proceed towards the latter;.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "4 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n(38) “Main Line” means the line ordinarily used for running trains through and \nbetween stations; \n(39) “Material Train” means a departmental train intended solely or mainly for \ncarriage of railway material when picked up or put down or for execution of \nworks, either between stations or within station limits; \n(40) “Mixed Train” means a train intended for the carriage of passengers and goods, or \nof passengers, animals and goods; \n(41) “Multiple-Aspect Signalling” means a signalling arrangement in which signals \ndisplay at any one time any one of the three or more aspects and in which the \naspect of every signal is pre-warned by the aspect of the previous signal or signals; \n(42) “Night” means from sunset to sunrise; \n(43) “Obstruction” and its cognate expressions includes a train, vehicle or obstacle on \nor fouling a line, or a Stop signal at ‘ON’, or any condition which is dangerous to \ntrains; \n(44) “Overhead Equipment” means the electrical conductors over the tracks together \nwith their associated fittings, insulators and other attachments, by means of which \nthey are suspended and registered in position for the purpose of electric traction; \n(45) “Passenger Train” means a train intended solely or mainly for the carriage of \npassengers and other coaching traffic, and includes a troop train; \n(46) “Point and Trap Indicators” are not signals, but are appliances fitted to and \nworking with points to indicate by day or by night the position in which the points \nare set; \n(47) “Running Line” means the line governed by one or more signals and includes \nconnections, if any, used by a train when entering or leaving a station or when \npassing through a station or between stations; \n(48) “Running Train” means a train which has started under an authority to proceed \nand has not completed its journey; \n(49) “Shunting” means the movement of a vehicle or vehicles with or without an engine \nor of any engine or any other self-propelled vehicle, for the purpose of attaching, \ndetaching or transfer or for any other purpose; \n(50) “Special Instructions” means instructions issued from time to time by the \nauthorised officer in respect to particular cases or special circumstances; \nSR 1.02.(50) Authority to issue Working Rules and Instructions. \n(a) The Chief Operations Manager is authorized to issue Working rules and instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "5 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n(b) Power to issue working rules and instructions is also delegated personally to \nSr. Divisional Operations Manager/Divisional Operations Manager within their \nDivisions and may be re-delegated by them to their Divisional Safety Officers on his \nbehalf personally. No other Officers has authority to issue Working Rules except \nwhen necessary in an emergency and then only in the name of Sr. Divisional \nOperations Manager/ Divisional Operations Manager or Divisional Safety Officer. \n(c) All Working Rules and instructions must be in conformity with the General and \nSubsidiary rules and are equally binding on the staff. \n(d) Working Rules of stations must be sent to the Commissioner of Railway Safety for \napproval before they are brought into use if they involve any matter in which the \nGeneral Rules require the issue of Approved Special Instructions. \n(51) “Station” means any place on a line of railway at which traffic is dealt with, or at \nwhich an authority to proceed is given under the system of working; \n(52) “Station Limits” means the portion of a railway which is under the control of a \nStation Master and is situated between the outermost signals of the station or as \nmay be specified by special instructions; \nSR 1.02.(52) On the double line/Multiple line section, the ‘station limits’ shall be between the \noutermost signals on each line separately. \n(53) “Station Master” means the person on duty who is for the time being responsible \nfor the working of the traffic within station limits, and includes any person who is \nfor the time being in independent charge of the working of any signals and \nresponsible for the working of trains under the system of working in force; \nSR 1.02.(53) Train Despatcher – At certain large stations two Assistant Station Masters are \non duty at a Time. The Assistant station Master entrusted with line clear working and the \ncontrol of Signals for the reception and dispatch of trains, in addition to any other duties that \nmay be allotted to him, is designated ‘Train Despatcher’. At stations at which Train \nDespatcher is provided, the working rules must clearly specify their duties and \nresponsibilities in respect of reception and despatch of trains. \n(54) “Station Section” means that section of station limits- \n(1) at a class ‘B’ station provided with two-aspect signals, which is included - \n(a) on a double line, between the Home signal and the Last Stop signal of \nthe station in either direction ; or \n(b) on a single line- \n(i) between the Shunting Limit Boards or Advanced Starters (if any), \nor \n(ii) between the Home signals, if there are no Shunting Limit Boards \nor Advanced Starters, or \n(iii) between the outermost facing points, if there are no Home signals \nor Shunting Limit Boards or Advanced Starters ;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "6 PRELIMINARY \n________________________________________________________________________________________________________________ \n(2) at a class ‘B’ station, provided with manually operated multiple- aspect or \nmodified lower quadrant signals, which is included- \n(a) on a double line - \n(i) between the outermost facing points and the Last Stop signal of the \nstation in either direction, or \n(ii) between the Block Section Limit Board, where provided, and the \nlast Stop signal of the station in either direction; or \n(b) on a single line – \n(i) between the Shunting Limit Boards or Advanced Starters (if any), \nor \n(ii) between the outermost facing points, if there are no Shunting \nLimit Boards or Advanced Starters; \n(55) “Subsidiary Rule” means a special instruction which is subservient to the General \nRule to which it relates and shall not be at variance with any General Rule; \nSR 1.02.(55)(1) General Rules and Subsidiary Rules- The General Rules apply to all \nRailways. The Subsidiary rules prefixed SR and apply only to North Western Railway. \nSR 1.02.(55)(2) Revision of Rules- The General Rules are issued and are liable to revision by \nthe Government of India (Railway Board) and Subsidiary Rules by the General Manager. \nAuthority to issue SRs is vested with the Chief Operations Manager alone. It is not delegated \nto any other officer. Revisions will be notified by amendment slips. \n(56) “System of Working” means the system adopted for the time being for the working \nof trains on any portion of a railway; \n(57) “Track Circuit” means an electrical circuit provided to detect the presence of a \nvehicle on a portion of track, the rails of the track forming part of the circuit; \n(58) “Train” means an engine with or without vehicles attached, or any self-propelled \nvehicle with or without a trailer, which cannot be readily lifted off the track; \nSR 1.02.(58) Definition of Engines- The following terms are used to designate engines \naccording to the work on which they are employed: \n (a) A train engine is an engine which hauls a running train beyond station limits; \n (b) An advance pilot is an engine which runs in advance of a train as a Safety \nPrecaution; \n (c) An assisting engine is an extra engine attached to a train which is too heavy to \nbe hauled by train engine alone; \n (d) A banking engine is an assisting engine used to help a train up-to a heavy \ngrade, it usually pushes the train; \n (e) A relief engine is an engine sent out in the place of another engine which has \nbroken down, has been damaged or has been derailed, or to bring in vehicle \nwhich through some accidents have been left out side station limits;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "7 PRELIMINARY \n________________________________________________________________________________________________________________ \n \n (f) An attached engine is an engine other than a train, assisting, banking or relief \nengine, attached to train running out side station limits; \n (g) A light engine is an engine running out side station limits without vehicles \nattached; \n (h) A shunting engine or pilot is an engine specially provided for shunting trains or \nvehicles. \n(59) “Train Examiner” means a railway servant duly qualified to examine trains and \ncertify their fitness for safe running and includes any other railway servant who \nmay for the time being be performing the duties of a Train Examiner; \n(60) “Two-Aspect Signalling” means a signalling arrangement in which each signal \ndisplays at any one time either of the two aspects. \n \n1.03. CLASSIFICATION OF STATIONS. - \n \n(1) Stations shall, for the purpose of these rules, be divided into two categories - block \nstations and non-block stations. \n(2) Block stations are those at which the Driver must obtain an authority to proceed \nunder the system of working to enter the block section with his train; and under \nthe Absolute Block System consist of three classes- \nClass ‘A’ stations - where Line Clear may not be given for a train unless the line \non which it is intended to receive the train is clear for at least 400 metres beyond \nthe Home Signal, or upto the Starter; \nClass ‘B’ stations - where Line Clear may be given for a train before the line has \nbeen cleared for the reception of the train within the station section; and \nClass ‘C’ stations - block huts, where Line Clear may not be given for a train, \nunless the whole of the last preceding train has passed complete at least 400 metres \nbeyond the Home signal, and is continuing its journey. This shall also include an \nIntermediate Block Post. \n(3) Non-block stations or Class ‘D’ stations are stopping places which are situated \nbetween two consecutive block stations, and do not form the boundary of any \nblock section. \n \nSR 1.03.(1) Class ‘D’ stations are of two types: \n \n(a) Those at which there is a siding called key siding, known as ‘D.K.’ stations; and \n(b) Those at which there is no siding called flag stations. \n \nSR 1.03.(2) Special Class stations-Definition of any station which is not worked under A, B, \nC or D class conditions is termed as special class station. \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "8 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \n \nCHAPTER II \n \nRULES APPLYING TO RAILWAY SERVANTS GENERALLY \n \n2.01 . SUPPLY OF COPIES OF RULES. - The Railway Administration shall supply - \n(a) a copy of these Rules – \n \n(i) to each station, \n \n(ii) to each locomotive running shed, and \n \n(iii) to such other offices as it may prescribe, \n \n(b) to each railway servant on whom any definite responsibility is placed by the \nsaid rules, a copy of the rules, or of such portions thereof as relate to his \nduties, and \n(c) to any railway servant a copy of these rules or translation of the said rules \nor of such portions thereof as relate to his duties, as may be prescribed by \nspecial instructions. \n \n2.02. UPKEEP OF THE COPY OF RULES. - Each railway servant, who has been \nsupplied with a copy of these rules, as prescribed under rule 2.01 shall - \n(a) keep it posted with all corrections, \n(b) produce the same on demand by any of his superiors, \n(c) obtain a new copy from his superior in case his copy is lost or defaced, and \n(d) ensure that the staff working under him are supplied with all corrections \nand that they also comply with the provisions of this rule.” \n2.03. KNOWLEDGE OF RULES. - Every railway servant shall - \n(a) be conversant with the rules relating to his duties whether supplied or not \nwith a copy or translation of the rules relating to his duties and the Railway \nAdministration shall ensure that he does so, \n(b) pass the prescribed examinations, if any, \n(c) satisfy himself that the staff working under him have complied with clauses \n(a) and (b), and \n(d) if necessary, explain to the staff working under him, the rules so far as these \napply to them. \n \nS . R . 2 . 0 3 . A ll G ua rd s an d D r i ve r s / F i r e m e n - I/ Di e s e l As s i s t a n t/ A s s i s t a n t \nD r i v e r s w h o a r e r e q u i r e d t o w o r k o n A u t o m a t i c S i g n a l l i n g S e c t i o n \ns h a l l b e i m p a r t e d o n e d a y ’ s i n t e n s i v e c o u r s e o n c e i n", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "9 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \nevery six months about the rules pertaining to the Automatic Signalling System and their \nCompetency Certificates issued/renewed in token of their knowledge and proficiency in these \nrules. \n \n These competency certificates should be signed by a Transportation Inspector or \nLoco Inspector. \n A record of such Competency Certificates issued shall be maintained by officer \nincharge / Sr. subordinate incharge of Operating, Mechanical & Electrical Departments \nwhere the respective staff is working. \n No Guard, Driver/ Fireman-I/Diesel Assistant/ Assistant Driver shall be put on duty \non such sections unless he possesses such a certificate. \n \n2.04. ASSISTANCE IN OBSERVANCE OF RULES. - Every railway servant shall \nrender assistance in carrying out these rules and report promptly any breach \nthereof, which may come to his notice, to his superior officer and other authority \nconcerned. \n \n2.05. PREVENTION OF TRESPASS, DAMAGE OR LOSS. - \n(1) Every railway servant is responsible for the security and protection of the \nproperty of the Railway Administration under his charge. \n(2) Every railway servant shall endeavour to prevent - \n(a) trespass on railway premises, \n(b) theft, damage or loss of railway property, \n(c) injury to himself and others, and \n(d) fire in railway premises. \n \n2.06. OBEDIENCE TO RULES AND ORDERS. - Every railway servant shall \npromptly observe and obey - \n(a) all rules and special instructions, and \n(b) all lawful orders given by his superiors. \n \n2.07. ATTENDANCE FOR DUTY. - Every railway servant shall be in attendance for \nduty at such times and places and for such periods as may be fixed in this behalf \nby the Railway Administration and shall also attend at any other time and place \nat which his services may be required. \n \n2.08. ABSENCE FROM DUTY. - \n(1) No railway servant shall, without the permission of his superior, absent \nhimself from duty or alter his appointed hours of attendance or exchange \nduty with any other railway servant or leave his charge of duty unless \nproperly relieved. \n(2) If any railway servant while on duty desires to absent himself from duty on \nthe ground of illness, he shall immediately report the matter to his superior \nand shall not leave his duty until a competent railway servant has been \nplaced in charge thereof.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "10 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \n \nS.R. 2.08(a). A railway servant who absents himself from duty or leaves his station without \npermission, shall be treated as being absent from duty and renders himself \nliable to disciplinary action including dismissal. \n \n(b) A railway servant, who overstays leave without previously having obtained \npermission, shall render himself liable to disciplinary action including \ndismissal. \n2.09 . TAKING ALCOHOLIC DRINK, SEDATIVE, NARCOTIC, STIMULANT \nDRUG OR PREPARATION. - \n(1) While on duty, no railway servant shall, whether he is directly connected \nwith the working of trains or not, be in a state of intoxication or in a state in \nwhich, by reason of is having taken or used any alcoholic drink, sedative, \nnarcotic or stimulant drug or preparation, his capacity to perform his \nduties is impaired. \n(2) No railway servant, directly connected with the working of trains, shall take \nor use any alcoholic drink, sedative, narcotic or stimulant drug or \npreparation within eight hours before the commencement of his duty or \ntake or use any such drink, drug or preparation when on duty. \n \nSR 2.09. Railway Servant found intoxicated. \n(i) Railway servant found in a state of intoxication on Railway premises whether on or off \nduty will be liable to summary dismissal. \n(ii) When any Railway servant is found intoxicated on the Railway premises or suspected to \nbe in a state of intoxication, the evidence of two independent witness and if possible, a \nmedical report regarding his condition should be obtained. Arrangement for his relief \nshould be immediately made and matter reported to the proper authority. \n \n2.10. CONDUCT OF RAILWAY SERVANTS. - A railway servant shall - \n(a) wear the badge and uniform, if prescribed, and be neat and tidy in his \nappearance while on duty, \n(b) be prompt, civil and courteous, \n(c) not solicit or accept illegal gratification, \n(d) give all reasonable assistance and be careful to give correct information to \nthe public, and \n(e) when asked, give his name and designation without hesitation. \n \n2.11. DUTY FOR SECURING SAFETY. - \n(1) Every railway servant shall - \n(a) see that every exertion is made for ensuring the safety of the public, \n(b) promptly report to his superior any occurrence affecting the safe or \nproper working of the railway which may come to his notice, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "11 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \n \n(c) render on demand all possible assistance in the case of an accident or \nobstruction. \n(2) Every railway servant who observes - \n(a) that any signal is defective, \n(b) any obstruction, failure or threatened failure of any part of the way or \nworks, \n(c) anything wrong with a train, or \n(d) any unusual circumstances likely to interfere with the safe running of \ntrains, or the safety of the public, shall take immediate steps, such as \nthe circumstances of the case may demand, to prevent accident; and \nwhere necessary, advise the nearest Station Master by the quickest \npossible means ; \nProvided that in the case of a train having parted, he shall not show a \nStop hand signal but shall endeavour to attract the attention of the \nDriver or Guard by shouting, gesticulating or other means. \n \nS.R. 2.11 Precautions to be taken for working of trains during storm, strong wind and severe \nsand storms – \n(i) When the warning message forecasting cyclone, storm or strong wind \nhas been received from the Meteorological Department and/or there is a \nreasonable doubt that severe storm is going to break out endangering \nthe safety of passengers, trains, etc., the Station Master shall, in \nconsultation with the Guard and the Driver of the train, detain the train \nand also refuse to grant line clear to a train coming to his station until \nstorm abates and he considers movements of trains safe. \n(ii) Should a train be caught on the run in a cyclone, storm or strong wind of \nan intensity which, in the opinion of the Driver, is likely to endanger the \nsafety of the train he shall immediately control the speed of his train and \nbring it to a stop at the first convenient place taking care as far as \npossible to avoid stoppage of the train at places like sharp curves, high \nembankments and bridges (including approaches thereof). In controlling \nthe speed and bringing the train to a halt, the Driver shall stop his train \ncarefully and without a jerk. He shall restart the train in consultation \nwith the Guard only after the cyclone, storm or strong wind abates and it \nis considered safe to proceed. \n(iii) The Guard and the Driver of the train in co-operation with the railway \nstaff travelling in the train shall try to see that doors and windows of the \ncoaches are kept open by the passengers to allow free passage of the \nwind through the coaches.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "12 RULES APPLYING TO RAILWAY SERVANTS GENERALLY \n________________________________________________________________________________________________________________ \n \n(iv) In case of severe sand storms, for prolonged duration, where \naccumulation of sand on the edge of the rail is likely to reach the rail \nheight track patrolling be started by the Civil Engineering Department. \nThe driver of a train on noticing such accumulation of sand shall \nproceed at such restricted speed so as to be able to monitor the location \nof sand accumulation adjacent to rail. He shall advise the next station if \nany unsafe situation is observed. \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "13 SIGNALS \n________________________________________________________________________________________________________________ \n \nCHAPTER III \nSIGNALS \nA. GENERAL PROVISIONS \n \n3.01. GENERAL USE OF SIGNALS .- The signals prescribed in these rules shall be \nused for controlling the movement of trains in all cases in which exceptions are not \nallowed by approved special instructions. \n \n3.02. KINDS OF SIGNALS. - The signals to be used for controlling the movement of \ntrains shall be - \n \n(a) fixed signals, \n(b) hand signals, \n(c) detonating signals, and \n(d) flare signals. \n \n3.03. USE OF NIGHT SIGNALS BY DAY. - The signals prescribed in these rules \nfor use by night shall also be used by day in tunnels and in thick, foggy or \ntempestuous weather impairing visibility. \n \n3.04. PLACING OF SIGNALS AND SIGNAL ARMS; PAINTING OF SIGNAL \nARMS.- \n(1) Fixed signals shall be clearly visible to the Drivers of trains approaching them and \nshall be placed immediately to the left of or above the line to which they refer unless \notherwise authorised by special instructions. \n \n (2) In the case of semaphore signals, signal arms shall be placed on left hand side of \nthe post as seen by the Driver of any approaching train to which they refer. \n \n(3) (a) Except as provided for in clauses (b) and (c), signal arms shall be painted the \nsame colour as the light exhibited in the ‘On’ position with a white bar on the side \nfacing trains to which they refer and white with a black bar on the other side. Such \nbars shall be parallel with the end of the arms. \n(b) In the case of a yellow arm, a black bar shall take the place of the white bar on \nthe side facing trains. \n(c) Calling-on arms shall be painted white with a red bar on the side facing trains to \nwhich they refer, and white with a black bar on the other side. \n \nS.R. 3.04. All signals on a section, in both directions, must be inspected jointly by Sectional \nEngineer (Signal), Transportation Inspector and Loco Inspector both by day and by night at \nleast every quarter, to see whether the signals or their repeaters are clearly visible from the \nadequate distance. A joint report shall be made to the Divisional Railway Manager on the \nresult of such inspection.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "14 SIGNALS \n________________________________________________________________________________________________________________ \n \n \nB. DESCRIPTION OF FIXED SIGNALS \n \n3.05. USE OF FIXED SIGNALS.- \n \n (1) Except under approved special instructions, all railways shall be equipped \nwith fixed signals as prescribed in these rules. \n \n (2) The aspects of a semaphore signal shall be displayed by the position of the \narm by day and by a light or lights by night. \n \n Note : In the illustrations given in this Chapter, which are not drawn to scale, the day \naspects of the semaphore signal is shown by the position of the arm and the night \naspects is shown by the light or lights to the right of the signal concerned. \n \n (3) The aspects of a colour light and position light signal both by day and by \nnight shall be the same and shall be displayed by fixed light or lights. \n \n (4) The arm of a semaphore signal shall work in - \n(a) the lower quadrant in two-aspect signalling, and \n(b) the upper quadrant in manually operated multiple-aspect signalling. \n \n (5) The ‘Off’ position of a semaphore signal shall be displayed by day by the \ninclined position of the arm from 45 degree to 60 degree below the horizontal in case of \ntwo-aspect lower quadrant signals, and 45 degrees or 90 degrees above the horizontal \nin case of multiple-aspect upper quadrant signals. \n \n3.06. DESCRIPTION OF WARNER SIGNALS AND THEIR INDICATIONS.- \n \n (1) A semaphore Warner signal has a fish-tailed arm. \n \n(2) A Warner signal is intended to warn a Driver- \n (a) of the condition of the block section ahead, or \n (b) that he is approaching a Stop signal. \n \n (3) A Warner signal may be placed either - \n(a) on a post by itself with a fixed green light 1.5 to 2 metres above it by \n night, or \n(b) on the same post below the first Stop signal or the last stop signal. \n \n (4) When placed in accordance with clause (b) of sub-rule (3), the variable light \nof the Stop signal shall take the place of the fixed green light of the Warner signal and \nthe mechanical arrangement shall be such that the Warner signal cannot be taken ‘Off’ \nwhile the Stop signal above it is ‘On’. \n \n (5) The aspects and indications of a semaphore Warner signal are shown below:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "15 SIGNALS \n________________________________________________________________________________________________________________ \n \n(a) Semaphore Warner signal in Two-Aspect Signalling Territory - on a post by itself. \n \n ‘On’ Position ‘Off’ position \n \n \n \n \n Aspect: \n \n Proceed with caution Proceed \n \n \n Indication: \n \n Proceed with caution and Proceed. \n be prepared to stop at the \n next Stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "16 SIGNALS \n________________________________________________________________________________________________________________ \n(b) Semaphore Warner signal in Two-Aspect Signalling Territory - below a stop signal. \n ‘On’ Position ‘Off’ Position \n \nAspect : \nStop Proceed with caution Proceed \nIndication : Stop dead Proceed with caution and be \nprepared to stop at the next \nStop signal. \nProceed \n \n(6) The aspects and indications of a Colour light Warner signal are shown below:- \n(a) Colour light Warner signal in Two-Aspect Signalling Territory on a post by itself. \n ‘On’ Position ‘Off’ position \n Aspect: \n Proceed with caution Proceed \n Indication: \n Proceed with caution Proceed. \nand be prepared to stop \n at the next Stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "17 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Colour light Warner signal in Two-Aspect Signalling Territory below a stop signal. \n \n ‘On’ Position ‘Off’ position \n \n \n Aspect: \n Stop Proceed with caution Proceed \n Indication: \n Stop dead Proceed with caution Proceed. \n and be prepared to stop \n at the next Stop signal \n \n(7) A Warner signal with a fixed green light above it by night, on a post by \nitself, shall be located at an adequate distance in rear of the stop signal, the \naspect of which it pre-warns: \n Provided that when such a Warner signal applies to a gate stop signal, \nit shall not display the ‘Proceed’ aspect unless there is adequate distance \nbetween the Gate stop signal and the first stop signal of the station ahead. \nThe adequate distance in such a case shall never be less than 1200 metres. \n(8) Where special circumstances justify the use of an unworked Warner, it shall \nbe secured in the ‘On’ position and not be coupled or duplicated for \ndirecting purposes. \nS.R. 3.06. In case, the distance between the last Stop signal of one station and the first Stop \nsignal of the station ahead is less than 1200 meters, the Warner signal of the previous station \nshall be taken off only when the first Stop signal of the station ahead is in the off position. \n \n3.07. DESCRIPTION OF DISTANT SIGNALS AND THEIR INDICATIONS.- \n \n (1) A semaphore Distant signal has a fish tailed arm. \n(2) The aspects and indications of a semaphore Distant signal working in the \nlower quadrant are shown below –", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "18 SIGNALS \n Semaphore Distant signal in Two-Aspect Signalling Territory \n ‘On’ position ‘Off’ position \n Aspect : \n Caution Proceed \n Indication : \n Proceed and be Proceed \n prepared to stop at \n the next stop signal \nNote: This signal shall be provided only in modified lower quadrant signalling. \n(3) The aspects and indications of a semaphore Distant signal working in the upper quadrant are shown below \n Semaphore Distant signal in Multiple Aspect Signalling Territory \n ‘On’ position ‘Off’ position \n Aspect : Caution Attention Proceed \n \n Indication : \n Proceed and be prepared to Proceed and be Proceed, Block Section ahead is \n stop at the next stop signal prepared to pass clear, train is to pass run through \n next signal at such the station viz Main Line. \n restricted speed as \n may be prescribed by \n special instructions. \n Train is being received \n either on Main line and \n is required to stop at \n the starter signal; or \n on a Loop Line required to \n stop at the starter signal to \n pass on through via loop \n line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "19 SIGNALS \n________________________________________________________________________________________________________________ \n \nNote: The distance between the two yellow light shall be 1.5 metres when this signal \ndisplays ‘Attention’ aspect at night. \n \n(4) The aspects and indications of a Colour light Distant signal are shown below - \n \n Colour light Distant signal in Multiple Aspect Signalling Territory \n \n ‘On’ position ‘Off’ position \n Aspect: \n Caution Attention Proceed \n \n Indication: \n Proceed and be Proceed and be Proceed , Block Section ahead is \n prepared to stop prepared to pass clear, train is to pass run through \n at the next stop Next signal at such the station viz Main Line. \n signal. restricted speed as \n may be prescribed by \n special instructions. \n Train is being received \n either on Main line and \n is required to stop at \n the starter signal; or \n on a Loop Line required to \n stop at the starter signal to \n pass on through via loop line. \n \n(5) A Distant signal shall be located at an adequate distance in rear of the stop signal the aspect of which \nit pre-warns. \n(6) Where necessary more than one Distant signal may be provided. In such a case, the outermost \nsignal, to be located at an adequate distance from the first stop signal, shall be called Distant \nsignal and the other called the Inner Distant signal, with the Distant signal capable of displaying \n‘Attention’ or ‘Proceed’ aspect only. \n(7) Under approved special instructions, a colour light Distant signal may be combined with the last stop \nsignal of a station in rear or with a stop signal protecting a level crossing. When a colour light \nDistant signal is combined with the last stop signal of the station in rear or with a stop signal \nprotecting a level- crossing, arrangements shall be such that the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "20 SIGNALS \n________________________________________________________________________________________________________________ \n \nsignal shall not display a less restrictive aspect than the ‘Stop’ aspect till Line Clear \nhas been obtained from the station ahead in the former case and until the level \ncrossing gates have been closed and locked for the passage of trains in the latter case. \n \nS.R. 3.07 (1) The ‘adequate distance’ referred to in sub-paras (5) & (6) of GR 3.07 will \nmean full braking distance for the fastest train operating on the section, \nexcept where authorised otherwise by special instructions. \nS.R.3.07 (2) ‘Attention’ aspect of Distant signal will signify “Proceed- prepare to pass the \nnext signal at restricted speed”. \nS.R.3.07 (3) In accordance with GR 3.07(6), in multiple aspect colour light signalling \nterritory more than one Distant signal, i.e. Distant and Inner Distant Signal, \nmay be provided, where necessary. \n The first Distant signal encountered by the Driver shall be called Distant \nSignal and the Second Distant signal shall be called Inner Distant Signal. \nThe Inner Distant signal shall generally be located 1000 meters ahead \nand the Distant Signal 2000 meters ahead of the first stop signal. Under this \narrangement provision of a Warning Board is eliminated. \n \n The aspects of the signals, will be understood as under:- \n Distant Inner Home Starter Advanced \n Distant Starter \n \n1. To stop at Home Double Yellow Red - - \n Yellow \n \n2. To stop at loop line Double Double Yellow with - - \nstarter or pass via loop Yellow Yellow route indicator \n \n3. To stop at main line Starter Green Double Yellow Red - \n Yellow \n4. To run through main line Green Green Green Green - \n \n \n3.08. DESCRIPTION OF STOP SIGNALS AND THEIR INDICATIONS. - \n \n (1) A semaphore stop signal has a square ended arm.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "21 SIGNALS \n________________________________________________________________________________________________________________\n \n(2) The aspects and the indications of a semaphore stop signal working in the lower \nquadrant are shown below:- \n \n \nSemaphore Stop signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n Aspect: \n \n Stop Proceed \n \n Indication: \n \n Stop dead Proceed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "22 SIGNALS \n________________________________________________________________________________________________________________ \n(3) The aspects and the indications of a semaphore stop signal working in the upper \nquadrant are shown below:- \n \nSemaphore stop signal in Multiple Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n \n \n \n Aspect: \n \n Stop Caution Proceed \n \n Indication: \n \n Stop dead Proceed and be Proceed. \n Prepared to stop \n at the next stop \n signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 40, + "text": "23 SIGNALS \n________________________________________________________________________________________________________________ \n \n(4) The aspects and the indications of a colour light stop signal are shown below:- \n \n(a) Colour Light Stop Signal in Two-Aspect Signalling Territory. \n ‘On’ position ‘Off’ position \n Aspect: \n \n Stop Proceed \n \n Indication: \n \n Stop dead Proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 41, + "text": "24 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Colour Light Stop Signal in Multiple Three-Aspect Signalling Territory . \n \n ‘On’ position ‘Off’ position \n \n \n \n Aspect: \n \n Stop Caution Proceed \n \n Indication: \n \n Stop dead Proceed and Proceed. \n be prepared to \n stop at the next \n stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 42, + "text": "25 SIGNALS \n________________________________________________________________________________________________________________ \n \n(c) Colour light Stop Signal in Multiple Four-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n \n \n Aspect: \n \n Stop Caution Attention Proceed \n \n Indication: \n Stop dead Proceed and be Proceed and be Proceed \n Prepared to stop prepared to pass \n at the next stop next signal at such \n Signal. restricted speed as \n may be prescribed by \n special instructions. \n \n3.09. KINDS OF FIXED STOP SIGNALS FOR APPROACHING TRAINS. - \n \n(1) The Stop signals which control the movement of trains approaching a station \nare of three kinds, namely - Outer, Home and Routing signals. \n(2) The Outer signal, where provided, is the first Stop signal of a station and is \nlocated at an adequate distance outside the point upto which the line may be \nobstructed after Line Clear has been granted to or obtained by the station in rear. \n(3) The Home signal is the first Stop signal of a station at which an Outer signal is not \nprovided and the second Stop signal of a station at which an Outer signal is \nprovided. It shall be located outside all connections on the line to which it refers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 43, + "text": "26 SIGNALS \n________________________________________________________________________________________________________________ \n(4) The Routing signal is a signal used to indicate to a driver which of two or more \ndiverging routes is set for him, when the Home signal is, in consequence of its \nposition, inconvenient for this purpose. \nS.R. 3.09. In case of multiple aspect signalling, the Home signal shall be located at an \nadequate distance from a point up to which the line may be obstructed after Line Clear has \nbeen granted to or obtained by the station in rear. \n \n3.10. KINDS OF FIXED STOP SIGNALS FOR DEPARTING TRAINS. - \n \n(1) The Stop signals which control the movement of trains leaving a station are of two \nkinds, namely - Starter and Advanced Starter. \n(2) When a train leaving a station is guided by only one starting signal, it is the last \nStop signal of a station and is called the Starter. \n(3) When a train leaving a station is guided by more than one Starter signal, the \noutermost starting signal is the last Stop signal of the station and is called the \nAdvanced Starter. \n(4) The Starter, where only one such signal is provided, or the Advanced Starter, \nshall be fixed at the limit, beyond which no train may pass, unless the Driver is \ngiven the authority to proceed required under the system of working, and shall \nbe placed outside all connections on the line to which it refers except where \notherwise allowed by approved special instructions. Shunting operations \nbeyond this limit shall be carried out only in accordance with special instructions. \n(5) where an Advance Starter is provided, the Starter referring to any line shall be \nplaced so as to protect the first facing points or fouling mark of the connections \nto another running line. \nS.R. 3.10. At a ‘C’ class station, Home Signal is also the Last Stop Signal. \n \n3.11. INTERMEDIATE BLOCK STOP SIGNAL. – \n \nIntermediate Block signal is the Home signal provided at an Intermediate Block Post. \n \n3.12. KINDS OF FIXED STOP SIGNALS IN AUTOMATIC BLOCK TERRITORIES.- \n \n(1) Stop signals in Automatic Block territory shall be colour light signals and may be \nof the following kinds – \n(a) an Automatic stop signal which is not dependent upon manual operation \nbut is controlled automatically by the passage of a train into, through and \nout of the automatic block signalling section; \n(b) a Semi-Automatic Stop signal which is capable of being operated either \nas an Automatic stop signal or as a Manual Stop signal, as required;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 44, + "text": "27 SIGNALS \n________________________________________________________________________________________________________________ \n(i) when a Semi-Automatic stop signal works as an Automatic Stop signal, \nit assumes ‘On’ and ‘Off’ aspects automatically according to the \ncondition of the automatic block signalling sections ahead; \n(ii) when a semi-Automatic Stop signal works as a Manual Stop signal, it \nassumes ‘On’ aspect automatically on the occupation of the \nautomatic block signalling section ahead, but assumes ‘Off’ aspect \nwhen operated manually, provided the relevant automatic block \nsignalling sections ahead are clear; \n(iii) When a Semi-Automatic stop Signal works as an Automatic Stop signal, \nthe ‘A’ marker provided under the signal is illuminated. When the ‘A’ \nmarker is extinguished, the signal shall be deemed to work as a Manual \nStop signal; and \n(ba) a Modified Semi-Automatic Stop signal by converting one of the Automatic stop \nsignal in mid-section under special instructions; when the ‘A’ marker is illuminated \nthe signal works as Automatic stop signal, and when the ‘A’ marker is extinguished \nit works as modified Semi-Automatic stop signal and assumes ‘off’ aspect \nautomatically or is taken ‘off’ manually as required; and \n(c) a Manual stop signal operated manually and which cannot work as an \nAutomatic or a Semi-Automatic stop signal. \n(2) Colour light signals in Automatic Block territory shall be three-aspect or four-\naspect. \n \n3.13. CALLING-ON SIGNALS. - \n \n(1) A Calling-on signal is a subsidiary signal which has no independent aspect in the \n‘On’ position and shall be – \n(a) a short square ended semaphore arm, or \n(b) a miniature colour light provided with a ‘C’ marker. \n \n(2) A Calling-on signal, where provided, shall be fixed below a Stop signal governing \nthe approach of a train. Under approved special instructions, a Calling-on signal \nmay be provided below any other Stop signal except the last Stop signal. \n(3) A Calling-on signal, when taken ‘Off’, calls on the Driver of a train to draw \nahead with caution, after the train has been brought to a stop even though the \nStop signal above is at ‘On’ and indicates to the Driver that he should be \nprepared to stop short of any obstruction. \n(4) A Calling-on signal shall show no light in the ‘On’ position.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 45, + "text": "28 SIGNALS \n________________________________________________________________________________________________________________\n \n(5) The aspects and indications of a semaphore Calling-on signal are shown below:- \n \n (a) Miniature Semaphore arm type Calling-on signal in Two-Aspect Signalling \nTerritory. \n \n \n \n ‘On’ position ‘Off’ position \n \n Aspect : \nProceed slow \n \nDriver shall obey the \naspect of the Stop Signal. \nIndication : \nStop and then draw \nahead with caution \nand be prepared to \nstop short of any \nobstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 46, + "text": "29 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Miniature Semaphore arm type Calling-on signal in Multiple-Aspect \nSignalling Territory. \n \n \n ‘On’ position ‘Off’ position \n \n Aspect: \nProceed slow \n \nDriver shall obey the \naspect of the Stop Signal. \nIndication : \nStop and then draw \nahead with the \ncaution and be \nprepared to stop short \nof any obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 47, + "text": "30 SIGNALS \n________________________________________________________________________________________________________________ \n \n(6) The aspects and indications of colour light type Calling-on signal are shown below: - \n \n (a) Colour light type Calling-on signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n \n \n Aspect: \nProceed slow \n \nDriver shall obey the \naspect of the Stop Signal. \nIndication : \nStop and then draw \nahead with caution \nand be prepared to \nstop short of any \nobstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 48, + "text": "31 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Colour light type Calling-on signal in Multiple - Aspect signalling territory. \n \n ‘On’ position ‘Off’ position \n Aspect : \nProceed slow \n \nDriver shall obey the \naspect of the Stop \nsignal. \nIndication : \nStop and then draw \nahead with caution \nand be prepared to \nstop short of any \nobstruction. \n \nS.R. 3.13. A Calling-on Signal shall detect all the points in the route, which the main signal \nabove it detects excluding the overlap. This is applicable to both Single and Double Line \nSections. There shall be no need for Piloting of trains in case of lowering of Calling-on \nSignal. \n \n3.14. SHUNT SIGNALS. - \n(1) (a) A Shunt signal is a subsidiary signal and shall be either - \n (i) a white disc with a red bar across it, or \n (ii) a position light signal. \n(b) under special instructions, a shunt signal may be a miniature semaphore arm. \n(2) Shunt signals control shunting movements.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 49, + "text": "32 SIGNALS \n________________________________________________________________________________________________________________ \n \n(3) A Shunt signal may be placed on a post by itself or below a Stop signal other \nthan the first stop signal of a station. \n(4) More than one Shunt signal may be placed on the same post and when so placed \nthe topmost shunt signal shall apply to the extreme left hand line and the \nsecond shunt signal from the top shall apply to the next line from the left and so \non. \n(5) When a Shunt signal is taken ‘Off’, it authorises the Driver to draw ahead with \ncaution for shunting purposes although stop signal, if any, above it is at ‘On’. \n(6) When a Shunt signal is placed below a Stop signal, it shall show no light in the \n‘On’ position. \n(7) In case Shunt signals are not provided, hand signals may be used for shunting. \n(8) The aspects and indications of a disc type shunt signal are shown below: - \n \n(a) Disc type Shunt signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n \n Stop Proceed slow \n Indication : \n Stop dead Proceed with caution for Shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 50, + "text": "33 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n(b) Disc type Shunt signal in Multiple-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Stop Proceed slow \n Indication : \n Stop dead Proceed with caution \nfor shunting \n \n \n(9) The aspects and indications of a position light type Shunt signal are shown below: - \n \nPosition light type Shunt signal in Two-Aspect or Multiple-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Stop Proceed slow \nIndication : \n Stop dead Proceed with caution for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 51, + "text": "34 SIGNALS \n________________________________________________________________________________________________________________ \n \n(10)The aspects and indications of a semaphore arm type Shunt signal are shown below:- \n \n(a) Miniature semaphore arm type Shunt signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Stop Proceed slow \nIndication : \n Stop dead Proceed with caution for shunting \n \n(b) Miniature Semaphore Arm type Shunt signal in Multiple-Aspect Signalling \nTerritory. \n ‘On’ position ‘Off’ position \n \n Aspect : \n Stop Proceed slow \nIndication : \n Stop dead Proceed with caution for shunting", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 52, + "text": "35 SIGNALS \n________________________________________________________________________________________________________________ \nS.R. 3.14. (1) Shunting permitted indicators are not signals but appliances, which work in \nconjunction with stop signals and are provided for shunting movement in either direction in \nthe non-interlocked portion of a yard after being isolated from the interlocked portion. \n \nS.R. 3.14. (2) Shunting Permitted Indicators or free shunting zone indicators are provided \nwith mark ‘SPI’ or ‘F’ and shows miniature white light in ‘OFF’ position for permitting \nshunting in both direction. These are provided for shunting movement in either direction in \nthe non-interlocked portion of a yard after being isolated from the interlocked portion. \n \n3.15. CO-ACTING SIGNALS. – \n \n(1) Co-acting signals are duplicate signals fixed below ordinary signals and are \nprovided where, in consequence of the height of the signal post, or of their being \nan over-bridge or other obstacle, the main arm or light is not in view of the \nDriver during the whole time that he is approaching it. \n(2) Co-acting signals shall be fitted at such height that either the main arm or light or \nthe Co-acting arm or light is always visible. \n3.16. REPEATING SIGNALS. – \n \n(1) A signal placed in rear of a fixed signal for the purpose of repeating to the \nDriver of an approaching train the aspects of the fixed signal in advance is \ncalled a Repeating signal. \n(2) A Repeating signal shall be provided with an ‘R’ marker and shall be of - \n (a) banner type, or \n (b) a square ended semaphore arm, or \n (c) a Colour light signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 53, + "text": "36 SIGNALS \n________________________________________________________________________________________________________________ \n \n(3) The aspects and indications of a banner type Repeating signal are shown below: - \nBanner type Repeating signal in Two-Aspect Signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Signal ‘On’ Signal ‘Off’ \nIndication : \n Signals which it \nrepeats is at ‘on’ \nSignals which it \nrepeats is ‘off’ \n \n \n(4) The aspects and indications of a semaphore arm type Repeating signal are shown \nbelow:- \nSemaphore arm type Repeating Signal in Two-Aspect signalling Territory. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Signal ‘On’ Signal ‘Off’ \nIndication : \n Signal which it \n repeats is at ‘On’. \n Signal which it \n repeats is ‘Off’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 54, + "text": "37 SIGNALS \n________________________________________________________________________________________________________________ \n \n(5) The aspects and indications of a Colour light type Repeating signal are shown \nbelow:- \nColour light type Repeating signal. \n \n ‘On’ position ‘Off’ position \n \n Aspect : \n Signal ‘On’ Signal ‘Off’ \nIndication : \n Signal which it \nrepeats is at ‘On’. \nSignal which it repeats is \n‘Off’. \n \nS.R. 3.16 (i) A common Repeating signal may be provided for a group of Home signals on \nthe same bracket post and the Repeater will show the ‘On’ aspect, if all the Home \nsignals are showing the ‘On’ aspect and the ‘Off’ aspect, if any one of them is \nshowing the ‘Off’ aspect. \n(ii) More than one Repeating signal may be provided for one signal, when so warranted \nby local conditions. \n(iii) The ‘On’ aspect of a Repeating signal signifies ‘Proceed with Caution’ and the \n‘Off’ aspect of the Repeating signal signifies ‘Proceed’, the Stop signal the aspect of \nwhich it repeats is ‘Off’. \n (iv) A colour light Repeating signal will show ‘blank’ aspect in track circuited territory \nin the event of the track between the Repeating signal and the signal the aspect of \nwhich it repeats is obstructed. \n \n3.17. DISTINGUISHING MARKERS AND SIGNS FOR SIGNALS. - \n \n(1) Where necessary, signals shall be distinguished by prescribed markers. Such \nmarkers shall be fixed on the signal posts below the signals as under.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 55, + "text": "A \n \n38 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n Appearance Provided on Description \n \nAutomatic Stop \nSignal Letter ‘A’ in black on white circular disc. \nSemi-Automatic Stop \nSignal \nWhite illuminated letter ‘A’ against black \nback ground when working as an automatic \nstop signal, and letter ‘A’ extinguished when \nworking as a manual stop signal. \n \n \n \nColour Light Distant \nor Warner signal on \na post by itself. \n \n \nLetter ‘P’ in black on white circular disc. \n \n \n \n \nNote: Where a Colour Light Distant signal is combined with a \nlast stop signal as provided for under sub-rule (7) of rule 3.07, \nthe marker shall be dispensed with. \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n A \nP", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 56, + "text": "39 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n \nIntermediate Block \nStop signal. Letter ‘IB’ in black on white circular disc. \nCalling-on signal Letter ‘C’ in black on white circular disc. \nRepeating signal in \nsemaphore \nsignalling territory. \nLetter ‘R’ in black on white circular disc. \n \n \nRepeating signal in \ncolour light \nSignalling territory. \nWhite illuminated letter ‘R’ against black \nbackground. \n \n \n \n \n \n Gate Stop Signal Letter ‘G’ in black on \n yellow circular disc. \n \n \n \n \n \nIB \nC \n R \n G \nR", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 57, + "text": "40 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n \n \n \n Gate Stop signal Letter ‘G’ in black on \n in Automatic Block yellow circular disc and \n territory. white illuminated letter \n ‘A’ against black back- \n ground. \n \n \nNote: Letter ‘A’ shall be ‘lit’ only when the Gates are closed and locked against road \n traffic. \n \n(2) Where necessary, signal arms shall be distinguished by prescribed signs as under:- \n \n Appearance \n \n \n \n \n \n \n \nProvided on Description \n \n \n \n \nApproach Stop signal for \nGoods running lines only. \n \n \n \n \nOne black ring on \nsemaphore arm. \n \nApproach stop signal for \nDock platform. \n \nLetter ‘D’ in black on \nsemaphore arm. \nG A", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 58, + "text": "41 SIGNALS \n________________________________________________________________________________________________________________ \n \n(3) Other distinguishing markers or signs may be used with the approval of the \nRailway Board. \n \n3.18. SIGNALS OUT OF USE. - \n(1) When a fixed signal is not in use, it shall be distinguished by two crossed bars, \neach bar being not less than 1 metre long and 10 centimetres wide, as illustrated \nbelow :- \n \n \n(2) A Semaphore or Disc signal when not in use shall be kept fixed in the ‘On’ \nposition. \n(3) Signals not in use shall not be lit. \n \n3.19. PLACING OF STOP SIGNALS AT DIVERGING JUNCTIONS. - \n \n Unless otherwise permitted by approved special instructions, where two or more \nlines diverge, the signals shall be fixed on a bracket post or an approved type of route \nindicator shall be provided instead of separate signals. \n \n Provided that for speed up to 75 kilometres per hour with manually operated \nmultiple aspect signals, only a single arm Home signal may be provided instead of \nseparate signals on a bracket post or a route indicator. The facing points must be \nprovided with point indicators. \n \n3.20. PLACING OF STOP SIGNALS AT CONVERGING JUNCTIONS. - Unless \notherwise permitted by approved special instructions, where two or more lines \nconverge, signals shall be placed on separate posts. Where the number of signals is \nconsiderable, these may be provided on a bracket post or a signal bridge or gantry. \n \n3.21. SIGNALS ON BRACKET POST OR SIGNAL BRIDGE OR GANTRY. - Where \nsignals are placed on a bracket post or a Signal bridge or a gantry, these shall be - \n \n(a) so grouped that the respective signals are easily distinguishable for each \nrunning line and are placed as nearly as possible over the running lines to which \nthey refer, \n(b) so placed that the signal referring to the main line is higher than the signal or \nsignals referring to the other running line or lines, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 59, + "text": "42 SIGNALS \n________________________________________________________________________________________________________________ \n \n(c) so arranged that the extreme left hand signal refers to the extreme left hand line \nand the second signal from the left refers to the next line from the left and so on. \nS.R. 3.21. (a) The main line signals shall be placed at the same level as other signals, where \nthe speed of running through trains over the straight line is permanently restricted to 15 \nKMPH. The warner Signal, if provided, shall be fixed in the ‘ON’ position. \n(b) Where the permanent speed restriction is higher than 15 KMPH, the main line signal may \nbe placed at higher level but restricted speed shall be notified in the working Time Table and \nnecessary speed indicators erected. \n(c) When there is any speed restriction of 15 KMPH or below in yard, the Home signal \nindication in MAUQ or MACL territory should correspond to ‘ Proceed with Caution’. \n \n3.22. PLACING OF MORE THAN ONE SIGNAL ON THE SAME POST. - \n(1) Not more than one signal referring to trains moving in the same direction, whether \non the same line or on separate lines, shall be placed on the same post, except - \n(a) as prescribed in these rules for Calling-on, Shunt, Co-acting and Warner \nsignals, or \n(b) under approved special instructions. \n \n(2) Where under approved special instructions more than one signal is placed on the \nsame post, the topmost signal shall apply to the extreme left hand diverging line \nand the second signal from the top shall apply to the next line from the left and \nso on. \nProvided that in exceptional cases, where two Home signals are placed on \nthe same post, under approved special instructions, the top signal shall apply to the \nmain line and the lower signal shall apply to the other lines. \n \n3.23. ELECTRIC REPEATER. - The arm and light of any fixed signal which cannot \nbe seen from the place from which the signal is worked shall be repeated to such \nplace by means of an efficient electric repeater. \n \nS.R. 3.2.3 Failure of Electric Repeater- In case of failure of electric repeater, the signal to \nwhich it refers should be taken as defective unless it can be ascertained by visual observation \nfrom a nearby convenient place that the arm or indication of signal is clearly visible. \n \n3.24. BACK-LIGHTS.- \n(1) Every semaphore or disc signal, the light of which cannot be seen from the place \nfrom which the signal is worked, shall be provided with a back-light to indicate \nwhether the signal light is burning or not. \n(2) Back-lights of signals shall show a small white light when ‘On’, and no light at all \nin any other position.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 60, + "text": "43 SIGNALS \n________________________________________________________________________________________________________________ \n \n(3) Any fixed light used in conjunction with a semaphore signal shall show a back -\nlight. \n(4) Back-lights may not be provided when alternative arrangements are made at the \nplace from which the signal is worked to indicate whether signal lights are burning \nor not. \nC. EQUIPMENT OF SIGNALS \n \n3.25. OBLIGATION TO PROVIDE FIXED SIGNALS AT STATIONS. - Fixed signals \nprescribed in this sub-chapter shall be provided at every station, except – \n(a) at stations between which trains are worked on the One Train Only System, and \n(b) at stations which are exempted from the provision of signals under approved \nspecial instructions. \n \n3.26. COMMISSIONING OF FIXED SIGNALS. - Fixed signals shall not be brought \ninto use until they have been passed by the Commissioner of Railway Safety as \nbeing sufficient to secure the safe working of trains. \nS.R. 3.26.(1) No new signal shall be brought into use until it has also been inspected jointly \nby a Sighting Committee consisting of Transportation Inspector, Loco Inspector and SSE \n(Signal). The sighting should be done from the Footplate of an engine. The signal should be \nvisible from an adequate distance both by day and night. \nS.R. 3.26. (2) Precautions when a signal is shifted or a new signal is brought into use – \nIn case of commissioning of a new signal including IBS and Gate signal or shifting of \nexisting signal, Caution Order should be issued drawing the attention of the Loco Pilots for a \nperiod of 90 days with specific location of new signals kilometer wise and orientation wise \n(i.e. Left Hand Side or Right Hand Side)and entry to that effect be made by Lobby Supervisor \nin the register/order book /computer kept in the crew booking lobbies. \n(Ref: Railway Board’s letter no. 2017/Safety (DM)/7/25 Pt.-4 dated 13.02.19) \n3.27. MINIMUM EQUIPMENT OF FIXED SIGNALS AT STATIONS PROVIDED \nWITH MANUALLY OPERATED MULTIPLE-ASPECT SIGNALLING.- The \nminimum equipment of fixed signals to be provided for each direction shall be as \nfollows - \n(a) at class ‘B’ stations -- a Distant, a Home and a Starter, and \n(b) at class ‘C’ stations -- a Distant and a Home. \n \n3.28. MINIMUM EQUIPMENT OF FIXED SIGNALS AT STATIONS PROVIDED \nWITH MODIFIED LOWER QUADRANT SIGNALLING.- Modified lower quadrant \nsignalling may be introduced only where it is expressly sanctioned by a special \norder of the Railway Board. The minimum equipment of fixed signals to be provided \nfor each direction shall be as follows - \n \n(a) at class ‘B’ stations -- a Distant, a Home, a Warner below the Main Home, and \n a Starter, and \n(b) at class ‘C’ stations -- a Distant and a Home.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 61, + "text": "44 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.29. MINIMUM EQUIPMENT OF FIXED SIGNALS AT OTHER STATIONS \nPROVIDED WITH TWO-ASPECTS SIGNALLING. - The minimum equipment of \nfixed signals to be provided for each direction shall be as follows - \n(a) at class ‘A’ stations -- a Warner, a Home and a Starter, \n(b) at class ‘B’ stations- \n on a single line -- an Outer and a Home, \n on a double line -- an Outer, a Home and a Starter, and \nboth on a single and a double line a Warner shall be \nprovided in accordance with Rule 3.06, if trains run \nthrough at a speed exceeding 50 kilometres an hour \nwithout stopping, and \n(c) at class ‘C’ stations -- a Warner and a Home. \n3.30. ADDITIONAL FIXED SIGNALS AT STATIONS GENERALLY. - In addition \nto the minimum equipment of signals prescribed in Rules 3.27, 3.28, 3.29 and 3.32 \nsuch other fixed signals shall be provided at every station as may be necessary for \nthe safe working of trains. \n \n3.31. SIGNALS AT CLASS ‘D’ STATIONS. - At a class ‘D’ station, a train may be \nstopped in such manner as may be authorised by special instructions. \n \n3.32. PROVISION OF AN ADVANCED STARTER, SHUNTING LIMIT BOARD \nOR BLOCK SECTION LIMIT BOARD. - \n \n(1) On a single line class ‘B’ station worked on the Absolute Block System, if the \nobstructing of the line outside the Home signal or the outermost facing points in the \ndirection of an approaching train is permitted under special instructions under rule \n8.09, a Shunting Limit Board or an Advanced Starter shall be placed at such shunting \ndistance from the Home signal or the Outer most facing points as local conditions \nmay require, provided the distance between the Shunting Limit Board (bearing the \nwords ‘Shunting Limit’ on the side which faces the station, and fitted with a lamp \nshowing a white light in both directions to mark its position by night) or the Advanced \nStarter and the opposing first Stop signal is never less than 400 meters in the two-\naspect signalling territory and 180 meters in the multiple aspect or modified lower \nquadrant signalling territory. The location of such board or Advanced Starter shall \nmark the limit upto which shunting may be permitted. \n \n(2) On a double line class ‘B’ station worked on Absolute Block System equipped with \nmultiple-aspect or modified lower quadrant signalling and where there are no points or \nthe outermost points at the approaching end are trailing, a Block Section Limit Board \n(bearing the words ‘Block Section Limit’ on the side which faces the station and fitted \nwith a lamp showing white light in both directions to mark its position by night) shall \nbe provided. It shall be placed at a distance of not less than 180 meters in advance of \nthe Home signal and shall protect the fouling mark of the outermost trailing points, if \nany. The location of such board shall mark the limit of the block section at such stations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 62, + "text": "SIGNALS 45 \n \n3.33. EXCEPTIONS TO RULES 3.27, 3.28, 3.29 AND 3.32- Not withstanding \nanything contained in Rules 3.27, 3.28, 3.29 and 3.32.- \n(a) If the station has only one connection off the main line, the station shall \nbe worked in accordance with approved special instructions; \n(b) On any section where traffic is light and speed slow, one Stop signal \nonly in each direction may be provided at each station; Such signal \nto be located at an adequate distance outside the outermost facing \npoints of the station and trains worked in accordance with approved \nspecial instructions; and \n(c) on any railway having very light traffic, all signals may be dispensed \nwith and the trains worked under approved special instructions; \nProvided that at stations with manually operated multiple aspect \nsignals where the speed of trains through a station does not exceed 50 \nKilometres per hour, a Distant signal and a Home signal only may \nbe provided in each direction under approved special instructions. \n3.34. FIXED SIGNALS AT LEVEL CROSSINGS. - \n(1) Unless exempted under approved special instructions, every level crossing \ngate which closes across the line at a level crossing shall, except when \ninterlocked with station signals, be provided with signals fixed at an \nadequate distance from the level crossing showing Stop aspects in both Up \nand Down directions when the gates are open for the passage of road traffic. \n(2) Except where otherwise prohibited under special instructions, a ‘G’ \nmarker shall be provided on a gate Stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 63, + "text": "SIGNALS 45A \n \n3.35. PROTECTION AND WORKING OF POINTS OF OUT-LYING \nSIDINGS.- Where there are points in the main line at a place which is not \na block station, provision for the protection of such points, by signals or \notherwise, and for working them, shall be made in order to secure the \nsafe working of trains, as laid down under approved special instructions. \nS.R. 3.35. (1) Fixed Signals and indicators at points of outlying sidings – \n(a) When siding points situated outside block station limits are so equipped that \ntrains are permitted to run through in the facing direction at the maximum \npermissible speed of the section, a stop signal shall be provided adjacent to the \npoint and Warner signal or a Warning Board at an adequate braking distance in \nthe rear. The signal shall normally remain in the ‘OFF’ position with the \napproval of the CRS. The points shall, in such cases, be controlled through the \nBlock System in force i.e. by token, staff key, tablet, etc. \n(b) Where speed restriction has been imposed on account of facing points of an \noutlying siding, an ‘S’ marker should be fixed at the points in addition to the \nspeed and caution boards fixed in the rear of the points. Where, however, the \nsanctioned speed of the section does not exceed 50 KMPH, the speed indicator \nand ‘S’ marker need not be provided except where the speed over the points is \nless than the sanctioned speed of the section. \n(c) The ‘S’ Marker shall be a yellow disc 900 mm in diameter on which the letter \n‘S’ 300 mm in height shall be painted in black; the centre of the disc shall be \n2150 mm above rail level.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 64, + "text": "46 SIGNALS \n \nS.R. 3.35 (2) Operation of points of out lying siding – The mode of working outlying \npoints shall be prescribed in the working rules of the stations controlling such points. \nGuards who have to perform shunting in such sidings shall be responsible for \nstudying the relevant working rules and give an assurance to this effect. \nD. WORKING OF SIGNALS AND POINTS. \n3.36. FIXED SIGNALS GENERALLY.- \n(1) Every fixed signal shall be so constructed that, in case of failure of any part \nof its connections, it shall remain at, or return to its most restrictive aspect. \n(2) A signal which has been taken ‘Off’ for the passage of the train shall not be \nplaced ‘On’ until the whole of the train which it controls has passed it, \nexcept- \n(a) in case of emergency to avert an accident, or \n(aa) where Starter and Advanced Starter taken ‘off’ for departing trains \nthat is trains starting from station after coming to stop are required to \nbe put back for the purpose of movement of another train for \nprecedence or crossing shall be put back only after taking following \nprecautions:- \n(i) relevant Starter and Advanced Starter may be replaced to ‘on’ \nposition and thereafter the Loco Pilot of the train for which the \nsignals had been taken ‘off’ shall be advised by on-duty Station \nMaster through a secured means of communication, specified \nunder special instructions or where secured means of \ncommunication are not available, through a written memo to the \neffect that the said signals have been replaced to ‘on’ and that the \nLoco Pilot shall not start;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 65, + "text": "46 A SIGNALS \n \n(ii) till the Loco Pilot has been advised through secured means of \ncommunication referred to in sub-clause (i) or through a written \nmemo and his acknowledgement received, the route set shall not be \naltered except to avert an accident, or \n(b) where arrangement is provided to restore the signal to ‘On’ \nautomatically, the control operating the signal shall not be restored to \nits normal position till the whole of the train has passed it. \n(3) No fixed signal within station limits shall be taken ‘Off’ without the \npermission of the Station Master, and in the case of signal outside the \nstation limits without the permission of such person as may for the time \nbeing be in independent charge of the working of such signal. \n \nS.R.3.36. (1) A fixed signal, confirming closure of a Gate, should not be taken off for a \ntrain, more than 10 minutes before the train is due or such later time as prescribed \nunder special instructions. \nS.R.3.36 (2) The taking off of a signal for a train is to be considered a danger signal \nfor all other movements which are liable to foul any part of the line over which the \ntrain is to run. \nS.R.3.36 (3) (a) If in an emergency, a signal has to be put back to the ‘ON’ position \nbefore the movement of the train for which it was taken ‘OFF’ no points or lock levers \nshall be moved until train has come to stand except to prevent accident. The \nemergency referred to GR 3.36 (2)(a) shall be deemed to exist when accident is to be \naverted. \n(b) At station where points and signals are interlocked a fixed signal which has been \ntaken ‘OFF’ for a train movement shall not except in an emergency, be put back to \n‘ON’ until the movement has been completed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 66, + "text": "47 SIGNALS \n________________________________________________________________________________________________________________ \n(c) In case starters and advance starters taken ‘OFF’ for departing trains (i.e. trains starting from \nstation after coming to stop) are required to be put back for purpose of movement of another \ntrain (precedence or crossing) the following precautions must be taken:- \n(i) A route once initiated and signal cleared for the passage of a train should not be altered in the \nnormal course. \n(ii) Relevant starter and Advance starter should be replaced to ‘ON’ position. Then the driver of \nthe train for which the signal had been taken ‘OFF’ should be advised immediately on VHF set \nand simultaneously by a written memo to this effect that his signal has been replaced to ‘ON’ \nand he should not start. His written acknowledgement to this effect should be obtained on the \noffice copy of the memo with clear signature. \n(iii) In case where such alterations are unavoidable due to emergency/operational exigencies till the \ndriver has been advised in writing and his acknowledgment received the route set should not be \naltered except to avert any accident. ASM should change the route only after advising the Loco \nPilot and get his confirmation that the Loco Pilot that earlier initiated route for his train is \nbeing cancelled/altered. ASM shall make entry to this effect along with the name of the Loco \nPilot, train number and Loco number in the TSR.ASM should advise the Loco Pilot either by a \nwritten memo and get it acknowledged or on walkie-talkie with ASM private number and \ngetting Loco Pilot’s confirmation as above ensuring that only the concerned Loco Pilot has \nbeen advised. \n(iv) In case of train is stopped after passing signal, route shall not be changed by the ASM till \nacknowledgement on written memo is obtained from the concerned Loco Pilot and the route \nwill be cancelled as per laid down procedure in SWR. \n(d) On single line section, where a Tangible authority has been delivered to the driver, the same \nshould also be withdrawn from him. \n \nS.R.3.36.(4) Position of signal arm to correspond with the position of corresponding lever- \nExcept in the following cases the position of a signal arm must always correspond with the position of \nthe lever operating it and if this is not so the signal concerned shall be treated as defective:- \n(i) When a slotted signal is restored to the ‘ON’ position by returning the slot or slots. \n(ii) When, at a non-interlocked station an outer signal fitted with a detacher returns to the ‘ON’ \nposition as a result of the Home Signal being back to ‘ON’. \n(iii) When a signal goes automatically to ‘ON’, on account of automatic reverser operated by the \npassage of train. \nS.R.3.36.(5) Signals not be taken off except by means of relevant levers. Under no circumstances a \nsignal is to be taken off by pulling the wire working the signal by hand or by any other method except \nby pulling its appropriate lever. \n \n3.37. NORMAL ASPECT OF SIGNALS. - \n \n(1) Unless otherwise authorised under approved special instructions, fixed signals, \nexcept automatic signals, shall always show their most restrictive aspect in their \nnormal position. \n(2) The normal aspect of an Automatic Stop signal is “Proceed” Where however, the signal \nahead is manually operated, the aspect normally displayed may be “Caution” or \n“Attention”.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 67, + "text": "48 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.38. POINTS AFFECTING MOVEMENT OF TRAIN.- \n \n(1) The Station Master shall not give permission to take signals “OFF” for a train until- \n(a) all facing points over which the train will pass are correctly set and locked. \n(b) all trailing points over which the train will pass are correctly set, and \n(c) the line over which the train is to pass is clear and free from obstructions. \n \n(2) When a running line is blocked by a stabled load, wagon, vehicle or by a train which \nis to cross or give precedence to another train or immediately after the arrival of a \ntrain at the station etc. the points in rear on double line sections and at either end on \nsingle line sections should be immediately set against the blocked line except when \nshunting or any other movement is required to be done immediately in that \ndirection on that line. \n \nS.R. 3.38. (1)(a) Setting of points when two trains are to be crossed- \nAt non-interlocked stations, and at such interlocked stations on the single line where the lay \nout and interlocking permits in the event of a crossing, the facing points must be set and \nlocked for the respective lines on which each train is to be received, before signals are taken \noff for any of the trains. \n(b) Setting of points against blocked lines- \nIf all the lines at a station happen to be blocked, when line clear has been granted to a train, \nthe points should be set for the line occupied by a stabled load or goods train in that order. \n In case all the lines at a station are occupied by passenger trains, points should be \nset for a loop line, in such cases points should be preferably set for a loop line occupied by a \ntrain, whose engine is facing the direction of approach of the incoming train. \nS.R. 3.38.(2) Custody of keys and labels- The Station Master on duty shall be responsible for \nthe safe custody of the keys of all points, point locks and signal locks as well as of the Station \nMaster’s set of line labels. These keys and labels, when not in use, shall be kept in the points \nkey-box which shall always be kept padlocked, the key of the padlock being kept in the \npersonal custody of the Station Master on duty (for reception and dispatch of train at non-\ninterlocked station, see Appendix B). \n \nS.R. 3.38.(3) Use of Line Admission Books-At stations where the Station Master Incharge of \nLine clear working is not in a position to decide independently on which line a train shall be \nreceived or to ensure that any particular line shall remain clear till the arrival of the train, \nlines for the reception of train shall be allotted by the person nominated in this behalf in the \nStation Working Rules. \n \n The person so nominated shall in good time before the expected arrival of a train, \ndecide on which line it is to be received. He shall then enter the No. of the line in the Line \nAdmission Book and send the book to the Yard Foreman or other person in charge of \nshunting operations, who shall sign his name in the prescribed space as an assurance that the \nline shall be kept clear till the complete arrival of the train in question. The person \nauthorised to allot the line shall not advise", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 68, + "text": "49 SIGNALS \n________________________________________________________________________________________________________________ \nthe station master of the line allotted until he has received back the book and satisfied himself \nthat the signature of the shunting staff concerned has been correctly recorded. \nAt stations where one or more shunting engines work and where the Station Master is \nnot in a position to personally ensure that the line on which it is intended to receive the train \nis clear (except at stations where track circuiting is provided), the Station Master shall \nmaintain a line admission book which he shall send out to the person authorised to allot the \nline after filling in the relevant columns. He shall not authorise lowering of the reception \nsignals for the train until he has received back the book duly signed. \nThe Yard Foreman or other person incharge of shunting operations shall maintain a \npocket book in which he shall keep a note of the number of line he is required to keep clear \nfor the reception of each train during his duty hours. \nThe detailed procedure for the allotment of lines and for the use of Line Admission Books \nshall be laid down in the Station Working Rules. \nS.R. 3.38.(4) At big junction stations/yards having high density of traffic, where the \nStation Master, incharge of line clear working, is not in a position to either verify personally \nthe clearance of reception lines or to know sequence of train arriving at his station line \nclearance book instead of line admission book shall be maintained. \n The lines without any reference to trains shall be allotted by person nominated in this \nbehalf in the Station Working Rules, in Line Clearance Book and trains shall be received on \nsuch allotted and clear lines as operationally convenient. \n The procedure for ascertaining the physical clearance of lines through lines \nclearance book shall be the same as for line admission book and shall be embodied in the \nStation Working Rules of the concerned station. \n Divisional Railway Manager shall decide the station where line clearance book is to \nbe used.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 69, + "text": "SIGNALS 49A \n3.39. LOCKING OF FACING POINTS.- Facing points, when neither interlocked nor \nkey locked, shall be locked for the passage of a train either by a clamp, or by a through \nbolt, with a pad lock. It is not sufficient to lock the lever working the points. \n3.40. CONDITIONS FOR TAKING ‘OFF’ HOME SIGNAL.- \n(1) When a train is approaching a Home signal otherwise than at a terminal station, the \nsignal shall not be taken ‘Off’ until the train has first been brought to a stand \noutside it, unless \n(a) On a double line, the line is clear for an adequate distance beyond the Starter; \nor \n(b) On a single line, the line is clear for an adequate distance beyond the trailing \npoints, or for an adequate distance beyond the place at which the train is \nrequired to come to a stand. \n(Ref: ED (Safety)-II, Railway Board’s letter no. 2017/Safety (A&R)/19/12 dated 20.12.2018) \n(2) Where a train has first been brought to a stand outside the Home signal, the signal \nmay be taken ‘Off’, if – \n(a) On a double line, the line is clear up to the Starter; or \n(b) On a single line, the line is clear up to the trailing points or under approved \nspecial instructions upto the place at which the train is required to come to a \nstand. \n(3) Except under approved special instructions, the adequate distance referred to in \nsub-rule (1) shall never be less than – \n(a) 180 metres at stations equipped with two-aspect lower quadrant or two-\naspect colour light signals, or \n(b) 120 meters in the case of stations provided with multiple-aspect signals or \nmodified lower quadrant signals.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 70, + "text": "50 SIGNALS \n________________________________________________________________________________________________________________ \n \n(4) Where a sand hump of approved design, or under approved special instructions \na derailing switch, has been provided for the line on which a train is to be \nreceived, they shall be deemed to be efficient substitutes for the adequate \ndistance referred to in sub-rule (3). \n3.41. CONDITIONS FOR TAKING “OFF” OUTER SIGNAL.- \n(1) When a train is approaching the Outer signal otherwise than at a terminal station, \nthe signal shall not be taken ‘Off’ until the train has first been brought to a stand \noutside the signal, unless the line on which the train is to be received in the station is \nclear - \n(a) in the case of a double line, upto the Starter signal, and \n(b) in the case of a single line, for an adequate distance beyond the first facing \npoints. \n(2) Where the train has first been brought to a stand outside the Outer signal, the \nsignal shall not be taken ‘off’ unless the line is clear upto the first facing points, or \nupto the Home signal at a station where there are no facing points. \nS.R. 3.41.(1) Outer signal to be taken ‘off’ after Home signal- The taking ‘off’ of the Outer \nSignal shall immediately follow the taking ‘off’ of the Home Signal. \nS.R. 3.41. (2) At stations where only an Outer Signal is provided the condition for its taking \n‘off’ will be the same as for taking ‘off’ of the Home Signal vide G.R. 3.40. \n3.42. CONDITIONS FOR TAKING ‘OFF’ LAST STOP SIGNAL OR \nINTERMEDIATE BLOCK STOP SIGNAL.- \n(1) On double line, the last Stop signal or Intermediate Block Stop signal shall not be \ntaken ‘Off’ for a train unless Line Clear has been obtained from the block station in \nadvance.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 71, + "text": "50A SIGNALS \n(2) On single line- \n(a) the last stop signal shall not be taken ‘off’ for a train unless line clear has been \nobtained from the block station in advance; \n(b) for Intermediate block signaling- \n(i) first, the direction of traffic shall be established and then line clear shall be \nobtained from the block station in advance as per the established direction of \ntraffic; \n(ii) only after establishing the direction of traffic the train movement in the ‘Station \ncontrolled Intermediate Block section’ shall be permitted; and \n(iii) the Intermediate Block Stop Signal shall not be taken ‘off’ unless the line clear \nhas been obtained from block station in advance and direction of traffic is \nestablished. \nExplanation.- On Single Line Intermediate Block signaling, the line between two \nadjacent block stations is divided into two subsections, the first section which shall be \ntermed as ‘station controlled intermediate block section’ and the section between \nIntermediate Block signal to First Stop Signal of block station ahead shall be termed as \n‘block controlled Intermediate Block section’. \n(Ref: ED (Safety)-II, Railway Board’s letter no. 2017/Safety (A&R)/19/12 dated \n20.12.2018) \nS.R. 3.42. For despatch of a train, the starter/intermediate starter signal where provided \nshall be taken ‘OFF’ only after taking ‘OFF’ the Advance Starter Signal. At Terminal and \nlarge stations where lines are track circuited exception to this Rule is permitted. Requirement \nwill be seen and certified by “Authorised Officer”. It should be specifically incorporated in \nSWR.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 72, + "text": "51 SIGNALS \n________________________________________________________________________________________________________________ \n3.43. CONDITIONS FOR TAKING ‘OFF’ WARNER SIGNAL. - A Warner signal \nshall not be taken ‘Off’ for a train that is booked to stop or for a train that has to be \nstopped out of course. \n \n3.44. CONDITIONS FOR TAKING ‘OFF’ GATE STOP SIGNAL.- A Gate Stop \nsignal shall not be taken ‘Off’ until the concerned level -crossing or crossings is or are \nfree from obstruction and the gates of such level- crossing or crossings are closed and \nlocked against road traffic. Where a gate Stop signal is interlocked with station signals, \nit shall be worked in accordance with Special instructions. \n \n3.45. CONDITIONS FOR TAKING ‘OFF’ CALLING-ON SIGNAL.- A calling-on \nsignal shall not be taken ‘Off’ until the train has been brought to a stand at the stop \nsignal below which the calling-on signal is provided. \n \n3.46. USE OF FIXED SIGNALS FOR SHUNTING. - \n \n(1) The Outer, Home and the last stop signal of a station shall not be taken ‘Off’ for \nshunting purpose. \n(2) At Stations where Advanced Starters are provided, Starters may be taken ‘Off’ \nfor shunting purposes, except where the interlocking interferes with this \npractice, in which case hand signals shall be used where shunting signals are not \nprovided. \n \nS.R.3.46. Shunting past Starter in the ‘On’ position-Where an Advanced Starter is provided \nand the interlocking does not permit the Starter to be taken ‘off’ for shunting purposes, \nDrivers are authorised to pass the Starter in the ‘on’ position on hand signals, if shunting \nsignals are not provided. \n \n3.47. TAKING ‘OFF’ SIGNALS FOR MORE THAN ONE TRAIN AT A TIME.- When \ntwo or more trains are approaching simultaneously from any direction, the signals for \none train only shall be taken ‘Off’ other necessary signals being kept at ‘On’ until the \ntrain for which the signals have been taken ‘Off’ has come to a stand at the station, or \nhas cleared the station, and the signals so taken ‘Off’ for the said train have been put \nback to ‘On’ except where under special instructions, the interlocking or the layout of \nthe yard renders a contrary procedure safe. \n \nS.R. 3.47.(1) Simultaneous Reception of Trains- \n(a) At interlocked station on the single line where trains are permitted to run through without stopping, signals may be taken 'OFF' for two or more trains to arrive simultaneously provided:- \n (i) The station yard is so laid out and the interlocking so arranged that each train is \nreceived on a line which is isolated from the other line or lines or, \n(ii) approved special instructions have been obtained and notified, and \n(iii) such procedure is definitely laid down in the Working Rules of the Station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 73, + "text": "52 SIGNALS \n________________________________________________________________________________________________________________ \n(b) At interlocked stations on the single line, where no trains are permitted to run through \nwithout stopping, and the lines are not isolated, signals may be taken 'OFF' for two or \nmore trains to arrive simultaneously, provided:- \n(i) General Rule 3.40 is complied with, and \n(ii) Such procedure is definitely laid down in the Working Rules of the station. \n(c) At interlocked stations on the double line where the path of one train crosses another, \nsignals may be taken 'OFF' for two or more trains to arrive simultaneously, provided:- \n(i) The station is so laid out and the interlocking so arranged that each train is \nreceived on a line which is isolated from the other line or lines, or \n(ii) General Rule 3.40 is complied with, and \n(iii)Such procedure is definitely laid down in the Working Rules of the station. \nNote:- If the conditions laid down in Paras (a), (b) & (c) above are not fulfilled, the Station \nMaster must satisfy himself before allowing signals to be taken 'OFF' for the reception of a \ntrain, that all trains previously admitted to the yard have come to a stand clear of the line on \nwhich it is intended to receive the train. \nS.R. 3.47.(2). Berthing of passenger trains crossing at a station with only one platform line. \n(a) When both passenger trains are booked to stop at the station- \n (i) If the platform is at rail level or if not more than 455 mm high, the passenger train arriving first should be received on the loop line provided it does not involve reception of stopping passenger train on a non-platform line. In case the loop line is a non-platform line the first train shall be admitted on the platform line and the other train on the non-platform line. Each train shall be drawn as far ahead as possible, but without infringing the fouling marks at either end, so that the last vehicles of the trains as far as practicable are clear of each other. \n \n(ii) If the height of the platform is 760 mm, or more, the passenger train arriving first \nshould be received on the loop line provided it does not involve reception of a \nstopping passenger train on a non-platform line. In case the loop line is a non-\nplatform line the first train shall be admitted on the platform line and, after the \npassengers have detrained and entrained, it shall be shunted on to the non-\nplatform line, and the second passenger train shall then be admitted on the \nplatform line. The first arriving train shall thereafter be despatched from the non-\nplatform line; \nor \nafter the passenger train arriving first has been admitted on the platform line, \nthe second passenger train shall be passed through on a clear line, as a shunting \nmovement, and carefully backed on to the platform line after the departure of the \nfirst train; \nafter the passenger train arriving first has been admitted on the platform line \nthe second passenger train shall then be passed through on a clear line, as a \nshunting movement and carefully backed on to the platform line, while the first \ntrain is still standing on the platform line, only if the platform is long enough to \naccommodate both the trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 74, + "text": "53 SIGNALS \n________________________________________________________________________________________________________________ \n(b) If one of two passenger trains is not booked to stop at the station, the train booked to \nstop shall be admitted first on the platform line and the other train not booked to stop \nshall be passed through the other line. \n \n(c) If neither of the two passenger trains is booked to stop at the station, the first arriving \npassenger train shall be admitted on the platform line and the second passenger train \nshall be passed through the non-platform line. \n \n3.48. STOPPAGE OF TRAINS OUT OF COURSE AT STATIONS PROVIDED WITH \nTWO- ASPECT SIGNALLING. - When a train which is booked to run through has \nto be stopped out of course at a station equipped with two-aspect signals, it shall not be \nreceived until - \n(a) at stations provided with working Warners but not provided with Starters, the \nworking Warner is kept at ‘On’; \n(b) at stations provided with Starters but not provided with working Warners, the \nrelevant Starter is kept at ‘On’; \n(c) at stations provided with both working Warners and Starters, both the signals \nare kept at ‘On’; and \n(d) at stations provided with neither a working Warner nor a Starter, the first Stop \nsignal is kept at ‘On’ and the train brought to a stand outside it. \n3.49. CARE AND LIGHTING OF SIGNAL LAMPS. – \n(1) The Station Master shall see that the lamps of fixed signals, indicators and \nboards such as shunting Limit Board, Block section Limit Board and Stop \nBoard at his station are lighted at sunset, and are not put out until after sunrise, \nor at such earlier or later time as may be prescribed by special instructions. \n(2) Sub-rule (1) shall not apply to – \n(a) approach lighted signals, \n(b) colour light and position light signals which shall be kept lit throughout the \nday and night, and \n(c) the sections where no train is schedule to run at night. \n \n(3) The Station Master shall ensure that the lamps of fixed signals, indicators and \nboards such as Shunting Limit Board, Block Section Limit Board and Stop \nBoard, when lit, are burning brightly and that the lenses of lamps and spectacle \nglasses are properly cleaned and back -lights clearly visible. \n(4) Whenever nights signals are used, the Station Master shall not grant Line Clear \nunless he has ensured, either personally or in the manner, prescribed under \nspecial instructions, that the lamps of fixed signals at his station which are not \napproach lighted and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 75, + "text": "54 SIGNALS \n________________________________________________________________________________________________________________ \n \nwhich apply to the train are burning. If signal lights cannot be kept burning he \nshall, before giving Line Clear initiate action in accordance with the procedure \nprescribed in Rules 3.68 to 3.72. \n(5) Before lighting a semaphore signal or indicator lamp, the Railway servant deputed \nfor lighting it, shall inspect the lenses and spectacle glasses. In case he finds the \nred roundel broken, cracked or missing, he shall not light the lamp and shall \nreport the fact immediately to the Station Master who shall treat the signal as \ndefective. \n(6) Every railway servant in charge of signals shall see that the greatest care is taken \nin the focusing, cleaning and trimming of signal lamps. \n \nS.R.3.49.(1) Division Rly. Managers will notify to the staff concerned time of lighting and \nextinguishing of Signal lamps taking into consideration the local conditions prevailing on \ntheir divisions in respect of the rising and setting of the Sun. \n \nS.R. 3.49.(2) Signal lamps to be lit up during thick or foggy weather- In the event of the \nweather not being clear due to storm, fog, etc. signal lamps should be lit during day light \nhours as well. \n \nS.R. 3.49.(3) At stations where light repeaters are not provided and Station Master cannot \nverify personally that lamps of fixed signals are burning, Station Working Rules shall \nembody definite instructions how Station Master will ensure compliance of G. R. 3.49(4). \n \nS.R. 3.49.(4) At non-interlocked stations, the Station Master on duty shall check that the \nPoints and Trap Indicator glasses are clean and intact by operating all points daily after the \nPoint Indicator lamps have been lit and observing the indication of the light. \n \n3.50. TRAPS, SLIP SIDINGS AND CATCH SIDINGS. - The Station Master shall \ntake steps to ensure that the points of all traps, slip sidings and catch sidings, and other \npoints are set against the line which they are intended to isolate, except when it is not \nnecessary that they should be open for the purpose of Isolation. \n \n3.51. POINTS. - \n \n(1) All points shall normally be set for the straight except when otherwise authorised \nby special instructions. \n(2) The railway servant concerned with the operation of points and signals shall \nnot, while on duty, leave the place of operation of points or signals which are \nunder his charge except under special instructions. \n(3) No railway servant shall interfere with any points, signals, or their fittings, signal \nwires or any interlocking or block gear for the purpose of effecting repairs, or for \nany other purpose, except with the previous permission of the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 76, + "text": "55 SIGNALS \n________________________________________________________________________________________________________________ \n \nS.R. 3.51. Where there are motor operated points and emergency crank handle is not \ninterlocked with the panel, the emergency crank handle shall be kept padlocked in the cabin, \nwith padlock key in the custody of cabin/Asst. Station Master/Station Master on duty. Since \nthe issue of crank handle can result in the disconnection of points, a disconnection memo \nmust be issued by the maintainer, in addition to the entries to be made in the Emergency \nCrank Handle Register whenever the Crank handle is issued to the signal maintainer staff. \nSimilarly a reconnection memo must be issued when the crank handle is returned by the \nMaintainer. Station Working Rules of stations where crank handle is not interlocked with the \npanel, shall embody definite instructions regarding use of emergency crank handle by the \nTransportation staff. \n \nE. HAND SIGNALS. \n \n3.52. EXHIBITION OF HAND SIGNALS. – \n \n(1) All hand signals shall be exhibited by day by showing a flag or hand and by night \nshowing a light as prescribed in these rules. \n(2) During day a flag or flags shall normally be used as hand signals. Hands shall be \nused in emergencies only when flags are not available. \n(3) During night a hand signal shall normally be given by showing a red or green \nlight. A white light waved violently shall be used as a stop signal only when the \nred light is not available. \n(4) Red or green light referred to in sub-rule (3) shall be either a static or flashing \ntype.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 77, + "text": "56 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.53. STOP HAND SIGNAL .- \n \n Indication: Stop dead \n \n How given by day: \n \nBy showing a red flag or by raising both arms with hand above the head as \nillustrated below -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 78, + "text": "57 SIGNALS \n________________________________________________________________________________________________________________ \n \nHow given by night: \n \nBy showing a red light or by violently waving a white light horizontally across the body \nof the person showing the signal as illustrated below: \n \n \n \n3.54. PROCEED HAND SIGNAL. - \n Indication: Proceed \n \n How given by day: \n \n By holding a green flag or by holding one arm steadily as illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 79, + "text": "58 SIGNALS \n________________________________________________________________________________________________________________\n \n \nHow given by night: \n By holding a green light steadily as illustrated below: \n \n \n \n3.55. PROCEED WITH CAUTION HAND SIGNAL. - \nIndication: Proceed slowly reducing speed, further if the signal is given at a \nprogressively slower rate. \n \nHow given by day: \n By waving a green flag vertically up and down or by waving one arm in a similar \nmanner as illustrated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 80, + "text": "59 SIGNALS \n________________________________________________________________________________________________________________ \n \nHow given by night - \n \n By waving a green light vertically up and down as illustrated below - \n \n \n \nNote : When the speed is to be reduced further, this signal shall be given at a slower \nand slower rate and when a stop is desired, the stop hand signal shall be shown.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 81, + "text": "60 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.56. HAND SIGNALS FOR SHUNTING. - The following hand signals shall be used \nin shunting operations in addition to the Stop hand signal - \n \n(a) Indication: Move away from the person signalling. \n \n How given by day: \n \n By a green flag or one arm moved slowly up and down as illustrated below: \n \n \n \n How given by night: \n \n By a green light moved slowly up and down as illustrated below -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 82, + "text": "61 SIGNALS \n________________________________________________________________________________________________________________ \n \n(b) Indication: Move towards the person signalling. \n \n How given by day: \n By a green flag or one arm moved from side to side across the body as illustrated \nbelow - \n \n \n \n How given by night:- \n By a green light moved from side to side across the body as illustrated below - \n \nNote : The hand signals for ‘Move away from the person signalling’, and ‘Move \ntowards the person signalling’ shall be displayed slower and slower, until the Stop hand \nsignal is given if it is desired to stop.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 83, + "text": "62 SIGNALS \n________________________________________________________________________________________________________________ \n \n \n(c) Indication: Move slowly for coupling. \n How given by day: \n By a green and a red flag held above the head or both hands raised over the head \nand moved towards and away from each other as illustrated below - \n \n How given by night: \n By a green light held above the head and moved by twisting the wrist as \nillustrated below - \n \n \n3.57. BANNER FLAGS. - A banner flag is a temporary fixed danger signal, consisting \nof a red cloth supported at each end on a post and stretched across the line to which it \nrefers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 84, + "text": "63 SIGNALS \n________________________________________________________________________________________________________________\n \n3.58. KNOWLEDGE AND POSSESSION OF HAND SIGNALS. - \n(1) Every railway servant connected with the movements of trains, shunting \noperations, maintenance of installations and works of any nature affecting safety \nof trains shall have - \n(a) a correct knowledge of hand signals ; and \n(b) the requisite hand signals with him while on duty and keep them in good \nworking order and ready for immediate use. \n(2) Every railway servant shall see that the staff under him concerned with use of \nhand signals are adequately supplied with all necessary equipment for hand \nsignalling and have a correct knowledge of their use. \n(3) A red flag and a green flag by day or a lamp, which is capable of showing red, \ngreen and white lights by night, shall constitute the requisite equipment for hand \nsignalling. \n(4) Every Station Master shall see that his station is adequately supplied with all \nnecessary equipment for hand signalling. \n \nF. DETONATING SIGNALS \n \n3.59. DESCRIPTION OF DETONATING SIGNALS. – \n \nDetonating signals, otherwise known as detonators or fog signals, are appliances which \nare fixed on the rails and when an engine or a vehicle passes over them, they explode \nwith a loud report so as to attract the attention of the Driver. \n \n3.60. METHOD OF USING DETONATORS. - \n \n(1) A detonator when required to be used shall be placed on the rail with the label or \nbrand facing upwards and shall be fixed to the rail by bending the clasps around \nthe head of the rail. \n(2) In the case of a mixed gauge, detonators shall be placed on the common rail or on \none rail of each gauge. \n3.61. PLACING OF DETONATORS IN THICK, FOGGY OR TEMPESTUOUS \nWEATHER IMPAIRING VISIBILITY. - \n \n(1) In thick, foggy or tempestuous weather impairing visibility, whenever it is \nnecessary to indicate to the Driver of an approaching train the locality of a \nsignal, two detonators shall be placed on the line by a railway servant appointed \nby the Station Master in this behalf, about 10 metres apart, and at least 270 \nmetres outside the signal or signals concerned. \n(2) (a) The Station Master may comply with the provisions of sub-rule (1) at his \ndiscretion; but shall always do so when visibility conditions from any cause prevent", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 85, + "text": "64 SIGNALS \n________________________________________________________________________________________________________________ \n \nhim from seeing a prescribed visibility test object from a distance of not less \nthan 180 meters or a lesser distance if expressly sanctioned by the Railway Board. \n(b) The visibility test object may be – \n(i) a post erected for the purpose and lighted at night; or \n(ii) the arm by day and the light or the back-light by night of a fixed semaphore \nsignal specified by special instructions; or \n (iii)the light of a fixed colour light signal both by day and night specified by \nspecial instructions. \nS.R. 3.61.(1) (a) The visibility test object must be specified in the Station Working Rules. \n(b) Visibility test post shall be provided at all stations except where Station Working \nRules earmark a particular signal or the light or the back light of a signal to \nserve as visibility test object. At stations, situated in localities where fog, or dust \nstorms or heavy rains are generally prevalent such posts must be provided \nseparately. \n(c) Visibility test post will be a post consisting of an unserviceable sleeper, painted \nalternately black and white and illuminated during night, having been fixed \nvertically in the ground 180 metres from the centre of the Station Master’s \nOffice at each end of the station. \n(d) In foggy or tempestuous weather or in dust storm when station signals cannot be \nseen, the Station Master on duty shall personally ensure that the station signals \nare lit and then send two trained men to act as detonator (fog) signal man one in \neither direction to the fog signal posts which are erected at 270 metres from \nthe first stop signal. No fog signal posts are to be provided at stations with \nDouble Distant Signals and at stations which do not qualify for placement \nof detonators. \n(e) Each of these men shall be provided with 20 detonating (Fog) Signals. The Fog \nSignal man shall place two detonators on the centre of the head of the rail with \nthe label or brand upwards, which shall be securely fastened to the rail by \nbending the clasp round the upper flange of the rail, about 10 metres apart from \neach other, which on explosion under the wheels of an engine will warn the \ndriver of his proximity to the outer warner or distant signal of the station as the \ncase may be. \n(f) After the passage of each train over the detonating (fog) signals, which have \nbeen so placed on the rails, the fog signalmen shall immediately replace them by \ntwo fresh detonators.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 86, + "text": "65 SIGNALS \n________________________________________________________________________________________________________________ \n \n(g) When a railway servant has placed one or more detonators on the line, he must \nwithdraw beyond the safety radius of 45 metres from the detonator or \ndetonators before they are exploded by an approaching engine or train. He \nshall be responsible for warning as far as circumstances permit, any person in \nthe vicinity to stand beyond the safety radius. Staff in observing the safety radius \nof 45 metres shall place themselves as far as possible in rear of the locomotive, \ntrain or wagon passing over the detonators. \n(h) The position of the fog signal post, the fog signals and the fog signalman are \nshown in the diagram below:- \n \n \n(i) Each of the trained men sent out with detonating (fog) signals, shall carry a \nlighted hand signal lamp. \nShould the fog signalmen be aware of any obstruction on the line, he shall \nshow a stop hand signal in accordance with General Rule 3.53 in the direction \nin which a train is expected or approaching. On single line sections for trains \nleaving a station, the fog signalman deputed to place detonators shall show to \nthe driver a ‘proceed’ hand signal in accordance with G.R. 3.54. \n(j) As soon as it is necessary for the Station Master on duty to take action under \nS.R. 3.61(1) (d), he will immediately call on duty, two of the Station Class IV \nstaff who are off duty. The Station Master on duty may either use the two men \ncalled from off duty or two of the men already on duty for the purpose of seeing \nthat signals are lit and for sending two men trained in fog signalling duties to \neither end of the station limits, or he may utilise, if available, two trained \ngangmen detailed for the purpose by the SSE (P.Way), but in any event, the \ntrained men sent out to the fog signal posts must be regular employees of the \nRailway and not ‘Substitutes’. \n(k) “The procedure in SR. 3.61(1) (j) refers to action to be taken by \nthe Station Master on duty in an emergency. Divisional Railway \nManagers will notify the names of stations at which fog prevails \npersistently. At each such sta tio n, fou r of the station class IV \nstaff [or if this number is not available, it may be made up by one or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 87, + "text": "66 SIGNALS \n________________________________________________________________________________________________________________ \nmaximum of two gangmen per station being deputed by the SSE (P. Way)] shall \nbe posted and detailed to act as fog signalman. All four men must be fully \ntrained in fog signal duties and must be regular employees of the Railway, and \nnot ‘substitutes’. The four employees detailed as fog signalmen will be replaced \nby the appointment of two or more class IV staff at the station and by one or two \ntemporary men in the engineering gang from which the permanent men have \nbeen withdrawn. \n(i) At a double line station if the fog appears for about 7 days in the month it \nshould be treated as persistent fog and separate fog porters should be \nappointed. If fog is for less than 7 days in the month, the Station Master \nwill act according to SR. 3.61(1)(k), that is, he will immediately call out \ntwo of the station class IV staff who are ‘off duty’ to work at the station as \nporters and the staff who are on duty will be utilised for fogging duties. \nThe ‘off duty’ staff will be paid any overtime that is due and will be \nreplaced by substitutes to work during their normal turn of duty. This \narrangement will obviate the necessity of retaining fog porters \npermanently and substitutes will be required for permanent staff only when \nthey are actually utilised on fogging duty. It should, however, be noted that \nonly regular employees will be utilised on fogging duty. \n(ii) At single line stations where the stations porters are required for \ndelivering tokens also, Divisional Railway Managers should examine both \nthe duration of fog and the number of days in a month on which it appears \nand then taking the over all work into consideration, determine whether \nspecial fog porters are required or not. If fog appears only on one or two \ndays in a month and for a short duration it would obviously not be \nnecessary to have separate fog porters and the procedure stated in sub \nparagraph (i) above should be followed. \n(l) On branch or sections on which traffic is light, instead of a fog signalman \nremaining continuously on duty at each fog signal post, a fog signalman may be \nsent out to place detonating (fog) signals for each individual train. This \nprocedure may only be adopted under special ‘instructions’. In such cases, line \nclear shall not be given for a train, unless the fog signalman has been sent out \nat least 30 minutes before the train is due to leave the station in rear. \n(m) The Station Master shall ensure that fresh supplies of detonators are sent to the \nman in replacement of those used. \n(n) A ‘Station Detonator Register’ whose proforma is given at the end of Appendix \n‘C’ must be maintained at each station, and must show the names of fog \nsignalmen on duty, periods of duty, the stock of detonators, the number of \ndetonators sent out with each fog signalman, the number of each train under \nwhich detonators have been exploded and the number of unused detonators and \nused cases (including those which have failed to explode) returned each time by \nfog signalman to the Station Master on duty. \n(o) The Station Master will obtain in the ‘Station Detonator Register’, \nthe sign atu re or th umb imp re ssi on o f al l men dep u ted a n d/or \np o s t e d t o h i s s t a t i o n a s d e t o n a t o r ( f o g )", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 88, + "text": "67 SIGNALS \n________________________________________________________________________________________________________________ \n \nsignalmen, as an acknowledgement that they understand the rules relating to the \nfog signalling of train. Instructions for detonator (fog) signalman are contained \nin Appendix (C). \n(p) In foggy or tempestuous weather or in dust storms, SSE(P. Way) or the Ganger, \nPermanent Way Gangmate must promptly arrange for regular gangmen to be \ndeputed to place detonators on the rails 270 metres in rear of (outside) the first \ncaution signal in each direction when cautious driving is necessary due to \nrepairs of the line or other works being in progress vide G.R. 15.09 and \nSubsidiary Rules thereof. \nS.R. 3.61.(2) Crossing of trains at station during thick, foggy or tempestuous weather on \nSingle Line Section- \nDuring thick, foggy or tempestuous weather, when under General Rule 3.61 and S.R. \n3.61 (1) (d), it is necessary to have detonators (fog signals) placed on the line to indicate to \nthe Drivers of approaching trains the locality of signals, the following additional precautions \nshall be taken by ‘Control’ on controlled sections and by the Station Master on non-\ncontrolled section, in arranging the crossing of trains:- \n(i) Both on controlled sections i.e. sections of the line on which stations are \nconnected by telephone with a ‘Control’ office and with adjoining station and on \nsection on which there is no ‘Control’ when the conditions of weather are such as \nto require the posting of Fog Signalmen under General Rule 3.61 and Subsidiary \nRule 3.61(1) (d), the fact will be advised by Station Masters by telephone and in \nthe absence of a telephone by a message with Private Number in either case, \nwhich shall be acknowledged by a similar message to the sender by each \nrecipient. \nExample-From SM ‘B’ \nTo Control, ……(Omit on Non-controlled sections). \nCopy to SMs. ‘A’ and ‘C’. \nNo. 7 B. Fog Signalmen out 22/30, dated 10thOctober, Private Number 76 \n(seventy-six) Ack. \n(ii) Except in the case of booked crossings, as shown in Working Time Table between \ntrains carrying passengers ‘Control’ on controlled section and Station Masters on \nnon-controlled sections shall not arrange a crossing between two trains at a \nstation, unless there is clear margin of not less than 10 minutes between the due \narrival of the two trains to be crossed. This margin of ten minutes shall be over \nand above the normal running time or running time inclusive of the time allowed \nover any temporary restriction which may be in force at the time. \n(iii) The procedure prescribed in Clause (ii) above, shall apply to crossing in the \nfollowing cases:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 89, + "text": "68 SIGNALS \n________________________________________________________________________________________________________________ \n(a) When one or both of the trains carrying passengers booked to cross or take \nprecedence or give way at a station, runs late causing the crossing to take \nplace at another station. \n(b) A train carrying passengers and a goods train of any description, including \nexpress Goods trains, even though a booked crossing is shown in Working \nTime Table. \n(c) A train carrying passengers and a light engine. \nNote - For the definition of ‘train’, attention is called to G.R. 1.02 (58) \n(iv) So as to avoid a detention to the train carrying passengers, a crossing shall not be \narranged under clause (iii) (b) and (c) unless the non-passenger train or light \nengine is the first due to arrive. \n(v) Not more than two trains, one of which is a train carrying passengers shall be \npermitted to cross at a station, except where a sufficient number of properly \nisolated reception lines are provided. \nNote: - At stations where more than two trains are permitted to cross a clause to this \neffect shall be entered in the Station Working Rules. \n3.62. PLACING OF DETONATORS IN CASE OF OBSTRUCTION. - \n(1) Whenever in consequence of an obstruction of a line, it is necessary for a railway \nservant to stop approaching trains, he shall proceed, plainly showing his Stop hand \nsignal, to a point 400 metres from the obstruction and place on the line one detonator \nand then proceed to a point 800 metres from the obstruction and place on the line \nthree detonators, about 10 metres apart, at such place : \n \nProvided that on the broad gauge the first detonators shall be placed at 600 metres \nand three detonators at 1200 metres from the obstruction about 10 metres apart from \neach other. \n \n(2) If the said railway servant is recalled before the obstruction is removed, he shall \nleave down three detonators and, on his way back, pick up the intermediate detonator. \n \nS.R. 3.62(1) The Railway servants deputed to place detonators in accordance with G.R. 3.62 \n(1) shall, after placing the detonators take his stand at a place from where he can obtain a \ngood view of an approaching train and display a stop hand signal until he is recalled. \n \nS.R. 3.62(2) Placing of Detonators on Single and Double Lines- On single lines, the lines \nshall be protected vide G.R. 3.62 (1) on each side of the obstruction. On double line, both \ntracks will be similarly protected whenever necessary to stop approaching trains (see also \nG.R. 6.03). \n \n3.63. REPLACEMENT OF DETONATORS ON THE LINE. -Every railway servant \nplacing detonators on the line shall see that they are, when necessary, replaced \nimmediately after a train has passed over them.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 90, + "text": "69 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.64. KNOWLEDGE AND POSSESSION OF DETONATORS. - \n \n(1)(a) All Station Masters, Guards, Drivers, Gangmates, Gatemen, and all other \nrailway servants on whom this duty is laid by the Railway Administration, shall \nkeep a stock of detonators. \n(b) The Railway Administration shall be responsible for the supply, renewal, \nperiodical testing and safe custody of such detonators, and for ensuring that \ntheir use is properly understood. \n(2) Every railway servant concerned with the use of detonators shall have a correct \nknowledge of their use and keep them ready for immediate use. \n(3) Every railway servant shall see that the railway servants in his charge concerned \nwith the use of detonators have a correct knowledge of their use. \nS.R. 3.64 (1) Stock of Detonators- \n(i) A case containing 10 detonators on twin single line as well as multiple lines and 8 \ndetonators on other areas shall form part of the equipment when on duty of every \nPermanent Way Gangmate, Patrolmen, Gateman, Bridge Guard and cutting Guard. \nFor every Guard and Driver in the foot plate, Keyman and Push Trolley/Motor Trolley \nand Lorry, however, 8 detonators will form part of their equipment on duty. \n (ii) The Sr. DOMs or the DSOs if authorised by the Authorised Officer of the Railway shall \nprescribe the minimum number of detonators which will be kept in stock at the stations. \n(iii) The Divisional Railway Managers shall prescribe the number of detonators which must \nbe kept in stock in each Sectional Engineer(Permanent Way) office and Loco Sheds \nrespectively and also the minimum number below which the stock must not be allowed \nto fall. \n(iv) Station Master, Sr. Sectional Engineer (Loco) and Sectional Engineer (Permanent Way) \nare responsible for seeing that the stock of detonators is never allowed to fall below the \nminimum. \nS.R. 3.64.(2) Supply of Detonators- \n(i) Station Master will supply detonators to Guards headquartered at their stations and to \nGatemen working under their control. \n(ii) Sectional Engineer (Permanent Way) shall supply detonators to Gangmates, Keymen, \nGateman (not covered in (i) above), Bridge Guards, Cutting Guards and Patrolmen. \n(iii) Sr. Sectional Engineer (Loco) will supply detonators to Drivers. \n \n(iv) The users of push trolley, motor trolley, lorries, etc. shall arrange for the supply of \ndetonators either direct from the Divisional Railway Manager or through the Station \nMaster, Sectional Engineer (Permanent Way), or Sr. Sectional Engineer (Loco) of their \nheadquarter station, as may be convenient.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 91, + "text": "70 SIGNALS \n________________________________________________________________________________________________________________ \n \nS.R. 3.64.(3) Storage of Detonators- \n(i) Detonators must be carefully handled as they are liable to explode, if roughly handled. \n(ii) Detonators shall be kept in tin cases specially supplied shall be stored in a dry place \nand not left in contact with the brick walls, damp proof, chloride of lime or other \ndisinfectants, nor exposed to dampness or steam or other vapour. \n(iii) The month and year of manufacture is shown on the label outside each case and is also \nstamped on each detonator. Detonator must be used in the order of the date stamped on \nthem, those of the oldest date being always used first. To facilitate ready withdrawal in \nthis sequence, they should be stored accordingly. \nS.R. 3.64.(4) Use of Detonators- \n(i) For use, a detonator shall be placed on the centre of the head of the rail with the label \nor brand of the detonator upwards, and shall be securely fastened to the rail by bending \nthe clasps attached with the detonators, round the upper flange of the rail. \n(ii) Station Master, Sr. Sectional Engineer (Loco) and Sectional Engineer(Permanent Way) \nare responsible for ensuring that the detonators in possession of the Railway servants \nunder them are tested as prescribed under the rules and that the staff know how and \nwhen to use them. For Gatemen within station limits, this responsibility will lie with the \nStation Master or Transportation Inspector of the section. Such staff as are expected to \nuse the detonators should be tested once in three months by the Inspecting officials and \nsenior subordinates in regard to their knowledge of use of detonators. \n(iii) Each Station Master, Sr. Sectional Engineer (Loco) and Sectional Engineer(Permanent \nWay) will maintain a register of receipts, use and testing of detonators in respect of \nrailway staff to whom the detonators were issued by him. \nS.R. 3.64.(5) Testing of Detonators- \n(1) At Stations, Loco Sheds, etc. where stock of detonating signals are kept for issue to \nGuards, Drivers, Fog Signalmen, or other railway servants, Station Master, the Sr. \nSectional Engineer (Loco) or other railway persons, in charge of such stock must test at \nleast one detonator from each tin case issued to the staff. The deficiency in each of \nthese should be made up by a detonator or detonators from another tin case from which \none detonator has been tested. \n(2) Transportation Inspector, Station Master, Sr. Sectional Engineer (Loco) and Sectional \nEngineer of Permanent Way are responsible to ensure that the detonators in possession \nof railway servants within their jurisdiction are tested once in 12 months. \n(3) (a) The life of detonator is 5 years reckoned from the month of its manufacture. It can \nhowever, be extended from 5 to 8 years provided that detonators which are more than 5 \nyears old are effective. There would be no distinction between use for main line and \nbranch line. These detonators may be to continue to be used by same user till their \nextended life of 8 years is completed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 92, + "text": "71 SIGNALS \n____________________________________________________________________________________________________________ \n \n For this purpose, two detonators of each batch/lot should be tested at the end of 5 \nyears and if the result of these tests are satisfactory, life of the detonators of that batch \nshould be extended by a year. On expiry of this 6th year similar tests should be \nconducted annually to extend the life of the detonators of that particular batch/lot up to \na maximum of 8 years from the month of manufacture. Where, however, the tests \nindicate that the performance of the detonators is not satisfactory; the whole of the \nstock of the particular batch/lot should be withdrawn and replaced by fresh stock. Such \ntests should invariably be conducted by a person not lower than the rank of a Senior \nSubordinate viz. TI, SE (P.Way), LI, SE (Loco), TFO and SE (Signal). \n Unused detonators which are more than 8 years old and others considered unfit for \nuse shall be destroyed by the following methods:- \n(i) By soaking them in light mineral oil for 48 hrs. and throwing then one by one into \nfire with due precautions. \n(ii) By burning them in incinerator. \n(iii) By detonating them under the wagons during shunting operations. \n The destruction of time-barred detonators should be arranged in the presence of a \nrailway servant who should preferably be a Gazetted Officer and in no case below the rank of \nsenior subordinate. He should ensure that during destruction, every case is taken to see that \nthe splinters of detonators do not cause any injury to life and property. \n Important Warning-In no case the detonators should be buried or thrown in water at such \nplaces where they could be recovered by human being. \n(b) In case when at a station the fog signals are totally exhausted the following \naction should be taken:- \n (i) Fog signalman must remain posted at the fog signal post with hand signal \nlamp showing white light to the driver so as to attract his attention. The fog \nSignalman should continuously try to draw the attention of the driver by all \nmeans at his command including by lighting of mashals, and shouting etc. \n(ii) Driver should be more vigilant and on the look out for the fog signalman.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 93, + "text": "72 SIGNALS \n________________________________________________________________________________________________________________ \n(iii) Running of the trains be monitored by utilising inspectors of all concerned \ndepartments during the period when normally dense fog is expected in a \nparticular area. \n(iv) Control staff should frequently check the alertness of the staff and ensure \nthat they are awake and cautious. \n(v) Use of loop lines for stabling of loads be avoided and trains should be \npassed on main lines as far as practicable. \n(vi) Drivers should make use of the inter station distances indicated in the \nworking time table along with the kilometre reading on their speedometers \nwhile passing stations so that they may control the speed of their trains. \n(4) Detonators bearing any sign of rust on the surface or appearing unsatisfactory in any \nway, or those failing to explode during tests or in actual working shall be promptly \nreturned to the issuing officer for replacement. \n(5) While testing detonators from a tin case the one which is the oldest as regards the date \nof manufacture should be used. \n(6) Detonators shall be tested under an empty wagon moving at 8 to 11 km per hour. The \nempty wagon must be propelled by a locomotive. Tests shall not be carried out by an \nofficial lower in rank than Trasportation Inspector, SSE(P.Way) and SSE (Loco). \nStation Masters of Guards headquarter stations are, however, authorised to test \ndetonators in their charge or issued to them. Care must be taken to ensure that test is \nnot conducted in a crowded locality or near a level crossing where splinters from \ndetonators may cause injury. \n(7) Excepting the crew of the locomotive employed in the test, no person shall be \nallowed to remain within a radius of 45 metres of the detonator which is being \ntested. The engine crew shall also keep themselves well within the cab while \npassing over the detonators. The official incharge of the testing operation shall, before \ncommencement of the operation, be responsible for posting sufficient men to ensure", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 94, + "text": "73 SIGNALS \n________________________________________________________________________________________________________________ \n \nthat no person encroaches upon the 45 metres safety radius until the test is completed. \n(8) The staff while observing the safety radius of 45 metres laid down in sub-rule (7) above, \nplace themselves as far as possible in rear of the locomotive or train or wagon passing \nover the detonators as it has been found in practice that splinters from detonators \nseldom fly in a direction towards the rear of the wheel which explodes them. \n(9) A record of the number of detonators tested as also the results of test shall be \nmaintained in a special register kept for the purpose at the place of testing. Whenever \ndetonators are issued for use the following particulars shall be entered in the register: - \ni) The No. of detonators issued; \nii) The person to whom issued; \niii) The purpose for which issued; and \niv) The number of detonators used. \nThe person to whom the detonators were issued shall countersign the entry or \nrecord his thumb impression against it. \n (10) After the test is completed, result of the tests, shall be communicated to the issuing \nofficer of the detonators, by the official conducting the test. \n(11) The staff in possession of detonators must not make any improper use of them.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 95, + "text": "74 SIGNALS \n________________________________________________________________________________________________________________ \n \nG. SIGNALS TO WARN INCOMING TRAIN OF DANGER AHEAD \n \n3.65. DESCRIPTION. - The signals to be used to warn the incoming train of an \nobstruction shall be a red flashing hand signal lamp at night or a red flag during day. \n3.66. USE OF WARNING SIGNALS. - When it becomes necessary to protect an \nobstruction in a block section, a signal may be used, as prescribed by special \ninstructions under rule 3.65, while the railway servant proceeds to place detonators. \n3.67. KNOWLEDGE AND POSSESSION OF WARNING SIGNALS. - \n(1) (a) All concerned railway servant on whom this duty is laid by the Railway \nAdministration shall keep a stock of such signal as may be prescribed by special \ninstructions under rule 3.65; \n(b) the Railway Administration shall be responsible for the supply, renewal and \nsafe custody of such signals as may be prescribed by special instructions under \nrule 3.65 and for ensuring that their use is properly understood; \n(c) the Railway Administration shall supply every Guard, Loco Pilot,Patrolman and \nGateman working on the Double or Multiple line, Ghat, Suburban or Automatic \nBlock Territories with such signal as may be prescribed by special instructions \nunder rule 3.65. \n(2) Every railway servant concerned with the use of signals as precribed by special \ninstructions under rule 3.65, shall have a correct knowledge of their use and keep \nthem ready for immediate use. \n(3) Every railway servant shall see that the railway servants in his charge concerned \nwith the use of warning signals as prescribed by special instructions under rule 3.65, \nhave a correct knowledge of their use.”", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 96, + "text": "75 SIGNALS \n________________________________________________________________________________________________________________ \n \n H. DEFECTIVE FIXED SIGNALS AND POINTS. \n \n3.68. DUTIES OF STATION MASTER GENERALLY WHEN A SIGNAL IS \nDEFECTIVE. - \n(1) As soon as a Station Master becomes aware that any signal has become defective \nor has ceased to work properly, he shall - \n(a) immediately arrange to place the signal at ‘On’ if it is not already in that \nposition; \n(b) depute competent railway servants with such hand signals and detonators as \nmay be required to give signals at the foot of the defective signal until he is \nsatisfied that such signal has been put into proper working order; \n(c) take action in accordance with Rules 3.69 and 3.70 as may be required for \nmovement of trains past the defective signals; and \n(d) report the occurrence to the railway servant responsible for the upkeep of the \nsignals, and if the section is controlled, the controller also. \n(2) When the Station Master receives information of any defect in a signals not \npertaining to his station from the Driver or the guard or any other railway \nservant, he shall immediately inform the Station Master concerned of the fact \nand keep the Controller advised, where the section is controlled. \n(3) In case of signals becoming defective at stations situated on Centralised Traffic \nControl territories, the Centralised Traffic Control Operator on becoming aware \nof such defects, shall take action in accordance with special instructions. \nS.R. 3.68.(1)(a) At an interlocked station provided with a cabin/cabins, should it be find \neven after due check that a signal governing the movement of a train \ncannot be taken ‘off’ the Station Master on duty shall be informed. He \nshall arrange to have it checked by the Cabinman/Switchmen concerned \nor, where there is a cabin ASM, by the latter, whether:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 97, + "text": "76 SIGNALS \n________________________________________________________________________________________________________________ \n \n(i) All relevant points have been correctly set; \n(ii) All relevant facing points have been locked; \n(iii) Interlocked level crossing gates, if any, have been closed and \nlocked; \n(iv) Correct slot has been given or received; \n(v) The relevant line is clear and free from obstruction. \nIf after these checks, the concerned signals come ‘off’ normal \nworking shall be resumed, with the permission of the Station Master. If a \nsignal still does not come ‘off’ the Cabinman/ Switchmen or Cabin \nASM as the case may be , shall then ascertain whether there is gap in \nany of the points caused by ballast or any other obstruction and arrange \nto remove them. If, after this, the signal comes ‘off’ normal working \nshall be resumed with the permission of Station Master. Should , \nhowever, the signal still fails to come ‘Off’ the Cabinman/Switchmen or \nthe Cabin ASM, as the case may be, shall confirm to the Station Master \non duty that the signal is defective and such advice shall be confirmed by \nan exchange of private numbers. \n(b) (i) At stations where electrical points indications are provided in \ncabins to indicate the positions of electrically detected points and \nin cases where such an indication does not appear in spite of \ncorrect route having been set and locked, the signal concerned \nshould be operated and by pulling its relevant lever in case of \ncolour light or motor operated signals. If signals come ‘off’ the \ntrain should be received or despatched on signals as usual. If, \nhowever, the signal fails to respond, the signal should be treated as \ndefective and reception/departure arranged as per the procedure \nprescribed in these rules for reception/despatch of trains on \ndefective signals. In the case of Semaphore signals provided with \nelectric signal reversers, if the point indication does not appear, \nthe signals should be treated as defective and reception/departure \narranged as per the procedure prescribed in these rules for \nreception/despatch of trains on defective signals. \nNote:- The Station Working Rules of each station shall enumerate the \nprecise signals provided with reverser or electric signal motors or colour \nlight signal units to make the application of this procedure clear to the \nCabinman. \n(ii) In case of electric indication of slots provided in cabins, \nif electric indication of the slots fails due to failure of \nbulb or any other reason, the colour light /or electric motor \noperated signal should be operated by the Cabinman by \npulling its relevant lever after verifying under exchange \nof private numbers that relevant slot has been given. \nIf the signal comes off, the train should be received / despatched \non signals as usual. If, however, the signal fails to respond, the \nsignal should be treated as a defective and reception / despatch", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 98, + "text": "77 SIGNALS \n________________________________________________________________________________________________________________ \n \narranged as per the procedure prescribed in these rule for reception/despatch of trains on \ndefective signals. \n(iii) At stations provided with panel interlocking, the route is set by the operation of the \nconcerned signal button alongwith the route button and route indication light and points \nlocking indication steady light are appearing on the panel but the signal does not come \n‘OFF’, then it should be supposed that all the relevant points on the route are correctly set \nand all relevant facing points as locked to fulfill the requirement of SR 3.68(1)(a)(i) and (ii). \nCotter bolting/clamping and pad locking of points is not required in such case. \nReception/despatch to be arranged as per procedure laid down for Reception/despatch of \ntrains on defective signal. \n(c) At Interlocked stations, where no Cabinman/switchman or Cabin ASM are posted, the \nStation Master on duty shall be personally responsible for carrying out the check mentioned \nin 3.68(1)(a). \n(d) At non interlocked stations, where points are fitted with key lock, the Station Master must \nsatisfy himself personally that there is no gap in the points due to ballast etc. or any \nobstruction and if there is, should remove it. If this results in the signals coming ‘Off’ normal \nworking shall be resumed. At such stations the extraction of appropriate key will ensure that \nthe points have been correctly set and locked without any gap. \nS.R. 3.68.(2) If interlocking is in order and whenever possible relevant levers shall be pulled \nin order to obtain the security provided by the interlocking. \nS.R. 3.68.(3) The Station Master on duty at the Station where any signal has become \ndefective, shall act in accordance with G.R. 3.68(1)(a). Where it is not possible to put the \nsignal back to ‘ON’, he shall arrange to have a stop hand signal exhibited continuously at the \nfoot of the defective signal. If the signal lamp has been lit, it shall be put out until the signal is \nput back to ‘ON’. \nS.R.3.68.(4) Defective interlocking- When interlocking fails or becomes defective at an \ninterlocked station, the relevant signals shall be treated as defective. \nS.R. 3.68.(5) A shunt signal where provided should be used for shunting operations unless it is defective. The driver will ensure that shunt signal is taken off before he passes it except in the case he is informed that it is defective. In such a case he will be guided by hand signal exhibited by the person incharge of shunting operations. \n The person-incharge of shunting operation shall ensure that all relevant points are properly set and facing points are not gaping and also the facing point locks where provided are operated locking the points. \nS.R. 3.68.(6) Reporting of Defective Signals to the Signal Maintenance Staff - (a) On receipt of information of a signal being defective, the Station Master on duty shall report such defects with complete particulars either in writing by Message or on control/local phones, if any, available to the concerned Signal Maintainer/s with copy to the SSE(Signal)/s. A copy of the reports of Signal/Signals shall also be endorsed to the Transportation Inspector, and the Control on controlled section. \nThe Station Master shall also make an entry of the failure immediately in the Signal Failure Register. \n(b) On arrival, the Signal Maintainer shall contact the Station Master, inspect the defective gear, issue disconnection memo (if required) rectify the faults and certify the failure in the Signal Failure Register. In case of doubt, he should ask the Station Master to demonstrate the failure. If the failure cannot be demonstrated by the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 99, + "text": "78 SIGNALS \n________________________________________________________________________________________________________________ \nStation Master to the person attending the fault then \"Unable to Demonstrate\" remarks should be entered in the Signal Failure Register and jointly signed. \n (c) If the defect has been put right and certified by the person attending to the fault, the Station Master should satisfy himself, if necessary, by demonstration by the person attending to the fault. \nThereafter, the Station Master and the person attending to the fault shall jointly issue a rectification message to all concerned and make an entry in the Signal Failure Register. \nS.R. 3.68.(7) Failure of signal lights, where colour light signals are provided – (a) At station provided with colour light signals where signal lights cannot be kept burning due to power failure including failure of standby arrangements, the SM must inform the station on either side and the section controller immediately, who shall inform the Sr. DEE/DEE and Sr.DSTE/DSTE concerned. (b) Before despatching a train to such a station, SM of the previous Station shall issue T/409 to the driver advising him of the absence of any light on the signals and therefore for keeping a look out and to stop, at the foot of the first stop signal post of the station where signal light are out. (c) T 369 (3b) should be issued to the Driver by the SM of the station where the failure has occurred, at the foot of the first stop signal and the starter signal. Provision of GR. 3.69 (1) for the issue of T 369 (3b) by the station in the rear and the last nominated station shall not be applicable in such a case. \n3.69. DUTIES OF STATION MASTER WHEN AN APPROACH STOP SIGNAL IS \nDEFECTIVE. - \n \n(1) In the event of an Outer or a Home or a Routing signal becoming defective, the \nStation Master shall advise the station in rear and the nominated station in rear, save \nin a case where a signal post telephone or a Calling-on signal is provided on the \ndefective signal, in order that the Drivers of approaching trains may be warned of the \ndefective signal and issued a written authority to pass such signal on receipt of \nProceed hand signal at the foot of the defective signal. \n \n(2) The Station Master in rear as referred to in sub-rule (1), on receiving the advice \nof the defective signal, shall immediately acknowledge it and advise the Station \nMaster of the station where the signal has become defective, of the number of the \nfirst train which will be notified of the defective signal and again on receipt of the \nadvice that the defective signal has been put into proper working order, shall advise \nthe number of the train so notified last. \n \n(3) The Station Master of the station where the signal has become defective shall, before \nauthorising a train to pass the defective signal ensure that the conditions for taking \n‘Off’ that signal have been fulfilled.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 100, + "text": "79 SIGNALS \n________________________________________________________________________________________________________________ \n \nHe shall then authorise the Driver to pass the defective signal at ‘On’ in one of the \nfollowing manners - \n(a) When the Driver of an approaching train has been advised of the defective \nsignal at a station in rear - by deputing a competent railway servant in \nuniform under clause (b) of sub-rule (1) of Rule 3.68, to exhibit Proceed hand \nsignal at the foot of the defective signal to the approaching train. In such \ncases, the Station Master shall not give Line Clear to the station in rear \nunless the conditions for taking ‘Off’ the signal which has become defective, \nhave been complied with; or \n(b) When the Driver of an approaching train has not been advised of the \ndefective signal at a station in rear- by having a written authority, \nauthorising the Driver to pass the defective signal at ‘On’, delivered at the \nfoot of the defective signal through a competent railway servant; or \n(c) by taking ‘Off’ the Calling-on signal where provided; or \n(d) by authorising the Driver to pass the defective signal at ‘On’ over the signal \npost telephone where provided, in accordance with special instructions. \n \n(4) When the Home signal becomes defective, the Outer shall also be deemed to be out \nof order and the procedure prescribed in sub-rules (1), (2) and (3) shall be followed. \nS.R. 3.69.(1) The nominated station for the purpose of G.R. 3.69 (1) shall be: \n(i) the last stopping station in case of Mail, Express and passenger trains. \n(ii) the last notice station contained in the list provided in Working Time Table (for the \npurpose of issue of caution order) for all other trains/light engine. \n(iii) In case procedure covered by Sub-para (i) & (ii) above cannot be adopted, the train \noriginating stations. \nS.R. 3.69.(2) Inter related Signals - When a driver who has not been issued form T 369(1) at a previous station, is stopped at the first stop signal which is first of the series of inter-related signals, the Station Master after satisfying himself in regard to the conditions for the reception of the train and ensuring that the points if any in the route of the train have been set and facing points locked shall issue ‘Authority to pass Defective Signals’ authorising the driver to pass not only the first stop signal irrespective of its indication, but also to pass the subsequent Approach signals in the 'ON' position. Any subsequent signals which are in working order, should, however, be taken 'OFF' to secure the advantage of interlocking. \nS.R. 3.69.(3) Reception of a Train when Home or Routing Signal is defective – \n(a) The Station Master shall depute a railway servant with hand signals at the foot of the \ndefective Home or Routing signal as well as at the foot of the Outer Signal, if any. The \nRailway Servant as deputed at the Outer will repeat the indication given by a hand \nsignal at the Home or the Routing Signal. The driver will pass the Outer or Home (or \nRouting) signals at a speed of 15 KMPH on the authority of T 369(1) issued to him as \nper G.R. 3.69. \n(b) When the routing signal is defective, the Home signal or any inter-related approach \nsignal in advance shall also be deemed to be defective.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 101, + "text": "80 SIGNALS ________________________________________________________________________________________________________________ \n S.R. 3.69.(4) In terms of G.R. 3.69 (1) at stations where signal post telephones are provided, the driver shall be authorised to pass the defective signal in 'ON' position by the S.M. on duty by giving him private number, clearly indicating the signals which has/have to be passed by the Driver in 'On' position. The driver must record the Private Number and the particulars of signal/signals/time in his note book. Similar entries should be made by the Station Master in a special register. \nS.R. 3.69.(5) (a) \n(i) The form T 369(3b) (Authority to pass Defective Signals) is printed in blue font and bound in books to enable the carbon impression to be taken. \n (ii) The name of the signal or signals required to be passed at ON or in defective position should be written by hand in full and in block capital letters on the form. (iii) The name of the station on the form shall always be entered in full and in block capital letters and the station stamp affixed. \n(iv) The Signature of the Station Master on duty shall be in full on the form. Initials are \nnot permitted. \n (v) The same form shall not be used for both approach and departure signals. One form \nmay, however, be used for one or more defective signals of the group of approach \nsignals and similarly one form may be used for one or more group of departure \nsignals. \n(vi) Where the defective signal is one of the signals fixed on a bracket post the defective signals shall be specifically described on the Form T 369 (3b) by the route it governs. \n (vii) The original foil shall be the foil to be delivered to the Driver. It shall be delivered to the driver who shall sign for the same, showing also the time of receipt, in the spaces provided in the form itself for the purpose, in the carbon copy. The carbon copy shall not be delivered to the Driver but shall form the station record. \n(viii)When a train is being worked with more than one engine in front, the driver of the additional engine shall also sign on the Form T 369(3b) before it is handed over to the Driver of the leading engine for acceptance and acknowledgement. \n(ix) No correction, erasure or overwriting whatsoever must be made while preparing the Form T 369(3b). If in writing out the form T 369(3b) a mistake is made, the form should be cancelled and the word 'cancelled' should be written across the form and a fresh form prepared. \n (b) (i) The Driver who receives the Form T 369(3b) for a defective Stop Signal shall pass the signal concerned at a reduced speed not exceeding 15 KMPH on hand signal from the Railway servant deputed in terms of G.R. 3.68 (b) subject to the exceptions indicated in the note in the form T 369(3b) itself. He shall observe all due caution and be prepared to stop short of any obstruction including level crossing gates situated within station limits. \n(ii) The Driver shall make over all form T 369(3b) received by him along with his Joint Train Journal to the SSE (Loco) at the end of the journey.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 102, + "text": "81 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.70. DUTIES OF STATION MASTER WHEN A DEPARTURE STOP SIGNAL IS \nDEFECTIVE. – \n(1) In the event of a Starter becoming defective, the Station Master may authorise \nthe Driver to pass such signal by a written authority which shall be handed over \nto the Driver at the station where the defective signal is located and in addition \nthereto, a competent railway servant shall show hand signals to the \ndeparting train in accordance with the instructions of the Station Master or \nby taking ‘Off’ the Calling-on signal, if provided under sub-rule (2) of Rule \n3.13, after the train has been brought to a stand at the defective signal. \n(2) In the event of an Advanced Starter becoming defective, hand signals may be \ndispensed with and the Station Master may authorise the Driver to pass such \nsignal by a written authority, which shall be handed over to the Driver at the \nstation, where the defective signal is located . \n Provided that in exceptional circumstances where, under approved special \ninstructions, an Advanced Starter protects any points, hand signals shall not be \ndispensed with. \n(3) For the purpose of handing over the written authority mentioned in sub-rules (1) \nand (2), the train shall be stopped at the station where the defective signal is \nlocated. The written authority to pass a defective departure Stop signal shall not \nbe handed over to the Driver unless all the conditions for taking ‘Off’ such signal \nhave been fulfilled. \n(4) Where under approved special instructions a Calling-on signal has been \nprovided below a departure Stop signal, other than the last Stop signal, the \nCalling-on signal shall not be taken ‘Off’ unless the conditions for taking ‘Off’ \nthe departure Stop signal above it have been fulfilled. \nS.R. 3.70 (a) The written authority shall be on form T 369-(3b). \n (b) The Railway Servant giving hand signals at the foot of the defective Starter Signal \nshall also, satisfy himself that the route is correctly set and is clear and free from \nobstruction for the despatch of the train. \n (c) Before issuing the form T 369-(3b) for last stop signal, the Station Master on duty \nmust also ensure that the Line Clear has been obtained for the train from the \nblock station in advance. An endorsement to the effect that the Line Clear has \nbeen obtained shall be made on the form T 369-(3b) showing also the Private \nNumber received from the block station in advance. If the Line Clear is obtained \nby the Switchman or the Cabin ASM, it shall be got confirmed by the Station \nMaster on duty under an exchange of Private Number. \n3.71. WARNER OR DISTANT SIGNALS DEFECTIVE IN THE ‘OFF’ POSITION. – \n(1)(a) If a Warner signal on a post by itself or a Distant signal is out of order and \ncannot be kept in the ‘On’ position, a Stop hand signal shall be shown at the foot of the \nsignal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 103, + "text": "82 SIGNALS \n________________________________________________________________________________________________________________ \n \n At night, the light or lights of the signal shall be extinguished and the train, after \nbeing first brought to a stand, may then be hand-signalled past the signal. \nAdvice of the defective signal shall be given to the Drivers of trains at the station \nin rear warning them to stop at such signal. \n(b) If a Warner signal placed below a Stop signal becomes defective and cannot \nbe kept in the ‘On’ position, the Stop signal above it shall be treated as \ndefective and by night the light of the Warner signal shall be extinguished. \n(2) If the Warner or Distant signal of an Intermediate Block Post is defective and \ncannot be kept in the ‘On’ position, the Intermediate Block Stop signal shall also \nbe kept at ‘On’ and treated as defective and action taken as per Rule 3.75. \n3.72. WARNER NOT TO BE USED WHEN STOP SIGNAL IS DEFECTIVE. - \nWhenever a Stop signal is defective or ceases to work properly at a station provided \nwith Warner, the Warner applying to the line to which the defective Stop signal applies \nshall be kept at ‘On’ until the defective Stop signal is rectified. \nS.R.3.72. Defective Home Signal at Stations with Multiple Aspect Signal- Whenever the Home \nSignal is defective or ceases to work properly at a station equipped with manually operated \nmultiple aspect signals, the relevant Distant Signal shall be kept ‘ON’ until the defective \nHome Signal is rectified. \n3.73. PASSING OF A GATE STOP SIGNAL AT ‘ON’. - \n(1) When a Driver finds a gate Stop signal at ‘On’ he shall sound the prescribed code \nof whistle and bring his train to a stop in rear of the signal. \n(2) (a) If the gate Stop signal is provided with a ‘G’ marker, the Driver shall wait at \nthe signal for one minute by day and two minutes by night, and if the signal is \nnot taken ‘Off’ within this period, he may draw his train ahead cautiously and \nstop short of the level crossing. \n (b) He shall then be hand-signalled past the gate by the Gateman, if there is one, \nor in the absence of a Gateman, by one of the members of the engine crew or \nby the Guard of the train after ascertaining that the gates are closed \nagainst road traffic. \n(3) If the Driver finds, after stopping at the signal, that there is no ‘G’ marker, he \nshall proceed further only in accordance with the procedure laid down under \nspecial instructions. \nS.R. 3.73. In non-automatic signalling territories where local site conditioned require, a \ndistinctive gate signal shall be provided with square marker plates, yellow in colour and \nletter ‘G’ inscribed thereon for controlling the entry of a train into a rail cum-road bridge. \nWhen a driver finds such a gate signal at ‘ON’, he must sound a long whistle and bring his \ntrain to a stop in rear of the signal. If after waiting for one minute by day and two minutes by \nnight the signal is not taken ‘off’, he may draw his train ahead cautiously on hand signals \ngiven by the fireman/diesel assistant and stop in rear of rail-cum-road bridge/level crossing \ngate.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 104, + "text": "83 SIGNALS \n________________________________________________________________________________________________________________ \n \n The driver shall not pass rail-cum-road bridge unless he is piloted by the Gateman or \nhand-signalled forward by the Gateman walking ahead of the train. In the absence of the \nGateman, one of the engine crew must close the gates against road traffic at both ends of the \nbridge and hand signal the train through the bridge in a similar manner. \nIn case there is bridge between the gate signal and the gate, the driver must be hand \nsignalled across the level crossing gate by the Gateman or by one of the engine crew when \nthe Gateman is absent. The person giving such signals will ensure that the level crossing is \nclear and the gates have been closed against road traffic. \n3.74. ABSENCE OF A FIXED SIGNAL OR A SIGNAL WITHOUT A LIGHT.- \n(1) (a) If there is no fixed signal at a place where a fixed signal is ordinarily shown, or \n(b) if the light of a signal is not burning when it should, or \n(c) if a white light is shown in place of a colour light, or \n(d) if the aspect of a signal is misleading or imperfectly shown, or \n(e) if more than one aspect is displayed, the Driver shall act as if the signal was \nshowing its most restrictive aspect : \n \nProvided that during night, if in the case of a semaphore Stop signal for \napproaching trains only, the Driver finds the signal light extinguished , he shall bring \nhis train to a stop at such signal. If he finds that the day aspect of such signal is \nclearly visible and is satisfied that the signal is in the ‘Off’ position, he shall proceed \npast it upto the station cautiously at a restricted speed obeying all intermediate Stop \nsignals, if any, relating to him, and report the matter to the Station Master for \nnecessary action. \n \n(2) At stations equipped with a colour light signal provided with a ‘P’ marker, the \nDriver shall bring his train to a stand if it does not show any light or shows as \nimperfect aspect and having satisfied himself that the signal is provided with a ‘P’ \nmarker, shall proceed preparing to stop at the next stop signal and shall be guided \nfurther by its aspect. \n \nS.R.3.74.(a)When a Driver comes across any signal which is flickering / bobbing, he should \nconsider that signal to be showing the most restrictive aspect and being his train to a \nstop short of it. If the signal assumes steady aspect, and remains steady for 60 seconds, \nthe Driver should act accordingly to the steady aspect so shown. If, however, the signal \ncontinuous to flicker/bob and does not assume the steady aspect for 60 seconds, he \nshould treat the signal as defective and take further action accordingly. \n \n(b) When a Driver comes across any signal which is showing more than one aspect \nsimultaneously, he shall take action as detailed below:- \n(i) In case of a manual stop signal, he shall observe G.R. & S.R. 3.69, 3.80, 3.81 \ntreating the signal as defective. \n(ii) In case of automatic signal, he shall obey the most respective aspect.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 105, + "text": "84 SIGNALS \n________________________________________________________________________________________________________________ \n \n3.75. PASSING OF INTERMEDIATE BLOCK STOP SIGNAL AT ‘ON’. – \n(1) When a Driver finds an Intermediate Block Stop Signal at ‘On’, he shall stop his \ntrain in rear of the signal, and contact the Station Master of the block station in \nrear on the telephone, if provided on the signal post. \n(2) The Station Master shall authorise the Driver to pass the Intermediate Block Stop \nSignal, if defective as prescribed by special instructions. \n(3) If the telephone is not provided or is out of order, the Driver after waiting for 5 \nminutes at the signal shall pass it at ‘on’ and proceed cautiously and be prepared \nto stop short of any obstruction, at a speed not exceeding 15 Kilometres an hour if \nhe has a good view of the line ahead, otherwise at a speed not exceeding 8 \nKilometres an hour and report the failure to the station Master at the block station \nahead. \n(4) The Station Master of the block station working the Intermediate Block Stop \nSignal on becoming aware that such a signal is defective shall, before despatching \na train, treat the entire section up to the block station immediately ahead of the \nIntermediate Block Post as one block section and issue a written authority to the \nDriver to pass the defective Intermediate Block Stop Signal at ‘on’ without \nstopping at the signal, in accordance with the procedure prescribed by special \ninstructions. \nS.R. 3.75.(1) Passing Intermediate Block Stop Signal at ‘on’ - \n \n(i) When a Driver finds an Intermediate Block Stop Signal at ‘On’, he shall bring his \ntrain to a stop in rear of the signal, advise the guard of the fact by sounding a long \ncontinuous whistle and contact the Station Master of the block station in rear, on the \ntelephone provided for the purpose on the signal post. \n(ii) If the Station Master, on being contacted on telephone by the driver, finds that signal is \ndefective, he shall, after obtaining the line clear for the train from the station in \nadvance, authorise the Driver on the telephone to pass the Intermediate Block Stop \nSignal at ‘on’ and enter the block section ahead. He shall also advise the Driver of the \nPrivate Number under which he had received the line clear from the station in advance. \n(iii) If, however, the telephone provided at the Intermediate Block Stop signal post is out of \norder and the Driver is unable to contact the station in rear he shall wait for 5 minutes \nat the signal and if within this period the signal is not taken 'off’, he may, after advising \nthe guard of this fact by sounding one long whistle which may be repeated if necessary, \nand after exchanging all right signal with him pass the Intermediate Block Stop signal \nat 'on' and proceed cautiously into the block section ahead. When an Intermediate \nBlock Stop signal is passed in this manner the speed of the train shall not exceed 15 \nKMPH if the visibility is good. Where, owing to any reason, the line ahead cannot be \nseen clearly the driver shall proceed at a very slow speed, which shall under no \ncircumstances exceed 8 Km per hour. From the Intermediate Block Stop Signal to the \nfirst Stop Signal of the block station ahead, the driver shall be extremely vigilant and \ncautious and be on the look out for obstructions, so that he is always in a position to \nstop short of any possible obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 106, + "text": "85 SIGNALS ________________________________________________________________________________________________________________ \n \n On reaching the block station ahead, the Driver shall report the failure of the signal/the telephone as the case may be to the Station Master. \n(iv) When the driver has to pass an IBS signal at ON, he shall proceed cautiously as laid down in GR. 3.75 (3) and will continue to proceed cautiously until he reaches the foot of the next stop signal and even if that signal is 'OFF' the driver shall continue to look out for any possible obstruction short of the same and will act upon its indication only after he has reached it. \n(v) However, if the Station Master of the block station immediately in rear of an Intermediate Block Stop Signal is aware that such a signal is defective, he shall, before despatching a train, obtain the line clear for the block section between the Intermediate Block Stop Signal and the block station in advance and then issue a written authority to the Driver to pass the Intermediate Block Stop Signal ahead at 'on' without stopping at the signal. \n An endorsement shall be made on such an authority that the line clear for the block section upto next station has been obtained under Private Number quoting the private number so obtained from the station master of the block station in advance. \nNote - On those section where due to gradients and other local conditions, the driver cannot leave his engine, special rules may be laid down to meet with such eventualities. \nS.R. 3.75.(2) (a) If the Block Istrument provided at the stations on either side of an Intermediate Block Post, or the last stop signal of the station in rear of Intermediate Block Post or the track circuiting or the axle counters beyond the last stop signal fail, the Intermediate Block Stop signal shall be deemed to be defective and the procedure laid down in S.R. 3.75 (1)(v) shall be adhered to. \n (b) The detailed procedure to be followed in the event of failure of Axle Counters and the Intermediate Block Stop signal shall be incorporated in the Station Working Rules of the stations concerned. \nS.R. 3.75.(3) The Station Master of the block station working the intermediate block stop signal shall not despatch the third train till such time complete arrival of the first train has been received from the block station in advance. \n3.76. INTIMATION TO OFFICIALS WHEN DEFECTS REMEDIED. - As soon as a \ndefective signal has been put into good working order, the Station Master shall intimate \nthe fact to the officials who were advised of its being defective. \n \n3.77. DEFECTIVE OR DAMAGED POINTS ETC.- \n(1) Whenever points, crossings or guard rails are defective or damaged, the railway \nservant in charge of operation of points shall protect them and immediately \narrange to report the circumstances to the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 107, + "text": "86 SIGNALS \n________________________________________________________________________________________________________________ \n \n(2) The Station Master, on becoming aware of such defective or damaged points etc. shall - \n(a) immediately arrange to have the defect rectified by the railway servant \nresponsible for their maintenance, \n(b) arrange to ensure the safe passage of trains, and \n(c) keep the signal or signals concerned at ‘On’ until the defect is rectified. \n S.R. 3.77.(1) Whenever points, crossings or guard rails are damaged the Station Master shall arrange to advise the SE (P.Way), and in the case of interlocked points, the SSE(Signal) also. \nS.R. 3.77.(2) If points are damaged, the Station Master shall examine and decide if it is safe to pass trains over such points at restricted speed which shall not exceed 8 KMPH. Caution Order shall be issued accordingly to the Driver. \nS.R. 3.77.(3) In the event of a point being burst through, the train shall not be backed. \n \n3.78. DUTIES OF ENGINE CREW IN RESPECT OF SIGNALS. \n(1) (a) The Loco Pilot shall pay immediate attention to and obey every signal whether \nthe cause of the signal being shown is known to him or not; \n(b) the Loco Pilot shall not, however, trust entirely to signal, but always be vigilant \nand cautious. \n(2) (a) The Loco Pilot shall whistle intermittently when his engine explodes detonator(s) \nand take every possible caution including reduction of speed as necessary, so as \nto have the train well under his control and be able to stop short of any \nobstruction on the line; \n(b) after proceeding 1.5 kilometres from the place where his engine exploded \ndetonator(s), if his engine does not explode any more detonator(s), he may then \nresume authorized speed; and \n(c) report the incident to the next station or cabin. \n(3) If in consequence of fog, storm or any other reason, the view of the signal is \nobstructed, the Loco Pilot shall take every possible precaution, so as to have the \ntrain well under control. \n(4) When the Loco Pilot notices a signal warning of an obstruction, except detonator(s), \nhe shall stop his train immediately and act on advice of the person exhibiting \nwarning signal or on the basis of obstruction noticed by him. \n(5) In case no further details of exhibition of warning signal are noticed, after stopping \nfor one minute by day and two minutes by night to ascertain the location and/or \ncause of the warning, he shall proceed cautiously upto the next block station, \nkeeping a sharp look out.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 108, + "text": "87 SIGNALS \n________________________________________________________________________________________________________________ \n \n(6) The Loco Pilot shall acquaint himself with the system of working, location of \nsignals and other local conditions affecting the running of trains on a section or \nsections of the railway over which he is to work and if he is not so acquainted \nwith any portion of the railway over which he is to work, obtain the services of a \nqualified railway servant who is conversant with it to assist him. \nS.R. 3.78.(1) Qualified Railway Servant - For the purpose of GR 3.78(6), the 'qualified \nrailway servant' shall be a passed train Loco Pilot or a competent Loco Inspector or a \ncompetent Railway servant. \nSR 3.78 (2) (A) Road learning for Loco Pilot and Assistant Loco Pilot.- \n(a) Every Loco Pilot/Asstt. Loco Pilot should be given 3 trips (up and down direction \nseparately) for learning road out of which one must be by night to familiarize himself with \nthe section(s) on which he is rostered for duty. On ghat section and automatic territories \nminimum 6 trips of road learning shall be provided in both the directions. If more than \none line is available in a section, at least one trip road learning in each line shall be \nprovided. \n(b) on promotion to or officiating as LP (Goods) road learning as prescribed in (a) above has \nto be provided to Loco Pilot to understand train dynamics. \n(c) If Loco Pilot/Asstt. Loco Pilot has not operated on a section for over 3 months, he should \nbe given road learning trip/s as per the schedule given below: \nDuration of absence No. of trips No. of trips on Ghat \nsection and Automatic \nterritory \n(1) 3 to 6 months One trip Three trips \n(2) 6 months to 2 years Two trips Three trips \n(3) over 2 years Three trips Six trips \n(d) Any additional trip/s considered necessary should be provided with the approval of the \ncontrolling branch officers of the Division. \n(e) The scale of the trips provided as above would apply to all systems of working.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 109, + "text": "87A SIGNALS 87 \n(f) A register should be maintained at the crew booking point. A Loco Pilot/Asstt. Loco Pilot \nshould record in the register 15 days in advance that he is lapsing road learning in a \nsection. Also, the base depot should keep a record of the date of the last trip performed by \na Loco Pilot/Asstt. Loco Pilot on different sections and update it every first of the month. \nOn the basis of these records, depot in-charge should book Loco Pilot/Asstt. Loco Pilot for \nload learning on a section where it is required. \n (g)The record of road learning may also be kept in Crew Management System. \nSR 3.78 (2)(B) Road learning for Guard.- \n(a) Before taking up train working duty on a portion of the Railway (hereinafter called the \nsection) Guard shall acquaint himself with the section for which purpose he shall make \nthree trips for ‘learning road’ of which at least one should be during night by the class of \ntrain which he is normally required to work. \n(b) On Automatic signaling territory and Ghat sections Guard will do a minimum number of 5 \nroad learning trips, of which two will be during night. \n(c) Guard shall be deemed to be not acquainted with a section of the Railway if a period over \nsix months has elapsed, since he had last worked on that section and he shall again learn \nthe road to the refresh his knowledge before working on that section as per the schedule \nlaid down in above SR 3.78(2)(B) (a) and (b). \nNote: After having road leaning, Loco Pilots/Asstt. Loco Pilots/Guards gives in writing to \ndepot incharge that they are conversant with section in which they are required to work and \nthis will confirm that they are conversant with both the directions to traffic and all the \nstations/yards/sidings enroute. \n(Ref: PED (Safety), RB’s letter no. 2017/Safety (DM)/7/25/Pt./4 dated 03.07.18) \nS.R. 3.78.(3) Precautions to be taken by the Loco Pilot when view or signals is obstructed- In \nthick, foggy or tempestuous weather impairing visibility or when the view of the signals is \nobstructed, the loco pilot shall whistle continuously (as per item 9 (a) of S.R. 4.50) and take \nevery possible precaution including reduction of speed as necessary so as to have the train \nwell under control and be able to stop short of any possible obstruction on the lines.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 110, + "text": "SIGNALS 88 \nSR 3.78 (4) Whenever 'Mail, Express and other Passenger Trains of other Railways/ Division' \nare diverted via alternate routes over any portion of this railway due to any reason, the \nfollowing precautions and discipline shall be followed in booking / providing the engine crew \nfor such diverted trains. \n(A) Rajdhani, Shatabdi and similar trains should be worked by Mail, Express Loco Pilots, \neven by withdrawing them from their regular scheduled links. \n(B) Mail/Express trains shall be worked by empanelled Goods Loco Pilots as per Item (C) \nbelow. \n(C) A panel consisting of adequate number of Goods Loco Pilot, including number of \nvacancies of Mail, Express and Passenger Train Loco Pilots drawn from the Goods Loco \nPilots holding grade 'A' cards shall be available in all Divisional, Sub Divisional \nControl Offices and Crew Booking points. The Loco Pilots from such panel should be \ndeployed to work Mail, Express trains. This panel should be quarterly updated beginning \nfrom each calendar year. \n(D) Loco Inspector or a competent railway servant in his lieu must accompany the Loco Pilot \non the foot plate when an empanelled Goods Loco Pilot as per above is not available. \n(E) In case competent crew as specified above is not available for running a particular type \nof locomotive, then loco should be changed with another type for which competent crew \nis available. \n3.79. DUTIES OF LOCO PILOT IN RESPECT OF A CALLING-ON SIGNAL.-The \nLoco Pilot of a train shall be guided always by the indication of the Stop signal below \nwhich the Calling-on signal is fixed. If this Stop signal is at ‘On’, he shall bring his train \nto a Stop. If he finds that the Calling-on signal is taken ‘Off’, he shall, after bringing his \ntrain to a Stop, draw ahead with caution and be prepared to Stop short of any \nobstruction. \n3.80. DUTIES OF LOCO PILOT WHEN AN APPROACH STOP SIGNAL IS \n‘ON’ OR DEFECTIVE. – \n (1) The Loco Pilot of a train shall not pass an Outer, a Home or a Routing signal that \nrefers to him, when it is ‘On’ or defective, unless – \n(a) he has, at a previous station, received notice in writing specifying that the \nsignal is out of order and unless he also receives a Proceed hand signal from a \nrailway servant in uniform at the foot of such signal; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 111, + "text": "88A SIGNALS 87 \n (b) after coming to a stand, he is either given a written authority by the Station \nMaster to proceed past such signal or is authorised by a Calling on signal in \nthe ‘Off’ position or is authorised by the Station Master over the signal post \ntelephone in accordance with special instructions. \n(2) The Loco Pilot of a train while passing an Outer, a Home or a Routing signal, \nwhen it is ‘On’ or defective, shall ensure that the speed of his train does not exceed \n15 Kilometres an hour. \nS.R.3.80. The Loco Pilot receiving T 369-(3b) for a defective Outer, Home or Routing signal \nshall pass it only when he receives hand signal at the foot of the defective signal, displayed by \na competent Railway servant in term of GR 3.69(1). If no proceed signal is displayed at the \nfoot of the signal, the Loco Pilot shall wait until he gets the signal. \n3.81. DUTIES OF LOCO PILOT WHEN A DEPARTURE STOP SIGNAL IS \n‘ON’ OR DEFECTIVE. – \n(1) The Loco Pilot of a train shall not pass a departure Stop signal that refers to \nhim, when it is ‘On’ or defective, unless his train has been brought to a stop at \nthe station where the defective signal is situated and he is authorised to do so – \n(a) By a written permission from the Station Master, in addition, in the case of a \nstarter, or advanced Starter protecting points, he shall not pass such signals, \nwhen “on” or defective, unless he also receives a “Proceed” hand signal \nfrom a duly authorised member of the station staff posted at the signal, or \n(b) by taking ‘Off’ the Calling-on-signal, if provided under approved special \ninstructions, vide sub-rule (2) of Rule 3.13. \n(2) In the case of a last Stop signal, he shall not pass such signal, when ‘On’ or \ndefective, unless he is also in possession of a proper authority to proceed under the \nsystem of working. \nS.R. 3.81.(1) In the case of defective starters or defective advance starter protecting points, \nHand signals shall always be displayed at the signal. If no proceed signal is displayed at the \nfoot of the signal the Loco Pilot shall wait until he gets the signal. \nS.R. 3.81.(2) If a train stands with engine beyond Starter and has to be started from that \nposition, the Station Master will take ‘off’ the Starter and advise Loco Pilot and Guard of the \ntrain in writing to start, observing the signal taken ‘off’ for their train. In case the Starter \nsignal cannot be taken ‘off’ due either to occupation of track circuited section or any other \nreason, the Station Master will issue a written advice to the Loco Pilot and Guard to start \ntheir train. The Station Master, before issuing such advice, shall ensure that everything is all \nright for the train to be started.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 112, + "text": "89 SIGNALS \n \n3.82. PERMISSION BEFORE ENTERING ON OR CROSSING A RUNNING LINE.- \nNo Driver shall take his engine on or across any running line until he has obtained the \npermission of the Station Master and has satisfied himself that all the correct signals \nhave been shown. \n \nS.R. 3.82.(1) Authority to enter or cross running lines – The Station Master’s permission to \nenter or cross a running line is conveyed by the taking ‘OFF’ of the proper fixed signal or in \nthe case of a shunting movement by the taking ‘OFF’ of the proper shunting signal or the \nexhibition of hand signals by the Guard or station staff conducting the shunting. \n \nS.R. 3.82.(2) Movement from one yard to another- The movement from one yard to another \nwill be controlled by the staff controlling the yard of entry either by taking of fixed signal, if \nprovided, or by hand signal. \n \n3.83. ASSISTANCE OF THE ENGINE CREW REGARDING SIGNALS. - \n \n(1) The Driver and the first Fireman or the Assistant Driver, as the case may be, shall \nidentify each signal affecting the movement of the train as soon as it becomes \nvisible. They shall call out the aspects of the signals to each other. \n \n(2) The Assistant Driver or the Fireman shall, when not otherwise engaged, assist the \nDriver in exchanging signals as required. \n(3) The provisions of sub-rules (1) and (2) shall, in no way, absolve the Driver of his \nresponsibility in respect of observance of and compliance with the signals. \n \n3.84. DUTIES OF DRIVERS AS TO SIGNALS WHEN TWO OR MORE ENGINES \nARE ATTACHED TO TRAIN. - When two or more engines are attached to a train, \nthe Driver of the leading engine shall be responsible for the observance of and \ncompliance with the signals and the Driver or Drivers of other engine or engines shall \nwatch for and take signals from the Driver of the leading engine, except in cases \nwhere special instructions are issued to the contrary. \n \n3.85. REPORTING OF DEFECTS IN SIGNALS. - \n \n(1) Should a Driver or a Guard observe that a signal is rendered imperfectly visible \nby branches of trees or by any other cause, or that a signal light is partially \nobscured or not burning brightly enough to give a clear aspect, he shall report \nthe matter to the Station Master at the next station at which the train stops. \n(2) When such a report is made by a Driver or a Guard, the Station Master shall take \nimmediate steps to advise the Station Master concerned who shall get it rectified. \n \n***************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 113, + "text": "90 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \nCHAPTER IV \nWORKING OF TRAINS GENERALLY \nA. TIMING AND RUNNING OF TRAINS \n4.01. STANDARD TIME. - The working of trains between stations shall be regulated \nby the standard time prescribed by the Government of India, which shall be transmitted \ndaily to all the principal stations of the Railway at 16.00 hours in the manner \nprescribed. \nS.R. 4.01. The Section controller on duty at 16.00 hrs. shall transmit the time signal to the \nstations in the section controlled by him. In case the duty of the Section Controller changes at \n16.00 hrs. the outgoing Section Controller shall transmit the signal. In the non controlled \nsection, the signal shall be transmitted by the controlling station. \n4.02. ADHERENCE TO ADVERTISED TIME. - No passenger train or mixed train \nshall be despatched from a station before the advertised time. \n4.03. SETTING WATCH. - Before a train starts from a terminal or crew-changing \nstation, the Guard shall set his watch by the station clock or the clock at the authorised \nplace of reporting for duty and communicate the time to the Driver who shall set his \nwatch accordingly. \n4.04. TIME OF ATTENDANCE FOR TRAIN CREW. - Every Guard, Driver, \nAssistant Driver or Fireman shall be in attendance for duty at such place and at such \ntime as may be prescribed by special instructions. \nS.R. 4.04.(1) Attendance of Guards:- \n(a) where trains originate- \n(i) Guards of originating passenger trains shall report 30 minutes and of originating \nGoods Train shall report 30 minutes before schedule departure of train. \n(ii) Except where otherwise ordered, guards of parcel trains, van trains and shunting \ntrains shall report for duty 60 minutes before the booked departure of their trains. \n(b) For through goods trains at intermediate stations, where trains are stopped for change of \nrunning staff, the Guard should sign ‘On’ 15 minutes before the scheduled/expected \ndeparture of the train. For through passenger train, Guard shall report 15 minutes before \nthe scheduled/expected arrival of the train. \n(c) Any Guard who cannot attend owing to sickness must give sufficient previous notice \nwhich will be supported by a medical certificate to the Station Master. \nS.R. 4.04.(2) Attendance of Drivers and Assistant Drivers/Firemen:- \n(a) At station where trains originate or loco changing station, crew shall report for duty in \nthe shed 45 minutes before their engine is due to leave shed. In the case of Diesel and \nElectric Locos where Shunters/Engine Turners are provided for taking out locos from \nshed and attaching on load, the Driver shall be called out as laid in Sub-para (b) below. \n \n(b) For through trains, at intermediate stations where only crew is required to be changed, \nthe crew should sign ‘On’ 15 minutes before the scheduled/expected departure of the \ntrain. In case if Goods train is expected before time, crew/Guard may", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 114, + "text": "91 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n be asked to report earlier than Train Advertised Time through telephonically only. After \nproviding CUG to all Guards/Drivers, the call boy system may be abandoned. \n \n4.05. PROPER RUNNING LINE. - The Driver shall take his train along the proper \nrunning line. \n \n4.06. DIRECTION OF RUNNING. - \n \n(1) On a double line, every train shall run on the left-hand line unless otherwise \nprescribed by special instructions. \n \n(2) If there are two or more parallel lines, the direction in which trains are to run on \neach line shall be prescribed by special instructions. \n \n4.07. SUPPLY OF WORKING TIME TABLE AND SCHEDULE OF STANDARD \nDIMENSIONS. - \n \n(1) A copy of the Working Time Table for the time being in force shall be supplied to \neach Station, Guard, Driver, Inspector of Way or Works and any other railway \nservant requiring the use of the Working Time Table during the course of his \nduties. \n(2) A copy of the Working Time Table shall, on issue, be supplied to the \nCommissioner of Railway Safety. \n(3) A copy of the Schedule of Standard Dimensions for the time being in force shall be \nsupplied to each Inspector of Way or Works and Train Examiner. \n \nB. SPEED OF TRAINS \n \n4.08. LIMITS OF SPEED GENERALLY. - \n \n(1) (a) Every train shall be run on each section of the railway within the limits of speed \nsanctioned for that section by approved special instructions. \n(b) The sectional speed sanctioned and permanent speed restrictions shall be shown \nin the Working Time Table. \n(c) The Driver shall observe the sanctioned sectional speed except when either one \nspeedometer in case of electric loco or two speedometers in case of other \nlocomotives are defective. In such cases of defective speedometers both the \nmaximum permissible speed and booked speed of coaching trains shall be \nreduced by ten percent from the speed otherwise permissible. \n \n(2) The Driver shall - \n \n(a) regulate and control the running of the train according to the Working Time \nTable, so as to avoid either excessive speed or loss of time, and \n(b) not make up between any two stations more time than is allowed in this behalf in \nthe Working Time Table, and shall also observe all speed restrictions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 115, + "text": "92 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n \n(3) When it is necessary to indicate to the Driver where trains are to run at a restricted \nspeed or where trains have to come to a stop due to the line being under repairs or \ndue to any other obstructions, action shall be taken as specified in Rule 15.09. \nS.R. 4.08 (1) Subject to all temporary and permanent speed restrictions and the maximum \npermissible sectional speeds as laid down in the Working Time Table for each section \nconcerned, the general maximum limits of speed along with explanations are given in \n“General Instructions of Working Time Table in force’’. Driver must not violate the \nmaximum permissible speed limit prescribed in the Working Time Table. \nS.R. 4.08 (2) In the event of a Railway Official noticing that a Driver is exceeding the \nsanctioned sectional speed or the maximum permissible speed for the class of the train or the \nspeed restriction either temporary or permanent, he shall take measures to advise the Drivers \nof the fact at the next stop and submit a report, as early as possible, to the DOM/Sr.DOM and \nDME/Sr. DME concerned. \nS.R. 4.08 (3) Speed of trains entering dock platform lines: - The speed of trains entering dock \nplatform lines shall not exceed 8 KMPH. \nS.R. 4.08 (4) Attaching of goods stock to Passengers trains:- \n \n(i) Goods stock, duly certified ‘‘fit to run on passenger trains’’ by train examining \nstaff, can be attached to run on Passenger trains (except Mail and Express trains) \nwith strict adherence of marshalling orders of Mixed trains. \n(ii) The maximum speed of such trains should not exceed 75 KMPH on Board Gauge \nand 50 KMPH on Meter Gauge. The Driver of such a train must be apprised about \nattaching of goods stock by issue of a Caution Order instructing him not to exceed \nthe above speed limits. \n(iii) Goods stock must be attached next to the train engine unless the content are live-\nstock, explosives, dangerous or inflammable goods in which case these should be \nattached in the rear. \n(iv) On Metre Gauge section having gradients of 1 in 100 or steeper the mixed trains \nshould be marshaled with the coaching vehicles next to the train engine and goods \nvehicles attached in the rear of coaching vehicles. \n(v) Vacuum/Air braked piped vehicles are not permitted to be attached behind rear \nbrake van of a fully vacuumed/air braked train. They may, however, be attached", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 116, + "text": "93 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \ninside the rear brake van, provided interference to electric connection is not caused. \nThe last 3 vehicles including the brake van must however be with effective \nvacuum/air brake and operative cylinders. \n(vi) SE(C&W) at all stations where coaching and goods trains are examined shall \nexamine all goods stock attached to passenger trains, even though the train to \nwhich they are attached is not ordinarily examined at that station. At these stations, \nthis examination will be confined to the goods stock only and will be a ‘‘Safe to \nrun’’ examination. \n(vii) On sections where no C&W staff is provided at the terminal station, the C&W staff \nat the originating station of the mixed train will give the certificate for both the \noutward and the inward journey of the wagons whether loaded or empty indicating \nthe terminal station. \n \n4.09. CAUTION ORDER. - \n \n(1) Whenever, in consequence of the line being under repair or for any other reason, \nspecial precautions are necessary, a Caution Order detailing the kilometres \nbetween which such precautions are necessary, the reasons for taking such \nprecautions, and the speed at which a train shall travel, shall be handed to the \nLoco Pilot at the stopping station immediately short of the place where such \nprecautions are necessary, or at such other stations and in such manner, as \nprescribed under special instructions. \n(2) Sub-rule (1) does not apply in the case of long continued repairs when fixed signals \nare provided at an adequate distance short of such place and have been notified to \nthe running staff concerned. \n(3) The Caution Order referred to in Sub rule (1) shall be on white paper in blue or \nblack font or typed or made out on computers with the words “CAUTION \nORDER” written on top of the form in bold letters of appropriate font size to \ndraw attention distinctly and signed in full. \nS.R.4.09. Rules with regard to the issue and delivery of caution orders are given in \nAppendix 'A’. \n \n4.10 LIMITS OF SPEED OVER FACING POINTS.- \n \n (1) The speed of trains over non-interlocked facing points shall not exceed 30 \nkilometres an hour in any circumstances and the speed over turn-outs and cross-\novers shall not exceed its permissible speed or 30 kilometres an hour whichever is \nless, unless otherwise prescribed by approved special instructions, which may \npermit a higher speed. \n (Ref: GSR-168(E) under Gazette notification dated 13.03.2020) \n(2) Subject to the provisions of sub-rule (1), a train may run over interlocked facing \npoints at such speed as may be permitted by the standard of interlocking.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 117, + "text": "94 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \nS.R. 4.10 (1) Speed at which trains may run over facing points at interlocked and non-\ninterlocked stations is shown in the Working Time Table. \nS.R. 4.10 (2) Where the speed over the facing points at a station is less than the speed \nsanctioned at other stations on the same section, a permanent Speed Indicator should be \nfixed on the post of the first approach signal of the station. Where for sighting convenience, \nthe signal is situated at some distance from the track, Speed Indicator Board with the \ninscription ‘on facing points’ may be fixed alongside the track with the Outer Signal or \nWarner/Distant Signal. \nS.R. 4.10 (3) The Loco Pilot must observed the prescribed speed limits over turn-outs and \ncross overs and shall not resume normal speed until the entire length of the train has cleared \nthe same and until this has been so indicated to him by the Guard by exchanging an “All \nRight” signal. In such cases the Guard shall not give all right signal to the Loco Pilot unless \nthe last vehicle of his train has cleared the trailing points. \nNote:- The term “Section” in so far as this Rule is concerned does not necessarily mean a \nsection from one Junction to another but, a portion of the line on which the speed on facing \npoints is the same at all stations, (but for few exceptions) as shown in Working Time Table. \n4.11 LIMITS OF SPEED WHILE RUNNING THROUGH STATIONS: - \n \n(1) No train shall run through an interlocked station at a speed exceeding 50 kilometres \nan hour, or such less speed as may be prescribed by approved special instructions \nunless the line on which the train is to run has been isolated from all other lines by \nthe setting of points or other approved means, and interlocking is such as to \nmaintain this condition during the passage of the train. \n(2) In every case in which trains are permitted to run through on a non-isolated line, all \nshunting shall be stopped and no vehicle unattached to an engine or not properly \nsecured in accordance with Rule 5.23 may be kept standing on a connected line \nwhich is not isolated from the through line. \n \nS.R. 4.11(a) Trains arranged to run through the station without stopping shall, as far as \npossible always do so on the straight line. \n(b)When the straight line is blocked a train may be passed through on the loop at a speed not \nexceeding 15 kms. an hour or such speed as prescribed by approved special instructions and \nnotified in the working time table. \n (c)When it is necessary for a non-stopping train to be run through over the loop line, the \nAuthority to Proceed must not be given to the Loco Pilot on the Line Clear Picking Apparatus \nbut must be handed over to him opposite the Station Office. \n4.12 ENGINE PUSHING. - \n \n(1) No engine or self-propelled vehicle shall push any train outside station limits \nexcept in accordance with special instructions and at a speed not exceeding 25 \nkilometres an hour;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 118, + "text": "95 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n Provided that this sub-rule shall not apply to a train the leading vehicle of which is \nequipped with driving apparatus and which may be operated under approved \nspecial instructions; \n Provided further that this sub-rule shall not apply to an engine assisting in rear of a \ntrain, which may be permitted under approved special instructions to run without \nbeing coupled to the train; \n Provided also that no train, which is not equipped with continuous vacuum/air \nbrake shall be pushed outside station limits except in case of emergency; \n Provided further that a “Patrol” or “Search-light” special with one or more vehicles \nin front of the engine may be permitted to run at a maximum speed of 40 kilometers \nan hour. \n(2) For movement of trains outside station limits with engine pushing during night or in \nthick, foggy or tempestuous weather impairing visibility or where otherwise \nprescribed by special instructions, the leading vehicle of such trains shall be \nequipped with the prescribed head light and marker lights except in case of \nemergency. \n(3) When trains are worked as described in sub-rules (1) and (2), the engine pushing the \nload when it is the rearmost, or the rearmost vehicle if any, shall carry a tail board \nor a tail lamp. \n \nS.R. 4.12 (1) Position of brake-van or trains being pushed- When a train is being pushed \noutside station limits the leading vehicle should, if possible, be a brake-van. The Guard must \nride in the leading vehicle or in the nearest vehicle to it which if fitted with a vacuum/air \nbrake valve or a hand-brake, which he can work from the position in the vehicle and guide \nthe driver with the hand signals. \n \nS.R. 4.12 (2) When a train, due to unforeseen circumstances has to return to a Station from \nwhich it has proceeded, it must be brought to a stand, on the single line at the first stop \nsignal, and on the double line at the last stop signal of the same line or the first stop signal of \nthe opposite line whichever comes first and must be piloted from there in to the station by one \nof the station staff. \n \nS.R. 4.12 (3) Limits of speed of trains being pushed.- When the engine is pushing the train:- \n (a) The speed must not exceed- \n(i) 25 KMPH on the straight line or 8 KMPH over a turn-out or where the gradient is \nsteeper than 1 in 150 when the brake-van is leading and \n(ii) 8 KMPH in all cases when the brake-van is not leading; \n \n (b) When approaching points which are in his facing direction, the Guard must stop the \ntrain and satisfy himself that the points are correctly set and locked.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 119, + "text": "96 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.12 (4) The movement of train or vehicle outside station limit with engine pushing \nduring night or in thick foggy or tempestuous weather impairing visibility without the leading \nvehicle being equipped with head light, marker light and without the guard or staff with \nfacility to control the movement with application of vacuum/air brake shall not be permitted, \nexcept in case of emergencies, when such movement will be at a speed not exceeding 8 \nKMPH with the driver continuously whistling. \n \n4.13 LIMITS OF SPEED WITH ENGINE TENDER FOREMOST.- \n \n(1) (a) A passenger train or a mixed train shall not be drawn outside station limits by a \nsteam engine running tender foremost, except – \n \n(i) under a written order issued by the authorised officer; or \n(ii) in a case of unavoidable necessity, to be established by the Driver. \n(b) When any such trains is so drawn, the speed shall not exceed 25 kilometers an \nhour, or such higher speed, not exceeding 40 kilometers an hour, as may be \nauthorised by approved special instructions. \n(2) In cases of unavoidable necessity, goods trains may run with steam engines tender \nforemost at a speed not exceeding 25 kilometers an hour or such higher speed, which \nshall, in no circumstances, exceed 40 kilometers an hour, as may be laid down by \nspecial instructions. \n(3) When trains have to be worked with steam engines tender foremost as a regular \nmeasure under sub-clause (i) of clause (a) of sub-rule (1) and sub-rule (2), the head \nlight and marker light as prescribed in Rule 4.14 shall be provided on the tender. \n \nS.R. 4.13 In case of goods trains where head light and cowcatcher have been provided on the \ntender, the goods trains may be worked upto a speed of 40 KMPH. \n \nC. EQUIPMENT OF TRAINS AND TRAIN CREW \n \n4.14 HEAD LIGHT, MARKER LIGHTS AND SPEEDOMETERS. - \n \n(1) A train shall not be worked at night or in thick, foggy or tempestuous weather \nimpairing visibility or in long tunnels, unless the engine carries an electric head light \nof an approved design and, in addition, two oil or electric white marker lights. \n(2) An engine employed exclusively on shunting at stations and yards shall, at night or \nduring thick, foggy or tempestuous weather impairing visibility, display such head \nlights as are prescribed by the Railway Administration, and exhibit two red marker \nlights in front and in rear. \n(3) The electric head light on the engine shall be fitted with a switch to dim the light \nand shall be dimmed - \n(a) when the train remains stationary at a station ;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 120, + "text": "97 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n(b) when the train is approaching another train which is running in opposite \ndirection on double or multiple track of same or different gauges; and \n(c) on such other occasions as may be prescribed by special instructions. \n(4) In case the electric head light fails or a train has to be worked with the engine \nrunning tender foremost in an emergency, the engine shall display the two oil or \nelectric white marker lights referred to in sub-rule (1) pointing in the direction of \nmovement and the train shall run at a speed prescribed by special instructions. \n(5) In case of defective electric head light of locomotive running in a section provided \nwith reflective type of engineering fixed signal, during night or thick foggy weather \nimpairing visibility on BG and MG, the Driver shall work the train cautiously at a \nspeed not exceeding the severest temporary speed restriction imposed in the block \nsection or 40 kmph which ever is less. \n(6) Coaching locos should not be turned out from home shed if the speedometer/ \nrecorders are in defective condition. In case of speedometer/recorder becoming \ndefective during the run the train should run at a speed prescribed by special \ninstructions. \nS.R. 4.14 (1) A flashing yellow light shall be provided on both sides of driver’s cab on BG \nDiesel and Electric Locomotives which should be put ‘ON’ the right by the Driver in case the \ntrain comes to a stop on a double line section for any unknown reason. \nS.R. 4.14 (2) The shunting engines working in station yards need not be provided with \nheadlights. \nS.R. 4.14 (3) The speed of the trains running with tender foremost or without headlight shall \nbe as follows: \n(a) (i) Engine Foremost : During night, the Driver shall work the train cautiously at a \nreduced speed not exceeding 50 KMPH on B.G. and 40 KMPH on M.G. The engine \nwhistle shall be used frequently. \n(ii) Tender Foremost: The speed during night or in thick and foggy weather shall be \nrestricted to 15 K.M. per hour. The engine whistle shall be used frequently, \nparticularly while approaching and passing unmanned and manned level crossing \npreceded by whistle boards or otherwise known or visible to driver. \n(b) The Driver of the train engine the headlight of which has become defective shall inform \nthe Power Controller about the defect so that the latter shall in turn advise the Station \nMaster ahead and the Foreman/Shedman in charge of the shed to which the engine is \nbooked. The Power Controller shall also try to arrange for necessary attention to the \ndefect enroute by the staff of the nearest loco shed/Electric Chargeman. \n \nS.R. 4.14 (4) Electric headlights are not to be used during engine movement within station or \nRunning shed Yards.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 121, + "text": "98 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.15 TAIL AND SIDE LIGHTS. - \n \n(1) At night or in thick, foggy or tempestuous weather impairing visibility, no train shall \nbe worked outside station limits unless it has - \n(a) in the case of an engine with vehicles attached, save in a case to which sub-rule \n(2) applies, at least one red tail light, and two side lights showing red towards the \nrear and white towards the engine; \n provided that provision of side lights on goods trains and electric multiple unit \ntrains may be dispensed with under special instructions. \n(b) in the case of a single engine without vehicles attached at least one red tail light; \nand \n(c) in the case of two or more engines coupled together without vehicles attached, at \nleast one red tail light affixed to the rear engine. \n(2) A colliery pilot, i.e., a train used for collecting or distributing vehicles in colliery \nsidings, when working in a block section or in the colliery sidings taking off from a \nblock section, need carry a red tail light only as it enters or leaves the block station, \nat either end of such block section, provided that special instructions are issued to \nensure that no other train is permitted to proceed into the block section until the \nGuard of the colliery pilot has certified that he has left no vehicle obstructing the \nblock section in which he has been working. \n(3) When trains may run in the same direction on parallel lines, the side lights \nmentioned in clause (a) of sub-rule (1) may be arranged in accordance with special \ninstructions. \n(4) When a train has been shunted for a following train to pass, the tail and side lights \nmentioned in clause (a) of sub-rule (1) shall be dealt with in accordance with special \ninstructions. \n(5) Within station limits or in a siding, an engine employed in shunting shall have tail \nlights in accordance with special instructions. \n \nS.R. 4.15 (1) When the number of track on any section permit, under normal working \nconditions, of two trains running in the same direction at the same time, the Brake-van side-\nlamp adjacent to the other line or lines shall show a white light to the front and rear while \npassing over such section. \nS.R. 4.15 (2) When a train is shunted or detained to give precedence to another train running \nin the same direction, the Guard shall as soon as the train is clear of the running line, reverse \nthe two side lamps of the train (or in the case of fixed side-lamps reverse the slides) to show \nred towards the train engine, and white towards the rear before the train commences to move \non to the running line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 122, + "text": "99 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.15 (3) When an engine is employed in shunting within station limits or in siding, tail \nlights need not be provided. \n \n4.16 TAIL BOARD OR TAIL LAMP.- \n(1) In order to indicate to the staff that a train is complete, the last vehicle shall, \nexcept as provided for in sub-rule (2), be distinguished by affixing to the rear of it- \n(a) by day, a tail board of approved design or a red painted tail lamp of \napproved design which may be unlit, or \n(b) by night, as well as in thick, foggy or tempestuous weather impairing \nvisibility during day, a red tail lamp of approved design displaying a flashing \nred light to indicate last vehicle check device, or \n(c) such other device as may be authorised by special instructions. \n(2) A colliery pilot, i.e. a train used for collecting or distributing vehicles in colliery \nsidings, when working in a block section or in the colliery sidings taking off from a \nblock section, need carry a tail board or tail lamp, or such other device as may be \nauthorised by special instructions, only as it enters or leaves the block station at \neither end of such block section, provided that special instructions are issued to \nensure that no other train is permitted to proceed into the block section until the \nGuard of the colliery pilot certifies that he has left no vehicle obstructing the block \nsection in which he has been working. \n(3) In emergencies only, and under special instructions in each case, a red flag may be \nused in lieu of a tail board or an unlit tail lamp. \nS.R. 4.16 (1) An unlit red painted tail lamp of approved design may be permitted in lieu of \ntail board during day. \n S.R 4.16 (2) Light engines, single or coupled, must carry in the rear a red tail board of \napproved design by day, and a red tail lamp by night. Coupled engines must carry a tail \nboard of approved design on the rear engine during the day and red tail lamp by night and \nthe tail board/tail lamp on the leading engine must always be removed. \nS.R. 4.16 (3) Red flag in place of a tail board during the day may be used in emergencies with \nthe prior approval of an officer of the Operating Department. \nS.R. 4.16 (4) Tail Light/Tail Board on EMUs – \n(a) The Guard is responsible for seeing that the tail light / tail board etc. as the case may be, \nare correctly exhibited. \n(b) Use of Electric Flashing Amber light on EMUs by Guard – In case of any stoppage out of \ncourse or a stoppage of more than 2 minutes at a station, the Guard shall switch ‘on’ the \nElectric Flashing Amber light whether by day or by night and shall also switch it “off” \nwhen the train is on the move.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 123, + "text": "100 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(c) Use of Electric Flashing Amber light on EMUs by motorman – \n(i) If EMU train comes to a stop to on account of an accident or any other cause which \nis not immediately obvious and the motorman finds that his train can not proceed \nand feels necessary to stop the train on the adjacent line as his own/adjacent line \nmay be fouled or for conveying any message for assistance, he shall immediately \nswitch “on” the Electric Flashing Amber Light whether by day or by night and give \n4 bell code signals (4 sharp hooters in case of failure of bell code signal) to apprise \nthe Guard of his inability to proceed further. He will thereafter switch “off” the \nhead-light of the driving cab if is in the use during night, thick foggy or tempestuous \nweather impairing visibility. Besides this, if it is obvious that the adjacent line is \nfouled, he should also atonce take action to protect the adjacent line as per G&SRs \n6.03. \n(ii) When the Driver/Motorman of the adjacent line sees the Electric flashing light, he \nshall stop his train well short of the stranded train, communicate with the \nMotorman about the problem or assistance required and thereafter continue his \njourney only after ascertaining that the line on which he is proceeding is free from \nany obstruction. \n(iii) The Driver/Motorman of the train proceeding on the adjacent line and who has \ncommunicated with the Motorman on the stranded train must stop at the next \nstation and report the occurrence and the assistance required immediately. \n(iv) The Motorman of the stranded train should switch ‘off’ the Electric flashing Amber \nlight after he has conveyed the help message to the first Motorman/Driver of the \ntrain passing on the adjacent line, provided his train is not fouling the adjacent line. \n(v) The Motorman should also switch ‘on’ the flasher light fitted on the front driving \ncab of Electric Multiple Unit while running on the wrong line, on double/multiple \nline section or when proceeding on authority to proceed for opening the \ncommunication during total interruption of communication on single/temporary \nsingle line section. \n In case, the Electrical Multiple Unit train running on the wrong line without \nswitching ‘on’ the flasher light is noticed by the Station Staff, Gatemen and \nGangmen, they should stop the train immediately. \nS.R. 4.16 (5) whenever an Inspection carriage or SLR is not the last vehicle on the train and \nanother vehicle is attached in rear of such inspection carriage/SLR, the built in electric red \nlight as well as Tail Lamp of such Inspection carriage/SLR should be switched off. It is the \nduty of the Guard to ensure that Tail Lamp/Tail board is affixed only in rear of the last \nvehicle. \nS.R. 4.16(6) SLRs, Brake Vans and certain other vehicles are fitted with fixed electric tail \nlamps. These fixed tail lamps must not be used but a portable tail lamp should be used. \nParticular care should be exercised to ensure that the fixed tail lamp is not lit when vehicles \nare attached behind such SLRs, Brake Vans or other vehicles.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways ��� General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 124, + "text": "101 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.17 RESPONSIBILITY OF STATION MASTER REGARDING TAIL BOARD OR \nTAIL LAMP OF PASSING TRAINS. - \n \n(1) The Station Master shall see that the last vehicle of every train passing through his \nstation is provided with a tail board or tail lamp or such other device in accordance \nwith the provisions of Rule 4.16. \n(2) If a train passes the station without such indication to show that it is complete, the \nStation Master shall - \n(a) immediately advice the station in advance to stop the train to see that the defect \nis remedied and to advise whether or not the train is complete, \n(b) meanwhile withhold the closing of the block section to ensure that no train is \nallowed to enter the block section from the station in rear, and \n provided that where in a section, a block proving axle counter or track circuit \nand complete track circuiting of station yard excluding non- running lines on \neither end is provided and where block section clear indication provided with \nsuch equipment shall ensure clearance of block section automatically, the \nwithholding may not be necessary. \n(c) unless the station in advance has advised that the train is complete, neither \nconsider the block section in rear as clear nor close it. \n \nS.R. 4.17(1)(a) For run through trains and for other trains which come to a stop at a place \nwhere the Station Master can conveniently inspect the tail lamp/tail board or its authorized \nsubstitute in the rear of the last vehicle of the train personally the duty of ascertaining that \nthe train has arrived complete will devolve on the Station Master. \n \n(b) At station where two or more cabins are provided, whenever stopping trains come to a \nstand so far from the Station Master’s office that he can not readily see if the train has \narrived complete, this duty will devolve on the Cabinman nearest to which the last vehicle \ncomes to rest. In such a case, as soon as a stopping train arrives, the Cabinman will satisfy \nhimself that it has arrived complete by seeing the tail lamp/tail board or its authorized \nsubstitute affixed in the rear of the last vehicle on the train and until he has so satisfied \nhimself he must not replace the Home Signal lever to normal. After the train has arrived \ncomplete, he will put the home signal lever to normal and report the complete arrival of the \ntrain by telephone to the Station Master. Where there is a key transmitter, the transmission of \nthe Home Signal key back to the Station Master is the Cabinman’s assurance that the train \nhas arrived complete. In other cases, the Cabinman must give a Private Number. Until the \nkey or Private Number is transmitted the Station Master must not send the “train out of \nsection” signal. \n \n(c) In case of a train arrives incomplete in respect of the tail lamp/tail board or its authorized \nsubstitute, the Cabinman will inform the Station Master by telephone and the Station Master \nwill acknowledge this information with a Private Number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 125, + "text": "102 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nAfter he receives the private number, the Cabinman will put the Home Signal lever to normal \nand transmit the key if any. The Station Master will then send the Complete Arrival Register \nto the Guard to certify whether the train is complete or not against the entry of his train in \nthe Complete Arrival register. On receiving back the Register and satisfying himself that the \nGuard has certified the complete arrival of the train, the Station Master shall then inform the \nCabinman that the train has arrived complete and will give another private number in token \nthereof. \n \n(d) At station other than those provided with two or more cabins, a Complete Arrival Register \nshall be maintained for the purpose of obtaining complete arrival certificates from Guards of \nstopping trains. This register shall have the following coloumns: \n \nDate Train No. Time of Arrival Guard’s signature in token of \n Hrs. Minutes complete arrival of his train \n \n The Station Master shall send the register to the Guard through one of his station \nporters after entering the date and train number. The Guard shall, after satisfying himself \nthat the last vehicle of his train is standing clear of all fouling marks, record the arrival time \nand his full signature in the appropriate columns. Thereafter he and the Station Porter \ntogether shall signal to the Station Master on duty by waving green flag during day and \ngreen lights during the night as an indication of the train having arrived complete. The \nStation Master shall close the line on receipt of hand signals from the Guard and Station \nPorter but shall not give line clear or obtain line clear from the Block Station from which the \ntrain has just arrived unless he has received back Register and satisfied himself that the \nGuard has certified the complete arrival of the train. \n \nS.R. 4.17 (2)(a) If a train passes a station without a tail lamp or tail board, the station Master \nshall take immediate steps to stop the train if possible, or failing this, he shall send a message \nto the station in the direction in which the train is proceeding the code word “LAMOUT” \nbeing used with a Private Number. When block instruments are in use the signal 000000 – 00 \n(Six Pause Two) will be sent and confirmed immediately with an exchange of Private \nNumbers between the two Block Stations concerned. \n \nOn double/multiple line sections, if a train passes the station without tail lamp/tail board the \nSM/Switchman/cabinman shall immediately stop the movement of trains on the adjacent \nline/lines, the driver of which shall be given a caution order containing instruction to keep a \nsharp lookout for any obstruction on either line/lines and report at the next Station. \n \nNormal working on other line shall be resumed after it is ascertained that there is no \nobstruction on adjacent line/lines. \n \n(b) On section on which Train Control is in operation the Station Master of a Station through \nwhich the train passes without a tail lamp or tail board shall also inform control of the \noccurrence who will record it and arrange to stop the train at the next station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 126, + "text": "103 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.18. MEANS OF COMMUNICATION. - \n \n(1) No passenger train or mixed train shall be despatched from any station, unless every \npassenger carriage is provided with means by which communication can be made \nwith the Guard or the Driver. \n(2) Sub-rule (1) shall not apply to - \n (a) passenger or mixed trains in case of complete or partial failure of vacuum; and \n (b) such particular trains as may be exempted under approved special instructions. \n(3) If a Railway Administration is satisfied that mischievous use of the means of \ncommunication referred to in sub-rule (1) is prevalent, it may, not withstanding \nanything contained in that sub-rule, direct the disconnection, for the time being, of \nthe means of communication provided in all or any of the passenger carriages in any \nsuch train. \n(4) A goods vehicle in which passengers are carried is not a ‘passenger carriage’ within \nthe meaning of this rule. \n \nS.R. 4.18 When an alarm chain is pulled, the Assistant Driver must assist the Guard incharge \nof the train in putting back the disk to its normal position. In this case, the Guard before \nstarting train should also satisfy him self that the correct amount of vacuum or brake air \npressure as the case may be, is available in the train. \n \n4.19. GUARD’S AND DRIVER’S EQUIPMENT.- \n \n(1) Each Guard and Driver shall have with him, while on duty with his train, the \nfollowing equipment - \n(a) a copy of these rules or such portions there of as have been supplied to him \nunder Rule 2.01, \n(b) a copy of the Working Time Table, and all correction slips and appendices, if \nany, in force on that section of the railway over which the train is to run, \n(c) a hand signal lamp or tri-colour dry-cell or dry-fit or lead acid type battery \noperated hand signal lamp and/or torch, \n(d) a whistle ( for Guards only ), \n(e) a red flag and a green flag, \n(f) a stock of detonators sufficient to comply with the relevant rules as may be \nprescribed by special instructions, \n(g) a first aid box (for Guards of passenger carrying train only), and \n(h) such other articles as may be prescribed by the Railway Administration in this \nbehalf.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 127, + "text": "104 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n(2) If any Guard or Driver is not in possession of any article mentioned or referred to in \nsub rule (1), he shall report the fact to his superior who shall make good the \ndeficiency. \n(3) Each Guard and Driver shall have with him while on duty with his train, two pairs \nof such spectacles as he is required to wear under medical advice. \nNote :- Each Guard and Driver should also be in possession of a watch in addition \nto the equipment prescribed in sub-rule (1). \n \nS.R. 4.19 (1) Guard’s Personal Equipment: - In addition to above, the following articles are \nsupplied as personal equipment to Guards. These equipment shall be available with the \nGuard either in a locker assigned to him at his H.Q. or station near the area where he \nreports for duty, so that during the period of waiting for working the train he can consult the \nBooks/Manuals for updating his knowledge. It can also be available at a place identified by \nthe Sr. DOM in consultation with the Divisional Railway Manager. \nItems for Guards working Mail/Express/Passenger trains: \nSr. No. Name of Item \n (1) Torch cum Hand Signal Lamp \n(2) Two Red Flags and one Green Flag mounted on Stick \n(3) Detonators in a Tin Case (10 Nos) \n(4) A Fusee \n(5) Extract of relevant rules \n(6) Working Time Table with Appendix \n(7) One Whistle \n(8) Tail Lamp \n(9) Rough Journal \n(10) Guard’s Certificate Book \n(11) Guard’s Memo Book \n (12) Padlocks (3Nos-2 large and 1 small) \n(13) Chain with a suitable lock for securing Briefcase \n(14) Carriage Key \n(15) ACP Resetting Keys \n(16) Complaint/Suggestion Book \n \nItems for Guards working Goods trains: \nSr. No. Name of Item \n (1) Torch cum Hand Signal Lamp \n(2) Two Red Flags and one Green Flag mounted on Stick \n(3) Detonators in a Tin Case (10 Nos) \n(4) A Fusee \n(5) Extract of relevant rules \n(6) Working Time Table with Appendix \n(7) One Whistle \n(8) Tail Lamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 128, + "text": "105 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(9) Rough Journal \n(10) Guard’s Memo Book \n(11) Padlocks (3Nos-2 large and 1 small) \n (12) Air Pressure Gauge \n (13) Chain with a suitable lock for securing Briefcase \n In addition each Guard while on duty shall continue to have with him two pairs of \nsuch spectacles as he is required to wear under medical advice and a watch. \nSR. 4.19 (2) Brake van equipment for coaching trains: \n Following complement of brake van equipment shall be provided in a cupboard to be \nprovided in the brake van of all coaching trains. The box shall be kept locked by a universal \nkey. \n________________________________________________________________________ \nSr. No. Items Quantity Maintained/Supplied By \n(i) Portable control telephone 2* Jr. Eng. (Tele.) \n(ii) Portable train lighting equipment 1 Jr. Eng. (Elec. G.) \n(iii) Portable Fire Extinguishers 2 Jr. Eng. (C&W.) \n(iv) Wooden Wedges/Skids 2 Jr. Eng. (C&W.) \n(v) Stretcher 1 SM. \n(vi) First Aid Box 1 SM. \n(vii) Vacuum Gauge for vacuum Goods trains 1 Lobby incharge \n * (a) For Inter Railway trains one each for electrified and non electrified \n territory. \n (b) Either for electric or non electric or both depending upon traction over \n which the train travels with in Zonal Railway. \nNote:- (i) Equipment would be loaded and run on end to end basis and will be kept in the \n cupboard provided in the brakevan in locked condition by a universal key. \n(ii) No coaching train shall start without full complement of brakevan equipment. \nThe authority to permit the trains to run with deficient safety equipment in the \ntrain for all type of trains may not be below DRM/ADRM for Inter Railway trains, \nSr. DOM/DOM for Intra Railway passenger trains and CHC/CTNL for other \ntypes of services. \n(iii) In order to ensure safety of equipment and proper handing over and taking \nover, the brakevan equipment shall be loaded by respective staff, shown to \nguard at originating station and acknowledgement taken from him. \n(iv) Each guard while taking over charge enroute will sign for the intactness or \notherwise, of brakevan equipment in the relieved guard’s rough journal book. \n(v) At the terminating station, the equipment shall be handed over by guard to the \nstaff of respective departments. At stations where staff of C&W and/or other \ndepartments are not posted, the equipment will be handed over to the authorized \nrepresentative of SS/SM under acknowledgement, who will also be responsible for \nits loading in the return direction taking acknowledgement from the Guards. \n(vi) In case of any consumption enroute or any defect noticed during journey, it will \nbe advised in writing to reliving guard by the relived guard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 129, + "text": "106 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n At the terminal station, same shall be advised in writing to the SS/SM who will advise \nthe same to the authorized representative of the department concerned. Thereafter, \nrepresentative of the concerned department will recoup the shortage. However, responsibility \nto ensure full complement of brakevan equipment in working condition will be with the \nprimary maintenance depot. In case of any defect noticed enroute, responsibility fixed on the \nsupervisor who has supplied the equipment. \nS.R. 4.19(3) The Driver shall be supplied with following articles as their personal equipment \nwhich he must carry with him at all times, while performing duty on the foot-plate :- \nFOR DIESEL HYDROLIC/DIESEL ELECTRIC LOCOS. \nSr. No. Description Quantity \n (1) G & SR Rules Book or Driver’s rule Book with up-to-date 1 \n correction slips. \n (2) DSL Loco trouble shooting booklet. 1 \n (3) DSL Loco Operating Manual. 1 \n (4) Electric torch (three celled). 1 \n (5) Screw Driver. 1 \n (6) Duster. 1 \n (7) Driver’s hand book 1 \n (8) Water Bottle 1 \n (9) Standard Vacuum test plate. 1 \n (10) Spare hose pipe (complete with clamps) 1 \n (11) One Flare signal (fusee) for Drivers working on Double/ 1 \n Multiple line sections, Ghat sections and Automatic block sections. \n \n(12) Hand Signal Lamp LED based red and green flashing lamp cum torch 2 \n (one for Driver and one for Astt. Driver) \n(13) ACP reset key for Air Brake trains 1 \n(14) Detonators (in a case). 10 \n(15) Engine lamps required to exhibit the prescribed head and tail lights (See GRs and \nSRs 4.14 & 4.15) \n(16) Red hand signal flag. 1 \n(17) Washers 5 \n(18) Miscellaneous emergency tools. \nS.R. 4.19 (4)(a) Hand signal lamp referred to in rule 4.19 (1) (c) shall be LED based red and \ngreen flashing lamp cum torch. \n (b) Red and green hand signal flags referred to in rule 4.19(1) (e) and above SR shall \nbe mounted on sticks. \n (c) First aid box shall also be supplied to the Guards of material trains with workers \nand mixed trains.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 130, + "text": "107 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(d) As per sub-rule (3) under rule 4.19 each Guard and Loco Pilot shall have two \nseparate pairs of spectacles for near and distant vision if they do not have bi-focal \nspectacle. \n(e) One spark proof dry cells torch shall be supplied to Guards working on sections \nwhere there is significant volume of POL/LPG traffic. Such sections shall be \ndecided by Divisional Railway Manager. \n FOR ELECTRIC LOCOS \n \nSr.No. Description Quantity \n \n1. G&SR Rules Book or Driver’s Rule Book with upto 1 \n date correction slips \n2. Screw Driver 8” 1 \n3. Wooden Wedge for contractors 4 \n4. Standard vac. test plate 1 \n5. Rubber washer 5 \n6. Scissors for trimming lamp wicks 1 \n7. Duster 1 \n8. Water Bottle 1 \n9. Electric Torch (three celled) 1 \n10. Loco Pilot’s pocket book 1 \n11. Competency Certificate 1 \n12. Electric loco Operating Manual Part I &II 1 for each type of loco \n13. Insulated pliers 1 \n14. Double ended open jaw spanner size 14 mm x 17mm 1 \n15. Adjustable Spanner 12” 1 \n16. Pin Punch 1 \n17. Chisel flat 9” or 10” 1 \n18. Fusee (for Loco Pilots working on Double/Multiple line 1 \n sections and on Ghat, Suburban and Automatic Block \n territories only.) \n19. Hand signal lamp in efficient working order (one for 2[inclusive one \n Loco Pilot and one for Asst. Loco Pilot) given in G.R. \n 4.19 (1)] \n20. ACP reset key for Air Braked trains 1 \n \nS.R. 4.19 (5) In addition to the items listed above, every Loco Pilot shall also carry while \non duty on the foot-plate a tool box containing the following items. \n \nFOR DIESEL HYDRAULIC/DIESEL ELECTRIC LOCOS \n \nSr.No. Description Quantity \n \n1. Adjustable spanner 1.1/8” x 10” 1 \n2. Pin punch 3/32” 1 \n3. Hand hammer ball panel (2 lbs) 1 \n4. Wooden plugs of size 1.1/2”, 1”, 7/8”, 5/8” and ¾” 1 each \n (for plugging various pipes in the case of breakage)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 131, + "text": "108 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n5. D.C. compression key 1 (for Loco Pilot working WDM-4 locos \nonly) \n6. Pinch Bar 24” 1 \n7. Tallen tape (to plug the leakage of brake and feed 1 \n pipe) \n8. M.U. washers (for changing the worn out washers if 2 \n leakage starts enroute) \n9. Long wire 1/8” thickness for securing hanging gears 2 metre \n of dangerous wagon \n \nNote: Item 7&8 will be for BG only and shall be used on air brake trains. \n \nFOR ELECTRIC LOCOS \n \nSr.No. Description Quantity \n \n1. Hammer 2 ½ lb. 1 \n2. Tommy bar 24” 1 \n3. Brush Banister 1 \n4. Cotton rope for panto 1 \n5. Leather Bag ( for small tools) 1 \n6. Emergency Telephone 1 \n7. Tallen tape (to plug the leakage of brake and feed pipe) 1 \n8. M.U.washers (for changing the worn out washers if 2 \n leakage starts enroute) \n9. Long wire 1/8” thickness for securing hanging gears 2 metre \n of dangerous wagon \n \nNote: Item 7&8 will be for BG only and shall be used on air brake trains. \n \nS.R. 4.19 (6) (i) The Loco Pilot of a light engine will also carry one red flag and one hand \nsignal lamp, which will be issued to him for each particular occasion. \n \n(ii) Loco Pilots and fireman/Asst. Loco Pilot who are supposed to wear glasses must \npossess two pairs of suitable spectacles while on duty and they should also sign in the \n‘Appearance Book’ that they are carrying one spare pair of glasses. In case a Loco Pilot or \nFireman uses separate spectacles for near and distant vision then he must carry a spare pair \nof each. \n \n(iii) Assistant Loco Pilot must carry following items alongwith a handy bag at all time \nwith him while performing duty on the footplate. \n(i) Tri-colour Torch \n(ii) Red and Green Flag \n(iii) Working Time Table \nS.R. 4.19 (7) Loco Equipment: Each Loco coming out of out-pit/shed will have the following \nequipment available on the engine.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 132, + "text": "109 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nFOR DIESEL HYDRAULIC/DIESEL ELECTRIC LOCOS \nSr.No. Description Quantity \n(i) Engine Repairing Book 1 \n(ii) Fire extinguishers 2( one in Engine Room & \n one in Driver’s Cabin) \n(iii) Loco Log Book 1 \n(iv) Brush 1 \n(v) Loco Key 1 \n(vi) Emergency field telephone 1 \n(vii) Spare hose pipe for BP and FP 1 ( for air brake locos) \n (complete with clamp and palm) \nFOR ELECTRIC LOCOS \n(i) Fire Extinguishes 4 \n(ii) Loco log book 1 \n(iii) Loco keys (Brun Key, B.L. Key, 1 set \n Panto Selector Key and Reverser key) \n(iv) Spare hose pipe (complete with clamp) 2 \n(v) Emergency Field Telephone 1 \n(vi) Spare hose pipe for BP and FP 1 each \n (complete with clamp and palm) (for air brake loco) \n(vii) Spare high tensile coupling 1 \n(viii) Wooden Blocks 4 \n4.20. MANNING OF ENGINE IN MOTION.- \n(1) Except when otherwise provided by special instructions, no engine shall be allowed \nto be in motion on any running line unless the Loco Pilot as also the Assistant Loco \nPilot or the Fireman are upon it. \n(2) Subject to the provision of sub-rule (3), in no circumstances shall a person other \nthan the Loco Pilot or a Railway servant duly qualified in all respects, drive an \nengine on any running line. \n(3) If a Loco Pilot becomes incapacitated while the engine is in motion, the Assistant \nLoco Pilot or the Fireman, if duly qualified, may work the train to the next station \ncautiously and where the Assistant Loco Pilot or the Fireman is not duly qualified, \nhe shall bring the train to a stop and send a message to the Station Master of the \nnearest station to make arrangements for a Loco Pilot to take over the train, and for \nso doing he may take the assistance of the Guard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 133, + "text": "110 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.20. In controlled sections where emergency portable telephones are provided on the \ntrain/engine, information regarding the incapacitation of the Loco Pilot may be given to the \ncontrol. \n4.21. DRIVING AN ELECTRIC TRAIN.- \n(1) In the case of electric trains, the Loco Pilot shall be in the leading driving \ncompartment when the train is in motion or when the train is standing on any \nrunning line except as otherwise prescribed in these rules. \n(2) (a) In the case of a single or multiple unit train, if the driving apparatus in the \nleading driving compartment becomes defective, the train shall be driven \ncautiously from the nearest driving compartment which is serviceable; in this \nevent, the Guard shall travel in the leading driving compartment and shall \nconvey the necessary signals to the Loco Pilot; the Guard shall also sound the \nhorn or whistle as necessary and apply the brake in case of emergency and shall \nbe responsible for stopping the train correctly at signals, stations and \nobstructions. \n (b) In the case of an electric engine, if the leading driving compartment becomes \ndefective, the train shall be driven from the trailing driving compartment by the \nAssistant Loco Pilot if he is duly qualified to drive; and the Loco Pilot shall \nremain in the leading driving compartment, and shall be responsible for the \ncorrect operation of the train. \nSR 4.21.(1) If the control from leading driving cab of an electric loco becomes defective, the \nLoco Pilot shall also inform the Traction Loco Controller at the first opportunity and seek \nassistance. \nS R 4 . 2 1 . ( 2 ) I n s u c h o f t h e e l e c t r i c l o c o s w h e r e m a n u a l c o n t r o l i s \nn o t p o s s i b l e f r o m t h e d r i v i n g c a b a n d t h e m a s t e r c o n t r o l a n d t h e \ne m e r g e n c y e l e c t r i c c o n t r o l f a i l s , t h e L o c o P i l o t s h a l l c l e a r t h e", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 134, + "text": "111 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nblock section by working the train with manual control from inside the High Tension \nCompartment at a restricted speed of 15 KMPH. During this period Assistant Electric \nDriver, shall operate the manual control and the Driver shall be in the leading cab and apply \nthe emergency brakes in the event of emergency. \n \nSR 4.21(3) (a) Only Drivers of Electric Rolling Stock shall be allowed to drive the Electric \nRolling Stock on any part of the running line. \n(b) To train up Assistant Drivers, Drivers may allow them to drive the engines \nunder their direct supervision on certain sections as specified by Divisional \nElectrical Engineer. \n(c) Staff under training for driving an electric engine, when specially authorized \nby the Divisional Electrical Engineer (Rolling Stock), may drive such engine \nunder the supervision of a certified Instructor. While the trainee is driving \nunder these conditions, the supervising instructor shall keep a continuous \nwatch over the trainee and keep himself in readiness to take any action, that \nmay be required to control the engine in an emergency. \n(d) No person shall be allowed to move an Electric Rolling Stock within the \nlimit of the loco shed and stabling sidings unless he has been certified by an \nofficer of the Electrical Traction (Rolling Stock) to do so. \n \n4.22 RIDING ON ENGINE OR TENDER - \n \n(1) No person other than the engine crew shall be authorised to ride on the engine or \ntender of a steam locomotive, except in accordance with special instructions. \n \n(2) Except as may be permitted by special instructions, no person other than the engine \ncrew shall be authorised to enter any driving compartment of a single or multiple \nunit train or a train propelled by electric, diesel or petrol engine. \n \n(3) No unauthorised person shall manipulate any apparatus contained therein. \n \n S.R. 4.22 Person authorised to ride on an Engine- No person other than the Driver/ Assistant \nDriver and Fireman shall ride on the engine or tender except as stated below:- \n(i) Holders of metal passes and Officers or inspectors holding card passes specially \nendorsed ‘available to ride on engine’ when on duty. \n(ii) Holders of special passes signed by the Chief Operations Manager. \n(iii) Transportation or any other authorised official (a) carrying out shunting or piloting \noperations or (b) proceeding to work a stabled train or returning after having done so \non relief to headquarters. \nIn case of item (b) the duty pass of the official must be endorsed by the Station Master \non duty to the effect “permitted to proceed by light engine”. \n(iv) Drivers /Asst. Drivers / Diesel Asst. / Fireman / TTM Operator learning the road if in \npossession of a permit issued by the Divisional Mechanical or SSE (Loco) concerned.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 135, + "text": "112 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(v) The number of authorised persons other than Engine crew travelling in engine must not \nbe more than 3 at any time except in case of emergency or when specially required. \n \n4.23 BRAKE VANS.– \n \n(1) No train shall be allowed to enter a block section, unless one or more brake vans or \nhand braked vehicles are attached to it, except in emergency or as provided for \nunder special instructions. \n(2) This rule does not apply to rail cars, light engine or light engines coupled together. \n \nS.R. 4.23(1) Goods train without brakevan may be run for operational exigencies only under \ninescapable circumstances and not as a regular measure. The decision to run a goods train \nwithout brakevan /match truck shall be taken by Sr. DOM/DOM or any other operating \nofficer of the division for each individual train personally, and the details of the train i.e. \ndate, train number, from and to stations, last vehicle numbers, shall be recorded along with \nthe reasons for running train without brakevan in a separate register maintained in the \ncontrol office. Running of such train is strictly prohibited during total failure of \ncommunication and single line working on double line section. \nWhenever a goods train is running without brakevan, the following precautions should be \nobserved :- \n(i) The train shall be worked on the last vehicle numbers principle. \n(ii) Before starting the train, the Guard shall relay the number and description of the last \nvehicle in writing to the SM/Yard Master of the train originating station. \n(iii)The number and description of the last vehicle must be repeated to the Section \nController and the SM of the station in advance while making the line clear enquiry \nas well as while giving train entering section signal from each station. The Section \nController, in turn must alert the Station Master enroute of the train number as also \nthe number and description of the last vehicle. \n(iv) While granting the line clear, SM of the station in advance must clearly repeat the \nnumber and description of last vehicle under exchange of private number. These \nprivate numbers, should be recorded along with last vehicle numbers and its \ndescription in the “Remarks” column of Train Signal Register in addition to \nrecording of usual private number obtained / given for line clear. \n The number and description of last vehicle shall also be repeated by each \nStation Master to the station in advance and to Section Controller while giving \n“Train Entering Section” signals. \n(v) The Guard shall ensure that train has a continuous vacuum / air pressure brake \nsystem from train engine to the last vehicle with effective and adequate brake power, \nincluding for rear most pistons in working order. The Guard shall fix a Tail Board by \nday or tail lamp by night on the last vehicle and shall also ensure that couplings are \nsecured before starting and enroute.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 136, + "text": "113 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(vi) The Guard of the train shall travel on the engine and frequently look back to ensure \nthat train is running in safe manner. \n(vii) The Driver and his Assistant also shall look back frequently during the journey to \nsee that the rear portion of the train is following in safe and proper manner. \n(viii) If the gradient of the section is steeper than 1 in 100, engine should be attached in \nthe rear of the train without brakevan as banker/assisting engine. In such cases, the \nGuard shall ride on the engine in rear. \n(ix) Whenever tail board by day or tail lamp by night has been fixed on the last vehicle \nof train, such train should run at prescribed sectional speed and be treated at par \nwith trains running with the brakevan fitted with tail board or tail lamp. \nHowever, for any reason, tail board/tail lamp cannot be fixed on the last vehicle, \nthe following additional precautions should be taken:- \n(a) The trains shall run through station at a restricted speed of 20 KMPH during \nday, provided the visibility is clear. At night or in thick foggy weather, when \nvisibility is affected, such a train should stop at each station for verification of \nthe last vehicle number and to ensure complete arrival of the train. \n(b) Between stations, the train without brakevan running on last vehicle number \nmay run at the sectional speed subject to other speed restrictions in force. \nHowever in thick foggy weather, the train shall run duly observing the \nprecautions laid down in the G&SR when visibility is restricted. \n(c) The Station Master on getting the train number of the train without brakevan \nand its last vehicle number, will inform the end-cabins under exchange of \nprivate numbers. \n(d) Before closing the block section, Station Master / Cabinman/ASM of the cabin \nmust personally and physically check and verify the last vehicle number of the \ntrain which was obtained from station in rear / section controller. In case, last \nvehicle number does not tally, or enable to read the last vehicle number of the \ntrain, the train shall be stopped at station in advance to confirm the last \nvehicle number, mean while closing of the block section should be with held. \n(e) If the actual last vehicle number does not tally with that obtained from SM, the \nGuard traveling on the engine should be asked to certify complete arrival of \nthe train by issuing an arrival certificate indicating the correct number of the \nvehicle. \n(f) Whenever there are no end cabins, the responsibility to tally the last vehicle \nnumber shall devolve on the Station Master. \n(x) When a train running without Brakevan encounters trouble enroute, the following \nsteps are taken by the Guard of a train:- \n(a) Guard alongwith diesel /Elect. Assistant Driver should check complete train \nfor any hose pipe disconnection or leakage, etc. The help of C&W staff or \nPointsman should be taken when the Vacuum/Air pressure trouble occurs with \nin the station limits.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 137, + "text": "114 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(b) The Guard should arrange to connect the hose pipe, plug the leakage etc. with \nthe help of diesel/Elect. Assistant Driver and start his train after ensuring that \nthe Vacuum/Air pressure trouble has been fully attended to and the requisite \namount of Vacuum/Air pressure is maintained on the locomotive. \nNote: Record of such running of Goods train without brake vans shall be \nmaintained in a separate Register in the control office. \nS.R. 4.23 (2) Attaching of Inspection Carriage to Light Engine :- Maximum of three \ninspection carriages, each one of them occupied by an officer and fitted with hand brakes \nwhich can be operated by its occupant, may be attached to a light engine. The officer \noccupying the last carriage is responsible to see that a red flag is fixed to serve as a tail \nboard by day, that the tail lamp is lit after dark and also that the hose coupling is duly \nconnected and the inspection carriages are marshaled as per Rules. Signing of Train Intact \nRegister is not necessary, but the Station Master detaching/attaching the carriage shall \nsatisfy himself that the red flag or tail lamp is duly exhibited before clearing the section in \nrear. In the absence of a red flag or tail lamp, the Station Master shall make, personal \nenquiries from the officer occupying the last carriage and ascertain whether there was more \nthan one carriage. \nS.R. 4.23 (3) Fully vacuum/Air Brake Trains:- In case of trains worked with vacuum/air \npressure throughout, not more than two bogies or their equivalent (four-wheelers) may be \nattached in the rear of the rear brake-van, subject to the condition that the vehicles are fitted \nwith vacuum/air brake in good working order. \n In case of goods train, an inspection or officers carriage (bogie or four-wheeler) may be \nattached in place of a bogie or two four-wheelers provided it is fitted with vacuum/air brake \nin good working order. \n However, in case of trains carrying passengers, an inspection or officer’s carriage (bogie \nor four wheeler) may be attached in addition, provided it has its own hand brakes. \nS.R. 4.23(4) Partly vacuum trains:- In case of partly vacuum trains only one inspection or \nofficer’s carriage (bogie or four-wheelers) may be attached in rear of the rear brake-van , \nsubject to the condition that it is fitted with handbrake in a good working order which can be \noperated by its occupant during its run. \nS.R. 4.23(5) Power Plant Bogie- Only on mixed and goods trains with full vacuum brakes- In \ncase of only mixed trains and goods trains working with vacuum throughout, not more than \ntwo Power Plant Bogies in place of two bogies or 4 four-wheelers may be attached in the \nrear of the brake van provided the condition prescribed for carriage of inflammable goods \nare complied with. \nNote:- No carriage passengers shall be intervening between the rear brakevan and the \nPower Plant Bogies which will be the last vehicle on a train. \n4.23(6) One damaged vehicle, certified as fit to run and accompanied by a competent \nRailway servant may be under special instruction of the Divisional Operations Manager be \nattached in the rear of the rear brakevan(as a last vehicle) of a goods train, during day lights \nhours only.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 138, + "text": "115 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n4.23(7) In all cases where vehicles are attached behind the rear brakevan, the last vehicle must \ncarry a red tail board during day time and a red tail lamp by night .The tail lamp of the brakevan \nmust be turned out at night and officers who get their saloons attached behind the brakevan \nshould ensure that this is done [See S.R. 4.16(2) also]. \n4.23(8) Medical Relief Van:- A Medical Relief Van should be sent , attached to an engine without \nbrakevan. In the event of parting etc., the handbrake provided on the Medical Van must be \napplied by the Guard who should travel in the Medical Van. If a Guard is not available, the \nMedical Van should not be detained and Assistant Station Master or other qualified group ‘C’ \nemployee of the Operating Department should be deputed to perform the duties of Guard. Those \nMedical Vans not fitted with handbrakes, must be provided with wooden wedges, four chains and \nfour padlock for use in the event of parting etc., for securing of van. \n These instructions also applied to Medical Relief Van working on the Ghat Section except \nthat it must be dispatched with a brake-van attached to it in rear and the Guard or the other \nperson performing duties of the Guard should travel in the brake-van. \n \n4.24 POSITION OF BRAKE -VAN ON TRAIN - Unless it be otherwise directed by \nspecial instructions, one brakevan shall be attached to the rear of the train, provided that \nreserved carriages or other vehicles may, under special instructions, be placed in rear of \nsuch brake-van. \n4.25 GUARDS. - \n(1) Except under special instructions or in an emergency, every running train shall be \nprovided with one or more Guards. \n(2) The Guard of a running train shall travel in his brake-van, except- \n(a) in an emergency, or \n(b) under special instructions. \n(3) When a train is worked without a Guard, such of his duties as can be performed by the \nDriver, shall devolve on him as may be specified by special instruction. \nS.R. 4.25 (1) In an emergency running of train without Guard should be done with the specific \norder of Sr. DOM/DOM and in that case such of the duties of the Guard, as can be performed by \nthe driver, shall devolve on the later as may be specified by special instructions:- \n(i) It should be ensured that the train is provided with continuous vacuum/air pressure from the \nengine to the rear most vehicle, which may be a brakevan. If the Guard is not provided at the \noriginating station of the train, the SE (C&W) shall mention the number and type of the rear \nmost vehicle in the brake power certificate issued for such a train. And if no Guard is \nprovided at any intermediate point, the crew changing station, the driver on being informed \nby the SM, shall examine the brake power of the train and ensure that the rear most four \npistons are in working order. Before signing the vacuum/brake power certificate the driver \nshall ensure that the required amount of vacuum/air pressure is provided in the brake van. \nVacuum/pressure gauge shall be provided by the originating station. \n \n(ii) L.V. Board/tail lamp must be made available to the Driver and the last vehicle indicator \nshall invariably be fixed at the tail end of the rear most vehicle by the driver. The tail lamp is \nessential in running such a train in the night time.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 139, + "text": "116 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(iii) Caution Order shall be issued to the driver by the SM with necessary endorsement \n stating that the train is to run without Guard and section controller shall also be \n advised of the fact under exchange of private numbers, who will inform the station \n enroute. The SM on getting the train number, will inform the end cabin, where \n provided, and gatemen of all the level crossing gates en route provided with telephonic \n communication accordingly under exchange of private numbers. \n(iv) The fact that the train is running without Guard and also the last vehicle number shall \nbe mentioned in each line clear inquiry and reply message, and with the departure \nreport while working train on Automatic Block System. Line clear enquiry message and \nreply shall be recorded in the train signal register. A separate private no. shall include \nthe number of the last vehicle of the train and this No. shall be exchanged stating that \nthe train is running without Guard. \n(v) The SM of the Block station working the intermediate, block stop signal, on becoming \naware that the train is running without Guard, shall before dispatching such a train, \ntreat the entire section upto the block station immediately ahead of the intermediate \nblock post as one block section and obtain line clear for the block section between \nintermediate block stop signal and the block station in advance. \n(vi) Asstt. Driver/Fireman will keep a continuous look out, while running through a station, \ntowards the rear, and shall acknowledge any danger signal shown by the station staff. \n(vii) When such a train stops at a station the Station Master/Switchmen/Cabinmen shall \nensure that the train has arrived complete and is standing clear of the fouling mark. \n(viii)During thick, foggy and tempestuous weather and during total failure of communication \nand single line working on double line section running of train without Guard is strictly \nprohibited. \n(ix) Extra sets of detonators should be carried by the Driver who shall be responsible for \nprotection of the train. \n(x) When such a train is stopped between stations on account of accident, failure, \nobstruction or other exceptional cause and the driver finds that his train cannot \nproceed further, he shall immediately on single line, protect the train in front and the \nAsst. Driver/Fireman in the rear. In case of double line, when adjacent line is not \nblocked, the driver shall protect in front and Asst. Driver/Fireman in rear. In case \nadjacent line is blocked the driver shall first protect the adjacent line and then his own \nline in front and Asst. Driver/Fireman in the rear. \n(xi) In case of passenger carrying trains, the driver shall also be provided with first aid box, \nportable field telephone and emergency light equipment. \n(xii) In automatic block sections/CTC territory, no train shall be allowed to follow until the \npreceding train which has been allowed to run without Guard has arrived complete at \nthe next block station in advance. \nS.R. 4.25 (2)When two or more Guards are running with a train, the Head Guard shall ride \nin the rear brake van except in the case of Rajdhani Express when he will travel with Train \nSuperintendent.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 140, + "text": "117 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.26 COUPLINGS.- No vehicle that is not fitted with a coupling or couplings of \napproved pattern shall be attached to any train. \nS.R. 4.26 When a vestibuled coach is the last vehicle on a train or any coach is isolated and \nthe vestibule is not in use the doors of the unused vestibules must be closed and properly \nsecured by the Train Examining staff. An endorsement to this effect should be made on the \nBrake Power Certificate Form by the SE (C&W). \nD. VEHICLES AND CRANES. \n4.27 CRANES. - \n(1) No traveling crane shall be attached to a train until it has been certified by a duly \nauthorized person that it is in proper running order, and with a dummy truck for \nthe jib, if necessary. \n(2) When a crane is to work on any line provided with electric traction or any line \nadjacent to it, the procedure and precautions as laid down under special instructions \nshall also be followed. \nS.R.4.27 (1) The principal parts of a Traveling Crane are described in para 607, Chapter VI \nof Loco Manual. \nS.R. 4.27 (2) Attaching of traveling cranes to trains:- \n(a) Steam Cranes:- \n(i) Before traveling, Blocking screws or stops over the axle box must be completely \nwithdrawn to make the spring gear operative. \n(ii) The outriggers must be in the retracted position and properly secured against the \npossibility of working out on the run. \n(iii) The jib of a crane may be kept either leading or trailing but it must be fully lowered \nand resting in a central position on the bolster of the dummy truck and securely \nfastened against all possibility of getting dislodged on the run. Steam cranes are \ngenerally provided with means of locking the swiveling base to the floor to the truck \non which they are mounted and the same must be made use of. \n(iv) It is usually necessary to approach a site of accident from the station nearest to it, \nwith the crane leading. Some cranes have reversible dummy trucks, which means \nthat the dummy truck, if required, can be lifted bodily by the crane itself and placed \nin rear. In case of such cranes, the dummy truck, being in front, is not hindrance \nand the site may be approached with the jib lowered fully and supported on the \ndummy truck. In case of cranes, which do not have a reversible dummy truck, the \ntruck should be marshaled in rear of the crane at the previous station and the site \napproached with jib trailing. \n Thus, it is possible in most cases, to avoid traveling with the jib hoisted but \nshould an occasion arise necessitating the crane to run with the jib unsupported on \na dummy truck, the jib must be in the central position, and its swiveling movement \nprevented by a dependable locking arrangement such as is provided under the \nswiveling base and the speed must not exceed 6 KMPH. The supervisor in charge of \nthe crane shall see that the jib is hoisted only to the extent which would rule out the \npossibility of its fouling with any structure of overhead wires. \n(v) The crane Driver, who must always travel on the crane, is responsible for the safety \nof the crane throughout the journey.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 141, + "text": "118 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(b) Hand cranes:- \n(i) The precautions laid down for steam cranes must also be observed for hand cranes. \n(ii) Counter balance box, if provided, should be moved inward to the fullest extent and \nsecurely fastened. The weight of the balance box shall be marked on it and no \nalteration in the weight shall be made except under written sanction of the Chief \nMechanical Engineer. \n(iii) The operating handles must all be removed from the shafts. \n(iv) The gear for relieving the weight on the central pillar where provided must be \nlocked in the traveling position. \n(c) Any crane not fitted with buffing gear, spring gear, enclosed axle boxes or not provided \nwith a match truck, will not be considered as a traveling crane and must not be attached \nto any train without the specific orders of the Chief Mechanical Engineer. \n(d) Cranes must not be attached to passenger trains except in case of emergency when they \nmay be attached to slow passenger trains or mixed trains under the joint permission of \nDivisional Mechanical Engineer and Divisional Operations Manager. \n(e) Cranes can be attached to all goods trains and should as far as possible, be attached with \nthe dummy truck and the crane itself next to the engine. \nS.R. 4.27 (3) (i) Broad Gauge: - The 140(Jessop)/120/75/65/40 tonne crane can be permitted \nto run at the authorized speed (which can be upto speed of 75 kmph) or at the sectional \nspeed whichever is less on all sections subject to the observance of all permanent and \ntemporary restrictions that may be in force from time to time. \n140 Tonne BG Gottwald A1 and A2 crane can run independently up to maximum 100 \nkmph or at the sectional speed whichever is less on various sections of NWR subject to the \nobservance of all permanent and temporary restrictions that may be in force from time to \ntime. \nIn a train formation, the governing speed will be the maximum permissible speed of crane \nor other rolling stock or sectional speed, whichever is less. \n(ii) Metre Gauge:- The 35 tonne crane shall be permitted to run at a speed of 50 KMPH or \nthe sectional speed, whichever is less, subject to the observance of all permanent and \ntemporary restrictions that may be in force from time to time, except on the following \nsections, where the speed shall not exceed as shown against each section. \nDivision Section Permissible speed \nAjmer Mavli Jn.- Barisadri 8 KMPH \nS.R. 4.27(4) Restrictions over bridges - \nThere is no special restriction over bridges for 35 tones steam crane. If it is necessary for two \nsteam cranes to be on a single span of any bridge, the approval of the Chief Engineer must be \nobtained before hand. \nS.R. 4.27(5) Crane working within Station Limits:- \n(i) Before commencing the operations, the Supervisor will notify the Station Master in \nwriting the nature of the work, the line or lines likely to be fouled during the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 142, + "text": "119 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nperiod of operation and, time required for the work. He will commence the operation only \nafter obtaining the written permission from the Station Master. \n On controlled sections where running lines are fouled, the Station Master on duty will \nnot give the permission except with prior approval of the Controller on duty. Record of \nsuch approval and permission asked for and given must be entered in red ink in the TSR. \n \n(ii)Once permission is given to the supervisor of the crane to commence operation, the \nStation Master will be responsible to see that no shunting or other movements are \nallowed which will interfere with the crane working. \n \n(iii)Before commencing the work, the supervisor shall have the line on which, the crane \nwill work as well as the line(s) which are likely to be fouled in the course of operation \nblocked and protected by banner flags on both sides as per S.R. 15.09 (2). \n \n(iv)Crane operations within station limits will be deemed ‘Obstructions’ on the line or \nlines concerned for purpose of taking off signals. \n \n(v) If during the course of crane operations train movements or other operations are \nrequired to be performed on the line blocked on lines which may foul crane working, all \ncrane working shall be stopped by the Supervisor on obtaining a written request from the \nSM to suspend operation. After doing so, the Supervisor will give written memo to the SM \nthat crane working is suspended, that the jib of the crane is parallel to the track and the \ntail locked and no obstruction is fouling the line or lines where train movement or \nshunting movements are to take place. On receipt of the memo, the SM will take off \nsignals concerned for the train or to perform other movements. \n \n(vi) After the crane work is over, the Supervisor will issue a memo to the SM on duty to \nthe effect that the work is over and the lines blocked and/or fouled are clear of \nobstructions and are safe for the passage of trains. \nS.R. 4.27(6) Crane Operations in Block Section:- \n(i) A traveling crane operating in a block section will work under the normal train \nworking rules, the section being blocked for the duration of the work. \n \n(ii) When a traveling crane is working on a double line block section, the Supervisor in \ncharge should see that the adjacent line is not infringed and if any infringement is \nrequired, the adjacent line should also be blocked. Trains passing on the adjacent line \nshould be issued Caution Order by the station immediately in rear. \n \n(iii)Banner flags should be provided to protect the line on which the crane is working and \nalso the adjacent line in the case of double line. Such banner flags shall be removed only \nwhen the jib is turned parallel to the track and the tail locked. The Supervisor in charge \nof the crane will show hand signal to the Driver past the site of crane operations. \n \nS.R. 4.27(7) Caution Order :- Drivers of trains passing stations where any running lines are \n“blocked” for crane operations shall be issued Caution Orders. Likewise on double line \nDrivers of trains passing by a site of crane operations shall be issued Caution Orders.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 143, + "text": "120 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.27(8) Crane Operations:- \n(A) Special Rules for Hand Traveling Crane. \n(a) Precautions before lifting- \nBefore using hand Crane for lifting, the following precautions must be taken:- \n(i) The jib must be raised and secured in the position. \n(ii) The blocking screws and wedges must be applied. \n(iii)The tail may then be liberated. \n(iv) Handles must be secured to the winding shaft. \n(b) Precautions while lifting:- \n(i) Jib struts must be used when the Crane is handling a load up a bank or for \nwarping a load which is beyond the sweep of the jib or in any other case when \nordinary means do not appear adequate to ensure the equilibrium of the Crane. \nThese struts cannot be used if the jib is to be slowed with the load suspended. \n(ii) The Crane handles must not be left unmanned either in lifting or lowering. \nLowering with the check of the brake only is strictly prohibited. \n(B) Special Rules for Steam Crane. \n(a) Precautions before lifting :- \n(i) Crane swivel should be unlocked and the jib hoisted until it is at the proper \nradius. \n \n(ii)The blocking screws or stops must be applied over the laminated springs. \n(iii)If it is necessary to use outriggers, the outriggers must be pulled out to the \ncorrect marking on the girder and supported on packing. \n \n(b) Precautions while in use:- \n (i) Rail clips or grippers, if provided, must be used whenever the outriggers are \nin use. \n \n (ii) The Crane is not to be used on any line until the sleepers on which Crane is \nto stand, while working, have been examined. If weakness of the track or the \nformation is suspected, it is all the more important that outriggers be applied and \nconcentration of load on the track thus reduced. \nS.R.4.27(9) Competency Certificate for persons authorised to supervise crane operation:- \n(a) Only persons having certificates of competency granted by Divisional Mechanical \nEngineers shall be authorised to supervise crane operations. Such certificates shall be issued \nto SSE(Loco), SE(Loco), Fitter Chargemen, Divisional and Chief Carriage and Wagon \nInspectors, SE(C&W), scale Rs. 5000-8000 and above, Bridge Inspectors and Asstt Bridge \nInspectors, after having been tested, found satisfactory and fully conversant with Crane \nWorking Rules and Instructions. \nAsstt. Mechanical Engineer are not authorised to issue such competency certificate.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 144, + "text": "121 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(b) In the case of transportation cranes of under 20 tonnes capacity, crane Drivers and \ncrane Jamadars shall also be competent to conduct crane operations provided they have the \nnecessary Competency Certificate (which will also be granted by DMEs after testing them) \nand also provided such operations are confined to sidings without infringing running lines. \nStaff of the Engineering, Store and other departments who are required to supervise crane \noperations should also have the competency certificate from DME concerned for supervising \ncrane operations confined to sidings which are not infringing the running lines. In all cases \nof operations involving running lines, the supervisors mentioned in S.R. 4.27 (9) (a) only will \nbe competent. \n(c) The form to be used for granting competency certificate for conducting crane operation \nis shown below:- \n \nCOMPETENCY CERTIFICATE \n No. ……………………………. \n Name ……………………………………………………. \n Designation …………………………………………….. \n The above named has been tested by me and is certified as competent to take charge \nof and be responsible for the correct and safe working during operations of a (type) \n……………………… crane of ………………………. tonnes capacity. \n Station …………………………… Signature ………………………… \n Date ... …………………………… Divisional Mechanical Engineer \n Seal of the office…………… \n \n4.28 LOADING OF VEHICLES.- \n \n(1) No wagon or truck shall be so loaded as to exceed the maximum gross load on the \naxle fixed under sub-section (1) of section 72 of the Act, or such varied carrying \ncapacity, if any, as may have been prescribed by the Railway Administration. \n(2) Except under approved special instructions, no vehicle shall be so loaded as to \nexceed the maximum moving dimensions prescribed from time to time by the \nRailway Board. \n(3) When a load in a truck projects to an unsafe extent beyond the end of truck, an \nadditional truck shall be attached to act as a dummy. \n(4) The Guard shall, unless this duty is by special instructions imposed on some other \nrailway servant, carefully examine the load of any open truck which may be \nattached to the train, and if any such load has shifted or requires adjustment, shall \nhave the load made secure or the truck removed from the train. \n \nS.R. 4.28 (1) When timber or other articles have to be loaded on three trucks, in consequence \nof their being too long to be accommodated on two trucks, the central truck shall not carry \nany part of the load, in order to allow the free movement of the central truck while running \nround curves.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 145, + "text": "122 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nNote:- The above instructions will, however, not be applicable to long welded rail panels \nloaded under the supervision of an authorized Engineer Official and subject to such other \nrules and regulations as may be in force in this behalf. \nS.R. 4.28 (2) Inspection of loads on Open trucks: Loads on open trucks will be inspected by \nSE(C&W) at the station where the train is examined. On the run between these stations the \nGuard is responsible for carrying out General Rule 4.28, he may, if he thinks necessary, call \non any available SE (C&W) to examine a load and certify whether or not it is fit to run. \nS.R. 4.28(3) Loading gauges – At station where loading gauges have been provided, wagons \nmust, where necessary, be passed under the gauge to ensure that the load is within the \npermissible dimensions. \nS.R. 4.28 (4) The maximum weight that may be loaded in any wagon or truck is distinctly \nmarked on each vehicle, and must not be exceeded. \nS.R. 4.28 (5) Crane should be exercised that goods are so loaded that, as far as possible \nthere shall be the same weight borne by each wheel. \nS.R. 4.28(6) Carriages, machinery, timber and other large articles loaded in open trucks \nmust be loaded with special care. In using pairs of trucks, the loads must be evenly \ndistributed on both trucks, heavy goods must be so loaded as to bear evenly on the springs. \nS.R. 4.28 (7) When low- sided truck without bolsters are used for rails, angle or bar iron, \netc., the load should be so placed as not to interlock with articles loaded in the next trucks, \nand, if necessary, should be protected by a dummy truck. \nS.R. 4.28 (8)(a) When a load is so long that it cannot be accommodated in two trucks, it must, \nif possible, be loaded in three trucks so that the entire weight is carried on the center vehicle \nand the end trucks are idlers. The load must be placed on packing in the center truck so that \nit is clear of the floor of the end trucks by not less than 15 mm and there must be not less than \n30 mm upside clearance in the end trucks between each side of load and side of truck. The \nweight of the load must not exceed the carrying capacity of the center wagon and if on the \nBroad Gauge an F Class wagon is used the ends may be removed. This method of loading \nmust be used in preference to that given in sub-para (b) if possible. \n(b) If the weight of the load is such that it cannot be carried on the centre truck as given \nin (a) then the load must be carried as equally as possible on the end trucks and the centre \nvehicle must be an idler. There must be not less than 15 mm clearances between under side of \nload and floor of the centre vehicle and not less than 30 mm side clearance between each \nside of load and side of wagon in all vehicles. The load must rest on the end trucks on \nbolsters arranged to allow the trucks to run one end of the load must be secure to the end \nvehicle and the other end must be free to slide on the bolster longitudinally. \n(c) The greatest weight on any pair of wheels shall not exceed that for which the vehicles \nare designed, and this weight shall be nearly as possible be evenly distributed on the two \nrails. In no case must the load rest on one end of a vehicle in such a manner that the weight \non any pair of wheels shall be more than double that on any other pair of wheels in the same \nvehicles.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 146, + "text": "123 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.28 (9) Normally an over dimensional consignment is one which when loaded upon a \nwagon would infringe the following maximum moving dimensions at any point on the entire \nroute from the booking station to the destination including via brake of gauge. Therefore, any \nconsignment exceeding the dimension quoted below shall not be registered for booking unless \nprior sanction for its acceptance has been obtained from the Divisional Railway \nManager/Chief Operations Manager. (for details see concerning paras of the Operating \nManual). \n(i) Broad Gauge:- \n Height at centre 4115 mm. \n Height at sides 3505 mm. \n Maximum width 3050 mm. These dimensions include lashing and packing. \n(in bogie wagon) \nMaximum width 3200 mm. \n(in 4 wheeled wagon) \n(ii) Metre Gauge :- \n Height at centre 3430 mm. \n Height at sides 3200 mm. \nMaximum width 2590 mm. \n(iii) Narrow Gauge (762 mm) :- These dimensions include lashing and packing. \n \nHeight at centre 3200 mm. \nHeight at sides 2895 mm. \nWidth 2290 mm. \nNote :- The heights given in (i), (ii) and (iii) above are from rail level. The floor heights of \ndifferent types of vehicles are laid down in the Operating Manual, which may be referred to \nwhenever necessary. \nS.R. 4.28 (10) When a truck is used as a dummy in terms of sub-rule (3) of GR 4.28, the same \nmust not bear any portion of the load of the truck it is protecting, but may itself be loaded. \n \n4.29 DAMAGED OR DEFECTIVE VEHICLES. - \n \n(1) No vehicle which has been derailed shall run between stations, until it has been \nexamined and passed by a competent Train Examiner: \nProvided that in case of a derailment between stations, the Driver may, if the vehicle \nhas been rerailed and if he considers it safe to do so, take such vehicle to the next \nstation at a slow speed. \n(2) If a Guard or Station Master has reason to apprehend danger from the condition of \nany vehicle on a train before it can be inspected by a Train Examiner, the Driver \nshall be consulted, and if he so requires the vehicle shall be detached from the train. \n \nS.R. 4.29 (1) Hot axles:- (a) Any railway servant observing a hot axle on a running \ntrain is bound to do every thing in his power to stop the train and warn \nthe train staff. Station Masters and their staff are also required to observe the condition of \nvehicles on trains passing their stations, and in the event of any defect or irregularity being", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 147, + "text": "124 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \ndetected, immediately steps shall be taken to stop the train if possible. If the train cannot be \nstopped, a message shall be promptly given to the next station in the direction in which the \ntrain is proceeding, the code word “GAMMER” being used with a private number. When \nblock instruments are in use, the signal 000000-0 (Six pause one) shall be sent. \n(b) On controlled sections, control must be advised to take suitable action. \n(c) (i)The Station Master receiving advice of a hot axle on a train shall, where possible, \nreceive the train on the main line. If he is unable to do so, he shall bring it to a stop outside \nthat first stop signal before admitting it into the loop line on which it is to be received. \nThe hot axled wagon shall be examined by the SE (C&W) staff (in case of train \nexamining station) or by the Driver after the train has come to a stop at the allotted line in \nthe station yard. \n (ii)When the Station Master receives advice of a vehicle on a train which is derailed \nor whose running gear is in any way considered dangerous, he shall bring the train to a stop \noutside signals since the further movement of such vehicle, especially over points in the \nstation yard is likely to cause a serious accident. The train shall be thoroughly examined \nbefore being admitted into the station yard. \n \nS.R. 4.29 (2) Examination of hot axle by Driver: - If an axle box is found running hot at \nstation other than a Train Examining station, the Driver must decide if the vehicle is safe or \nunsafe to run any further, and if safe, give a certificate to the Guard accordingly. \nS.R. 4.29 (3) Hot axle between stations:- If an axle is observed to be running hot between \nstations, the train must be brought to a stand and the axle examined by the Driver. If he \nconsiders it safe to run after repacking and oiling the box, the train will proceed up to the \nstation where such vehicle can be detached, at such speed, as he considers safe. \nS.R. 4.29 (4) Guards shall enter in their journals particulars of cases of axles running hot \nand dangerous wagon during the journey and also report the same by memo, such wagon \nshould he got attended at the next train examining station in the direction of movement. \nS.R. 4.29 (5) (a) Other instructions regarding hot axle:- \nIt is a criminal offence knowingly to allow a hot box to remain in use unless under \nsupervision of the Train Examining Staff. It is also criminal to commit any act, such as \nstealing waste or removing a cover, which will cause an axle box to become unsafe and any \nperson detected in such crime is liable to be prosecuted. \nThe greatest danger exists when an axle runs hot enroute on a non-stopping train. Station \nstaff and Cabinman must keep a sharp lookout and arrange to send ahead the “Stop and \nExamine” signals if a hot axle is detected or suspected. On a controlled section the Station \nMaster must advise the Controller on duty of the fact so that he can take immediate action. \nS.R. 4.29(6) (1) The signs of an axle running hot in stages are as follows:- \n(a) The box commences to warm up and can only be detected in this stage by feeling with \nthe hand, which should be placed on the side of the box facing the rear.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 148, + "text": "125 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(b) There is a strong smell of heated oil and waste, which can be detected at some \ndistance from the vehicle. \n(c) A whistling noise may commence at any time during the process of heating. A box \nwhich is whistling must be examined. \n(d) The box becomes sufficiently hot to ignite the waste and oil. Flames and smoke can be \nseen issuing from the box and the metal of the box becomes red hot. In this condition the axle \nwill break within a few kilometres. \n(2)The signs of a roller bearing Hot Boxes are as follows:- \n(a) There is splashing of grease around the roller bearing axle box and the wheel/bogie \nsurrounding it. \n(b) There is an emission of smoke from the axle boxes due to burning of grease and is \noften visible during day time, usually it is also accompanied by a smell of burning grease. \n(c) Unusual metallic sound like whistling or cracking sound is heard on roller bearing \nhot box. Axle Box cover may also get damaged /missing. \n(d) In some cases, the grease may run so hot as to catch fire and flames can be seen. \n(e) Skidding of wheels and tilting of particulars spring usually takes place at the last \nstage when due to breakage of roller bearing components the wheels may get locked. A roller \nbearing hot box may cause a seizure of wheels within a short time leading to derailment. \nS.R. 4.29(7) At roadside stations where there are no Train Examining Staff, before a wagon \nis dispatched, the axle-boxes must be examined. If the covers are deficient, it is simple matter \nto see it the box contains waste or not. If any box is empty, the wagon must be detained and \nmessage sent to the nearest SE (C&W) who will arrange to pack it. Station Master must see \nthat orders are made known to all the Group ‘D’ staff at their stations. \nS.R. 4.29 (8) Water must not be thrown on axle-box or axle, when hot. When it is decided that \na vehicle should be cut off, a message must be sent to the nearest SE (C&W) stating the \nnumber and the owning railway giving a copy to the booking and destination stations. \n \nE. PRECAUTIONS BEFORE STARTING TRAIN. \n \n4.30 DRIVER AND GUARD TO EXAMINE NOTICES BEFORE STARTING.- \nEvery Driver and Guard before starting with a train shall examine the notices issued for \ntheir guidance, and ascertain therefrom whether there is anything requiring their \nspecial attention on that section of the railway over which they have to work. \n \nS.R. 4.30 The Guards and the Drivers before proceeding on duty shall sign the appearance \nbook in their respective booking offices indicating the time at which they have reported for \nduty. They shall also sign in the Assurance Register after going through the requisite notices, \nsafety literatures in token of having read and understood them.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 149, + "text": "126 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n4.31. EXAMINATION OF TRAINS BEFORE STARTING. - When a train examined \nby a Train Examiner at a Station, the Station Master shall not give permission to start \nthe train until he has received a report from such examiner to the effect that the train is \nfit to proceed and has the prescribed brake power. \nS.R. 4.31 Starting a train from non C&W Station - Whenever a train has to be started from \na non C&W station or a load stabled for more than 24 hrs.(Including for traction changing) \nhas to be cleared from a road side station, following action will be taken by the Guard and \nDriver of the train:- \n(a) The Guard and Driver of the train shall examine the load by walking along the \nlength of the train Driver on one side, Guard on the other side and will ensure that \nthere is no loose or missing fitting in the under gear which may endanger safe \nrunning of train. \n(b) SM Should maintain an “Examination-cum-Brake Power” Register wherein coming \ntrain number, composition incoming BPC number, from-to, date, percentage of \nBrake Power, composition of outgoing train, time of arrival of outgoing train \nengine, old BPC/manuscript BPC, percentage of Brake Power, faults detected by \nGuard & Driver departure time, remarks, signature of ASM, signature of Guard \nshould be recorded. \n(c) Driver will conduct a “Brake Feel Test” at the earliest to ensure that the train has \nadequate brake power. \n(d) However, if the incoming train has come with an invalid BPC or if the incoming \ntrain has come with a valid BPC, but the rake integrity has been disturbed beyond \npermissible limits action shall be taken as under: \n(i) The Driver will first create at least 46 cms of vacuum on the engine and 38 cms \nin the brake van. \n(ii) The Guard on seeing, 38 cms of vacuum in the brake van, shall show “Red \nHand Signal” to the Driver to destroy the vacuum. \n(iii) In such cases while checking the load, the Guard and Driver shall jointly \nascertain the brake power of the train. \n(iv) Thereafter, the Guard shall prepare a memo in triplicate indicating the number \nof operative as well as inoperative pistons as also the number of piped vehicles \nand percentage brake power which shall be signed jointly by the Guard and \nDriver, in addition to filling in the “Examination-cum-brake Power” Register, \none copy of this certificate will be retained by the Driver, one copy by the Guard \nand one copy will be given to the Station Master for station record. \n(v) Performa for joint check by the Driver and Guard \n1. Date ________________ \n2. Train No. & Description ________________ \n3. From _______________ to _______________ \n4. Engine No. ________________ \n5. Engine attached at ________________ \n6. Total Load ________________", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 150, + "text": "127 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n7. (i) Total No. of cylinders ________________ \n(ii) Total No. of working cylinders ________________ \n(iii) Brake Power _________ percent. \n8. Vacuum/air pressure available in \n(i) Engine ________________ \n(ii) Brakevan ________________ \n \nSignature of Driver Signature of Guard \n \nNote :- (i) The certificate is valid up to next C&W examination station where the train \nwill be offered for examination. \n(ii) Before issuing BPC the Driver and Guard will jointly examine the train by \nwalking by the side of the train, Driver on the station side and Guard on the off \nside to ensure that there is no loose or missing fitting which may endanger safe \nrunning of the train. \n(iii) In case of invalid BPC, or if it integrity of the incoming train with a valid BPC has \nbeen disturbed beyond permissible limits, the Guard and Driver shall ascertain \nthe Brake Power of the train as per SR 4.31 and prepare the BPC as per above \nproforma. \n(e) These instructions will not be applicable for crew changing and for loads having valid \nBPCs for the outgoing train like Agni, King, Rocket etc. rakes with detention less than \n24 hrs. at that station. In these cases, only ASM will record the particulars in the \nRegister. \n(f) At train originating station or engine changing station where SE (C&W) is available, \nthe brake continuity test is to be carried out by SE (C&W) otherwise by Driver and \nGuard. Whenever there is change in train composition by attaching or detaching of \nRolling Stock at Roadside stations or a stabled load is started the Driver and Guard \nshould test the brake continuity and prepare joint certificate in 3 foils i.e. one for \nDriver, one for Guard and one for station record. \n \n4.32 EXAMINATION OF TRAIN BY DRIVER.- The Driver shall, before the \ncommencement of the journey and after performing any shunting enroute, ensure - \n(a) that his engine is in proper working order, \n(b) that the coupling between the engine and the train is properly secured, and \n (c) that the head light and marker lights as prescribed in sub-rule(1) of Rule 4.14 \nare in good order, and these are kept burning brightly, when required. \n \nS.R. 4.32 (1) When taking over charge and turning out diesel/electric loco from shed/yard the \nDriver shall test and ensure the efficient working of the flasher light and make an entry in the \nengine book maintained in shed. \nS.R. 4.32 (2) Coupling between engine and train- Driver is responsible for ensuring that the \ncoupling and hose pipe connection between the engine and train are tightly and properly \nattached before starting.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 151, + "text": "128 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.32 (3)(i) A Driver shall not take his train on to a running line until he has tested all his \ncontrol power and brake apparatus and found them in proper and prescribed working order. \n(ii) When taking over from another Driver, it will be his duty to ascertain whether any \ndefects exist and the man handing over must acquaint the relieving Driver of any \nfaults or defects likely to affect the working of the train. \nS.R.4.32(4)(A) Brake continuity test on Air Brake goods train must invariably be conducted \nin the following manner and circumstances- \n(i) At originating station including at station from where stable load is cleared. \n(ii) A fresh locomotive or additional locomotive is attached. \n(iii) Whenever any vehicle is attached /detached or train is remarshalled. \n(iv) When brake pipe is disconnected and after any brake defect or irregularity, which \naffected the continuity of brake system has been rectified. \nThe procedure to be observed for the above test, by the Driver & Guard or in absence \nof Guard by Competent Railway Servant shall be as under before starting a train. \n(1) By Driver – When the B.P. pressure in the locomotive is charged to the value i.e. \n5.0 0.2 Kg/cm2, sound five short whistles (ooooo). \n(2) By Guard - On hearing the five short whistles – \n(i) Ensure B.P. pressure of 4.8  0.2 Kg/cm2 or 4.7 0.2 Kg/cm2 if load is more \nthan 55 wagons. \n(ii) Show a red flag by day or red light by night to the Driver. Press the \nGuard’s emergency brake valve handle and reduce B.P. pressure by 1.0 \nKg/cm2 and then close the handle. \n(iii) Get down from brake van and observe that the brakes are getting applied \nand released in at least last 5 wagons from brake van. \n(iv) Return to brake van and ensure that the B.P. pressure has charged to \noriginal value. \nNote :- (a) In case pressure gauge is not available in the brake van, reduce the B.P. \npressure by keeping the emergency brake valve handle continuously pressed for 30 seconds \nand then close the same. Thereafter get down from the brake van and ensure the \napplication and release of brakes of 5 wagons as above. \n (b) In case of conventional type of brake van or when brake van is not provided or when \nbrake van is not the rear most vehicle, reduce the B.P. pressure partially by operating the \nrear end B.P. angle cock of rear most wagon for continuously 30 seconds and then close the \nsame. Thereafter ensure the application and release of brakes of 5 wagons as above. \n \n(3) By Driver – \n(a) Observe – \n(i) Reduction of B.P. pressure.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 152, + "text": "129 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(ii) Deviation of air flow indication needle. \n(iii) Glowing of LSAF lamp. \n(b) Ensure personally or through Assistant Driver the application and released of \nbrakes and the leading 10 wagons from locomotive. \n(c) Observe- \n(i) B.P. pressure as recharged to be original value. \n(ii) Air flow indication needle returns to normal position. \n(iii) LSAF lamp has extinguished. \n(4) By Guard - Show a green flag by day and a white light by night to the Driver to \nconfirm the orderly completion of continuity test. \n(5) By Driver - Acknowledge the same signal to the Guard. \n(6) In case of any defect/deviation from above indicating a fault, the continuity test to \nbe carried out from the first step after the fault is rectified. \n(B) Brake continuity test on Air Brake coaching stock trains must invariably be conducted in \nthe following manner and circumstances – \n(i) At originating station. \n(ii) A fresh locomotive or additional locomotive is attached. \n(iii) Whenever any vehicle is attached /detached or train is remarshalled. \n(iv) Whenever feed pipe and/or brake pipe is disconnected between two coaches \nduring trouble shooting and after any brake defect or irregularity which affected \nthe continuity of brake system has been rectified. \n The procedure to be observed for the above test, by the Driver and Guard or in absence \nof Guard by the competent railway servant shall be as under before starting a train. \n(1) By Driver - See that the F.P & B.P in the locomotive is charged to the value 6.0  \n0.1Kg/cm2 and 5.0  0.1 Kg/cm2 respectively. \nNote :- In case train is single piped then only BP pressure should be seen. \n(2) By Guard - \n(i) See that the F.P. & B.P pressure in the Guards brake van is charged to the \nvalue i.e. F.P between 6.0 & 5.8 Kg/cm2 and B.P. 5.0 & 4.8 Kg/cm2 \nrespectively. \n(ii) Press the Guards emergency brake value handle and then release it. This \nwill reduce B.P pressure by about 1.0 Kg/cm2. \n(iii) See that B.P. pressure is charged and pressure gauge register the original \nvalue. This confirm the continuity of pressure from locomotive to Guards \nbrake van/rear most coach. \n(iv) Now sign the Brake Power Certificate, which is sent to Driver by SE (C&W). \nHowever at other than the train originating station when required amount of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 153, + "text": "130 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \npressure is registered in the gauge, the Guard instead of signing of brake \npower certificate shall communicate the Driver on Walkie–Talkie or by \nother means of communication, if provided. The Guard shall as well as make \nan entry to this effect in his Rough Journal. When the Guard is unable to \ninform the Driver on the Walkie–Talkie etc. about the pressure, the Brake \nPower Certificate shall be signed by the Guard as if train is starting from an \noriginating station. \nNote:-(a) In case train is single piped then F.P. pressure reading not to be seen. \n(b) The Guards brake van is not the rear most coach, go to the rear most coach and \nreduce the B.P. pressure by opening the rear end B.P. angle cock of rear most \ncoach for continuously 30 seconds (instead of pressing the Guards emergency \nbrake valve handle) and then close the same. Come back to brake van and see that \nB.P. & F.P pressure are charged and pressure gauges register the original value. \nThen communicate the Driver on Walkie–Talkie etc, as per above. \n(3) By Driver- \n(a) On Guards action as per above, Driver will observe – \n(i) Drop in B.P. & F.P. pressure. \n(ii) Deviation of Air flow indication needle. \n(iii) Glowing of LSAF lamp. \n(iv) B.P.& F.P. pressure have recharged to the original value. \n(v) Air flow indication needle returns to normal position. \n(vi) LSAF lamp has extinguished. \n(b) (i) After receiving the Brake Power Certificate duly signed by the Guard at \ntrain originating station or on being confirmed by the Guard about the \navailability of required amount of pressure on Walkie – Talkie etc. at \nother than train originating station, record the amount of pressure as \ncommunicated by the Guard on the Brake Power Certificate and check \nthat B.P. pressure in Brake Power Certificate is not higher than B.P. \npressure in locomotive. \n(ii) Reduce B.P. pressure to Zero. \n(iii) B.P. & F.P. Pressure are recreated and built upto original value. \n(iv) Then sign the Brake Power Certificate. \n (4) By Guard- \n(i) After sending the Brake Power Certificate to the Driver duly signed by \nthe Guard at train originating station or after communicating to Driver \non the Walkie-Talkie etc. at other than originating station about the B.P. \npressure, see that the B.P. pressure in the pressure gauge falls to Zero. \nThis corresponds to the Driver having dropped the pressure from the \nlocomotive. \n(ii) The B.P. pressure in the pressure gauges will rebuilt upto the original \nvalue. This confirms the continuity of pressure from the rear most coach \nto the locomotive.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 154, + "text": "WORKING OF TRAINS GENERALLY 131 \n________________________________________________________________________________________________________________ \n(iii) Give train starting signal only after ensuring that B.P. & F.P. pressure \nhave been registered to the original value and other necessary \nconditions before starting the trains have been complied with. \n(5) In case of any defect / deviation from above indicating a fault, the continuity test \nto be carried out from first step after the fault is rectified. \n \nS.R. 4.32(5) Precaution before moving an engine – Drivers and Shunters must personally \nsatisfy themselves before moving an engine that no body is working under it or in a position \nto be harmed by the moving of the engine. \n \nS.R. 4.32 (6) The Driver shall in addition carry out the inspection and tests in accordance \nwith specific instructions issued by the Divisional Electrical Engineer (Rolling Stock). \n \n4.33 EXAMINATION OF SINGLE AND MULTIPLE UNITS BY DRIVER.- When \ncoupling single or multiple units or coaches of any such units together, the Driver shall \nbe responsible for observing that all electrical couplings are properly made. After all \ncouplings have been made, the Driver while taking over the complete train shall satisfy \nhimself that the control and power apparatus and brakes of the complete train are in \nproper and prescribed working order. \n \n4.34 DUTIES OF GUARD WHEN TAKING OVER CHARGE OF A TRAIN. - The \nGuard when taking over charge of a train shall satisfy himself, before the train is \ndespatched - \n(a) that the train is properly coupled, \n(b) that the train is provided with the prescribed brake power, \n(c) that the train carries tail board or tail lamp and side lamps and that such lamps are \nlighted and kept burning brightly , when required, \n(d) that the appliance, if any, for communication between the Guard and the Driver, is \nin proper working orders, and \n(e) generally that, as far as he can ascertain, the train is in a state of efficiency for \ntravelling. \n \nS.R. 4.34 (1) The Guard must also satisfy himself when taking over charge and on the \njourney, that his brake is in working order, that the side chains of vehicles are placed on the \nhooks provided for the purpose or hooked to each other, and are not allowed to drag on the \nballast, and that open wagons containing any goods of an inflammable nature are properly \nsheeted to protect the goods from sparks. \nS.R. 4.34 (2) At starting and engine changing stations, the Traffic staff should couple the \nengine to its train. Whenever engines have to be uncoupled from their trains for locomotive \nrequirements, the engine staff will uncouple and recoupled them. \nS.R. 4.34 (3)(i) While taking over charge of a train at the train originating station, the Guard \nbefore signing the Brake Power Certificate, must see that a SE (C&W) has made an \nendorsement", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 155, + "text": "132 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n on the Brake Power Certificate, certifying that the Vestibule connections, fittings and \ndoors of all carriages / wagons are in proper working order and can be closed and \nfastened. \n(ii) The Guard of the train should also examine the setting of the handle of the \nempty/loaded device on wagons when taking over the train and ensure correct setting. \n \n4.35 STARTING OF TRAINS. - \n(1) A Driver shall not start his train from a station without the authority to proceed. \nBefore starting the train, he shall satisfy himself that all correct fixed signals and, \nwhere necessary, hand signals are given and the line before him is clear of visible \nobstructions and the Guard has given the signal to start. \n(2) The Guard shall not give the signal for starting the train unless he has received the \npermission of the Station Master to start, in the manner prescribed by special \ninstructions. \n(3) The Guard shall not give the signal for starting unless he has satisfied himself that, \nexcept in accordance with special instructions, no person is travelling in any \ncompartment or vehicle or roof of the vehicle not intended for the use of passengers. \nGuard, Loco Pilot or Assistant Loco Pilot shall take help, if necessary from \nGovernment Railway Police, Railway Protection Force and Station Staff to remove \nthe unauthorized persons from the compartment or vehicle or roof of the vehicle. \n(4) The Station Master shall see, before he gives the Guard permission to start a train, \nthat all is right for the train to proceed. \n(5) The permission of the Station Master referred to in sub-rule (2) may be dispensed \nwith in case of suburban trains on such sections of a Railway as may be specified by \nspecial instructions. \n(6) When permission of the Station Master to start has been dispensed with under sub \nrule (5) or at a station where no Station Master is posted, the Guard shall see, before \ngiving the starting signal, that all is right for the train to proceed. \n \nS.R. 4.35 (1) Warning Bell:- At terminal, junction, engine changing and refreshment stations, \na warning bell or gong will be sounded five minutes before the starting time of a passenger \ntrain. \nS.R. 4.35 (2) Station Master’s permission to start the train will be given. \n(A) for passenger trains by sounding three beats for up trains and two beats for Down trains \non the station bell. At large junctions, where local conditions do not permit ringing of the \nbell, the exact nature of permission of the Station Master should be mentioned in the \nStation Working Rules specially and all the staff concerned instructed suitably by the \nSr.DOM/DOM concerned. \n (B) for goods trains where it is not possible for the Station Master to advise the Guard \ndirectly, such permission will be given as follows:- \n(i) On the single line, delivery of “authority to proceed” shall be deemed as Station Master’s \nauthority for the train to start and this will be conveyed by the Driver to the Guard by \nsounding of whistle.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 156, + "text": "133 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(ii) On double line, the taking ‘off’ of the Departure Signals shall be deemed to be the \npermission of the Station Master to start the train. This will also be communicated by \nthe Driver to the Guard by sounding the whistle. The Guard shall give starting signal to \nthe Driver by sounding his whistle and at the same time waving a green flag by day or \ngreen light by night horizontally at full stretch of the arm above his head. If due to \ncurvature or any other obstruction the Driver cannot see the Guard’s signal the Station \nMaster on duty shall relay the Guard’s signal to the Driver. \nS.R.4.35 (3) The Station Master before giving his permission to start a passenger train must \nsatisfy himself that correct starting signal has been taken ‘OFF’ or written permission to \nstart has been delivered to the Driver. \nS.R.4.35 (4) Locking of Guard portion of front SLR of Mail/Exp./ Passenger trains- \nThe Guard portion of the front SLR of passenger carrying trains should be locked by the \nGuards. These instructions were issued when trains were shorter and Assistant Guards were \nmanning many of these trains. In the present system, when the posts of Assistant Guards have \nbeen abolished, and trains have become very long, it is not easy for Guards to discharge their \nresponsibility. \n In view of the above, this work will be undertaken by Assistant Drivers and following \nprocedure will be followed: \n1. Drivers working Mail/Express/Passenger trains will be issued a personal lock, \n which they will carry in their box alongwith other equipments. \n2. At all the Crew Changing Points, the incoming Assistant Driver will remove his Driver’s \nlock from the front SLR Guard portion, and the outgoing Assistant Driver will put his \nDriver’s lock on the SLR door. This arrangement will continue till destination of the train \nor till the train is handed over to some other adjoining Division/Railways. \n3. For trains, where the Guard portion of the front SLR may be in open condition and \noccupied by passengers/outsiders, the Assistant Driver will make effort to get the Guard \nportion vacated and lock the platform side door, after closing the off side door from \ninside using the door latch. \n4. For originating and through trains, it will be the duty of RPF staff to assist the Assistant \nDrivers in getting the Guard portion of front SLR vacated. In case of difficulties, Dy. \nSS/SM will also be responsible for getting this portion vacated and locked. For this \npurpose Driver/Assistant Driver should seek assistance of the station staff by informing \nthe Guard on the walkie talkie, who will, in turn,will inform the station staff. \n5. In no case will the Assistant Drivers be expected to leave the train and go to seek \nassistance of RPF/Station staff or to issue memo in this respect. In case it is not possible \nto lock the front SLR Guard portion during the scheduled stoppage of the train, the \nDrivers/Assistant Drivers will start the train and report this as an unusual along with \nunusual at their destination signing off point. \n6. Some Front SLRs attached to trains are escorted by RPF staff for prevention of theft of \nluggage from front SLR. Such RPF escorts are required to sit in Guard’s lobby for the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 157, + "text": "134 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n purpose of escorting of Front SLR. Asstt. Driver will handover the keys of the locks \nprovided in the Guard lobby of Front SLR to RPF escort party at the station from where \nRPF starts escorting duty. Key will be given back to Asstt. Driver by RPF escort after \nlocking Guard’s lobby on completion of SLR escorting duty. RPF staff will give a receipt \non the following proforma to Asstt. Driver at the station from where he starts escort duty. \nAcknowledgement \nI, HC/CT………………………………………..have been directed to escort Front SLR of train \nNo…………………..Ex station ……………………..to…………………………….station. I have \nreceived key of lock of Guard’s lobby of Front SLR at ………………………station. \n \nSignature of RPF staff \n(Name of RPF staff) \n \n All Mail/Express/Passenger Drivers should be issued locks before. Spare locks will be \narranged to be kept in lobbies for issue to out of line Drivers deputed to \nMail/Express/Passenger links. \n4.36 GUARD TO BE IN CHARGE OF TRAIN. - After the engine has been attached \nto a train, and during the journey, the Guard or (if there be more than one Guard) the \nHead Guard shall be in charge of the train in all matters affecting stopping or \nmovement of the train for traffic purposes. In the case of any self-propelled vehicle, \nsuch as a motor coach without a trailer and unaccompanied by a Guard, the duties of \nthe Guard shall devolve on the Driver. \n4.37 SUBORDINATION OF GUARDS IN STATION LIMITS. - When a train is \nwithin station limits, the Guard shall be under the orders of the Station Master. \n4.38 FIREMEN AND ASSISTANT DRIVERS TO OBEY DRIVERS. - The Firemen \nor Assistant Driver shall obey the lawful orders of their Drivers in all particulars. \n4.39 DRIVER TO OBEY CERTAIN ORDERS.- After an engine has been attached to \na train and during the journey, the Driver shall obey - \n(a) the orders of the Guard, in all matters affecting the starting, stopping or movement \nof the train for traffic purposes, and \n(b) all orders given to him by the Station Master or any railway servant acting under \nspecial instructions, so far as the safe and proper working of his engine will admit. \n \nF. DUTIES OF STAFF WORKING TRAINS DURING JOURNEY \n \n4.40 DRIVER AND FIREMAN OR ASSISTANT DRIVER TO KEEP A GOOD \nLOOK OUT . - Every Driver shall keep a good look-out while the train is in motion, \nand every Fireman or Assistant Driver shall also do so when he is not necessarily \notherwise engaged. \n \nS.R. 4.40 (a) The Driver and the Fireman or the Diesel Assistant or Assistant Drivers \nas the case may be, shall identify each signal including engineering indicator board at site", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 158, + "text": "135 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \naffecting the movement of the train as soon as it becomes visible. They shall call out the \naspect of the signals to each other. \n (b) The Diesel Assistant or the Assistant Driver or the Fireman shall, when not otherwise \nengaged assist the Driver in exchanging signals as required. \n(c) Provisions (a) & (b) above shall, in no way, absolve the Driver of his responsibility in \nrespect of observance of and compliance with the signals. \n4.41 DRIVER AND FIREMAN OR ASSISTANT DRIVER TO LOOK BACK. - The \nDriver and the Fireman or the Assistant Driver shall look back frequently during the \njourney to see whether the train is following in a safe and proper manner. \n \nS.R. 4.41 (1) Should the Driver of a passenger train find that he is unable to see both the \nbrake-van side lights at night, he must take the necessary precautions provided under S.R. \n6.08 for the parting of train. \n \nS.R. 4.41 (2) When a train passes a gang working on the line or a manned level crossing \ngate, the Driver, Assistant Driver or Fireman should look back to ascertain if everything is \nall right with the train and if any signal is being exhibited by Gateman/Gangman, warning \nthem of a danger of an accident. \n \n4.42. EXCHANGE OF SIGNALS BETWEEN DRIVER, GUARD AND STATION \nSTAFF.- \n(1) The Driver and the Guard of a train shall exchange signals with each other, at such \ntimes and in such manner as may be prescribed by special instructions. \n(2) The Driver and the Guard of a train shall, while running through a station, look out \nfor and, except under special instructions, acknowledge the ‘ all right’ signals which \nthe Station Master and such other staff at the station as may be specified by special \ninstructions shall give if the train is proceeding in a safe and proper manner. If the \ntrain is not proceeding in a safe and proper manner, the Station Master or the other \nstaff shall exhibit a Stop hand signal, on receipt of which the Guard and the Driver \nshall take immediate steps to stop the train. \n \nS.R. 4.42(1)(a) Signals between the Guard and the Driver- The Guard shall exchange “All \nRight” signal with the Driver when: \n \n (i) a train starts after stopping from a station; \n (ii) a train starts after stopping outside station limits; \n (iii)a brakevan clears the speed restricted zone.32231 \n \n(b) The signals shall be exchanged:- \n \n (i) As soon as the rear brakevan clears the station. \n (ii) As soon as the train has started, and \n (iii)As soon as the rear brakevan has cleared the speed restricted zone.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 159, + "text": "136 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.42(2) Manner of exchange of signals- \n(a) The Guard’s signal shall be given to the Driver by holding a green flag steadily by day \nand holding a green light steadily by night and during thick or foggy weather. \n(b) The Driver’s signal shall be given on his behalf by a Diesel Assistant or Assistant Driver \nor Fireman who shall show towards the Guard a green flag steadily by day and a green \nlight steadily by night and during thick or foggy weather. \n(c) On a straight road, these signals shall always be given on the left hand side of the train \nand, on a curve, on that side from which they can best be seen. \nS.R. 4.42(3) Exchange of signals when there are more than one Guard- When there are more \nthan one Guard or a Brakesman with a train, the Guard or Brakesman traveling in the first \nportion of the train will show a green signal to the Head Guard of the train as soon as the \ntrain starts that he is at his place and until such a signal is received, the Head Guard shall \nnot exchange green hand signal with the Driver. \nS.R. 4.42(4) Driver to stop; if Guard’s signal not received- if a driver does not receive an ‘all \nright’ signal from the rear brakevan, he shall stop the train. \nS.R. 4.42(5) (a) (i) In case of a train running through a station, the Station Master shall show \nan all-right signal to the train if all is right for the train to continue the journey otherwise \nhe shall show Danger signal or other prescribed indication. While running through \nstation, the Driver and the Guard shall be on the look out for such signals which shall be \nduly acknowledged by the Guard except in case of Rajdhani Express, Shatabdi Express, \nGarib Rath Express, POW and other trains worked with SLRs having air conditioned \nGuard Compartment. In case the Driver and the Guard do not receive such signals, they \nshall exercise extra caution to ensure that all is right for the train to proceed on. Failure \non the part of Station Master to display signals shall be reported in the Guard’s Journal \nand also to the Asstt. Station Master on duty at the next stopping station. On controlled \nsections, the same will be relayed to the Section Controller for taking suitable action by \nthe Asstt. Station Master receiving the report under exchange of Private Numbers. \n(ii) If the Guard fails to exchange “all-right” signal, the Asstt. Station Master on duty should \nimmediately advise the Station in advance and give “Stop and Examine” bell signal (Six \npause one) explaining the circumstances for giving this signal under an exchange of \nprivate number. The Section Controller will also be advised. \nNote:- “All-Right Signal” to be shown by the Station Master refers to “Proceed Signal” as \ndefined in General Rule 3.54 i.e. by holding out and showing a green light steadily by night \nand during thick and foggy weather. \n(b) In the event of the view of the passing train being obstructed by another train or by \nvehicles or by any other obstruction, the green hand signal shall as far as possible be \nshown from a place from where it can clearly be seen by the Driver and Guard of the \ntrain concerned. When, however, two trains are passing through the station \nsimultaneously or a train be possible for the Station Master to cross over and exchange \nsignals with the train which is running on the other side of the stabled load/train the \nStation Master shall depute a competent Railway Servant to show “All Right” signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 160, + "text": "137 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(c) (i) Cabins in large yards where shunting is performed by Pilots, shall not exhibit all \nright signal to the trains running through the stations when there is nothing wrong \nwith the train. Should, however, anything wrong with the train be noticed, danger \nsignal must be displayed to the Driver and the Guard of the train. \n (ii) Cabins at other stations should show a similar “all-right” signal to the passing train \nif all is right for the train to continue its journey. Where, cabin and station buildings \nare on the same side, and at all panel interlocked stations, the Station Master shall \ndepute one of his competent staff on duty with hand signals to show “all-right”signal \nfrom the ‘off’ side to the passing train if all is right. Should, however, they find \nanything unusual, they must display a danger signal to the passing train and bring \nthis fact to the notice of Station Master on duty who shall take further action as stated \nin G.R. 4.42 (2). \n(d) While showing all right signal the Station Master and Cabin staff shall see whether the \ntrain is proceeding safely and particularly look out for Hot Axle. \nS.R. 4.42(6) Exchange of signal between the Drivers of Electric and Diesel engines and the \nStation Staff- \n(a) The Driver of a diesel/electric locomotive must invariably stand up in his cabin and \nexchange signal while running through. He should exchange signal with the Station \nMaster if the station building is on his side. In case the station building is on the off side, \nthe Assistant Driver should exchange “all right” signal with the Station Master on duty. \n(b) (i) The Driver/Assistant Driver of a diesel/electric locomotive should whistle running \nthrough a station. \n(ii) If the Driver or his assistant fails to exchange signal or whistle, the Assistant \nStation Master on duty should immediately advise the Station in advance and give \n“Stop and Examine” signal (six pause one) explaining the circumstances for \ngiving this signal under exchange of private number. The Section Controller will \nalso be advised. \n(iii) The Station Master in advance on receiving such advice when the train is booked to \nrun through, will put back the departure signal to ‘ON’ but the departure route must \nbe kept set and locked for the passage of the train. If time permits, three detonators \n10 metres apart will be placed immediately beyond the starter signal to draw the \nattention of the Driver/Assistant Driver. \n(iv) In case the Driver comes to a stop at the Starter Signal, the detonator, if placed, will \nbe removed and the train allowed to proceed after ascertaining from the driver the \nreasons for non-exchange of signal or of not whistling at the last station. The reason \ngiven by the driver will be advised to the Controller. \n(v) In case the Driver fails to stop at the Starter signal and runs through after \nexploding detonators and disregarding the departure signals, the station staff \nshould try to attract the attention of the Guard. The Guard on receiving danger", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 161, + "text": "138 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nsignal from the station staff will stop the train. The station staff will treat it as an \naccident (Driver passing signals at danger) and take suitable action as laid down in \nthe Accident Manual. \n(vi) The station staff will at the same time advise the next station in advance by giving \n‘train running without proper authority’ signal (six pause five) specifically asking \nthe station in advance to raise both reception and departure signals. \n(vii) The station in advance will immediately put back all signals to ‘ON’ and arrange to \nplace detonators as far away from the Home Signal as possible. \nS.R. 4.42(7) In the case of an electric train, the section controller should advise the Traction \nPower Controller the section in which the train is working. The TPC will then arrange to \nswitch off the power supply to that section. \n \nS.R. 4.42(8) If the train stops out side first stop signal, reception of the train should be done \nas per G.R. 5.09. \n \nS.R. 4.42(9) Guard and Driver of running trains will be responsible to watch any train \npassing on the adjacent line and attract the attention of the guard or the Driver of that train \nby exhibiting danger hand signal, if any condition is noticed which may endanger its safety. \nIn case of train running in opposite direction as on double/multiple lines, the guards and \ndrivers of the two trains will exchange green hand signals after having examined each others \ntrain. In case anything unusual is noticed, a danger hand signal shall be exhibited to attract \nthe attention of the Guard and Driver of the other train. \n \n4.43 GUARD TO KEEP A GOOD LOOKOUT. - During the journey including halts \nat stations, every Guard shall keep a good look-out and satisfy himself from time to time \nthat the tail board and brake-van lamps are in position and that all brake-van lamps, \nwhere required, are burning brightly, that the train is complete in every respect and is \nproceeding in a safe and proper manner. \n \nNote - The term “brakevan lamp” includes “tail lamp”. \n \n4.44 TRAIN HELD UP AT FIRST STOP SIGNAL. - \n \n(1) When a train has, without an apparent cause, been kept standing at the first Stop \nsignal for five minutes, the Driver shall sound the prescribed code of whistle to \nwarn the Guard, and the Brakesman shall proceed to the cabin or station to \nwarn the Station Master. If there is no Brakesman, the Driver shall depute a \nFireman or Assistant Driver to proceed to the cabin or station to warn the \nStation Master. The Brakesman or Fireman or Assistant Driver proceeding to \nthe cabin or station shall show a Stop hand signal towards the station. The \nGuard shall, as soon as the train is stopped at the first Stop signal, check up that \nthe tail board or tail lamp is correctly exhibited and shall maintain a vigilant \nattitude in rear of the train. After fifteen minutes or such less time as may be \nprescribed by special instructions, the Guard shall, irrespective of whether the \ncause is apparent or not, proceed to protect the rear of the train in accordance with", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 162, + "text": "139 WORKING OF TRAINS GENERALLY \n_______________________________________________________________________________________________________________ \n \ninstructions laid down in Rule 6.03. If in the meantime the signal is taken ‘Off’, \nor the Driver receives the necessary authority to pass the signal in the ‘On’ \nposition, he shall sound the prescribed code of whistle to recall the Guard and \nexchange hand signal with him before starting the train. \n(2) In the case of a train not accompanied by a Guard, these duties shall devolve on \nthe Driver. \n \nS.R. 4.44 (1) The whistle referred to in the above rule should be a long continuous whistle. \nThe Guard should acknowledge this by waving a red flag or red lamp Up and Down until the \nDriver repeats his whistle. \n \nS.R. 4.44 (2) The Assistant Driver must invariably be sent to the station to enquire the cause \nand he should remain in the Station Master’s office until the train is admitted. In the case of \nHome signal of an Intermediate Block Post, it is not necessary for a member of the train staff \nto proceed to the cabin or station, as required by GR 4.44. \n \n4.45 ATTRACTING ATTENTION OF DRIVER. - \n \n(1) If any Guard sees reason to apprehend danger or considers it necessary for any \nreason to stop the train, he shall use his best endeavours to attract the attention of \nthe Driver. \n(2) In the absence of other means of communications with the engine, a Guard \ndesiring to attract the Drivers attention shall apply his hand brake sharply and as \nsuddenly release it, and wherever possible, he shall reverse the side lamps to show \nred towards the engine. \n(3) When the attention of the Driver has been attracted, the necessary hand signals \nshall be shown. \n(4) If the train is fitted with continuous brake, the Guard may, in case of emergency, \napply such brake gradually to stop the train. \n \nS.R. 4.45 Stopping of trains between stations:- Whenever a train has to be stopped between \nstations, the Drivers and Guards must see that it is not stopped in an exposed position \nparticularly on tunnels, bridges and high banks etc. \n \n4.46 ASSISTANCE FROM GUARD’S HAND BRAKE.- When the Driver requires the \nassistance of Guard’s hand brake, he shall sound the prescribed ,code of whistle, if \nnecessary repeatedly, or, if a brake whistle is provided, sound such whistle, and shall \nalso use other means of communication, if provided, between the Driver and the \nGuard. \n \n4.47 APPLICATION OF GUARD’S HAND BRAKE. - \n \n(1) When the Driver sounds the prescribed code of whistle or the brake whistle, the \nGuards shall immediately apply their hand brakes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 163, + "text": "140 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n(2) When a train is travelling down a steep incline, the Guards shall, if necessary to \nsteady the train, assist the Driver with their hand brakes. \n \n4.48 PERMISSION OF GUARD TO DETACH ENGINE FROM TRAIN. - When a \ntrain has been brought to a stand outside station limits or any where on a grade, the \nDriver shall not detach his engine from the train without the permission of the Guard, \nwho before giving such permission, shall satisfy himself that the van-brakes have been \nput on securely and take such other measures as may be necessary or prescribed by \nspecial instructions. \n Provided that detaching of engines from trains in such cases may be prohibited \naltogether under special instructions wherever considered necessary in the interest of safety. \nS.R. 4.48 Permission to be in writing- the Guard must give his permission in writing. \n 4.49 STARTING AND STOPPING OF TRAIN.- The Driver shall start and stop his \ntrain carefully and a without jerk. \n4.50 SOUNDING OF ENGINE WHISTLE. – \n(1) Except under special instructions, the Driver shall always sound the whistle of the \nengine according to the prescribed code of whistle - \n(a) before putting an engine in motion; \n(b) when entering a tunnel; and \n (c) at such other times and places as may be prescribed by special instructions. \n(2) Engine whistle code shall be prescribed under special instructions. \nS.R.4.50 Following is the code of engine whistle for use by the Drivers:- \n \nS.No. Code of Engine \nWhistle Indication \n1. 0 (a) Before starting :- \n(i) Indication to Driver of assisting/banking engine that \nthe Driver of leading engine is ready to start. \n(ii) Acknowledgement by the Driver of assisting/banking \nengine to leading engine. \n(iii) Engine ready to leave loco yard or after completing \nloco work. \n(iv) Engine ready to go to loco – yard. \n(b) On run :- \n(i) Assistance of other engine not required. \n(ii) Acknowledgement of Driver of assisting/ banking \nengine that assistance stopped.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 164, + "text": "141 WORKING OF TRAINS GENERALLY \n \n2. 00 (a) Call for Guard’s signal. \n(b) Signal not exchanged by Guard. \n(c) Signal not exchanged by Station staff. \n3. – 0 (a) Guard to release brakes. \n(b) Before starting engine or a train from station/mid section. \n(c) Main line clear after backing into siding. \n4. 000 (a) Guard to apply brakes. \n(b) Train is out of control, Guard to assist. \n5. 0000 (a) Train cannot proceed on account of accident, failure, \nobstruction or other exceptional cause. \n(b) Protect train in rear. \n6. – – 00 Call for Guard to come to engine. \n7. 0 – 0 (a) Token not received. \n(b) Token missed. \n(c) With wrong “authority to proceed”. \n(d) Passing Stop signal at ‘ON’ on proper authority. \n8. –– (a) Before starting - Vacuum recreated on Ghat section, \nremove wooden wedges. \n(b) Passing an Automatic Stop signal or a Permissive Stop \nsignal in Automatic Signaling Territory at ‘ON’. \n(c) Passing an Intermediate Block Stop signal at ‘ON’ when \nthe telephone provided on the signal post is out of order \nand the Driver is thus unable to contact the Station in \nrear. \n(d) On run: - Acknowledgement of Guard’s signals. \n9. (i) \n \n (ii) \n - - - - - - \n(Intermittent) \n \n –––––––––– \n (Long \nContinuous) \n Approaching level crossing \n \n(a) Tunnel or area of restricted visibility or curves or \ncuttings or site of accidents or when in consequence of \nfog, storm or any other reason the view of signals is \nobstructed. \n(b) Recall railway servant protecting train in rear. \n(c) Material train ready to leave. \n(d) Running through a station. \n(e) Approaching a Stop signal at ‘ON’. \n(f) Detained at a Stop signal. \n10. – 0 – 0 (a) Train parting. \n(b) Train arriving incomplete. \n11. 0 0 – (a) Alarm chain pulled. \n(b) Insufficient vacuum/ air pressure in engine. \n(c) Guard applied vacuum/air brake. \n(d) Inter communication apparatus Used. \n12. – – Raise pantograph. To be acknowledged by the other engine. \n13. – 0 – Lower pantograph. To be acknowledged by the other engine. \n14. – 0 0 (a) Signal arm lowered but light extinguished. \n(b) Signal arm improperly/insufficiently taken ‘Off’. \n(c) Defective signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 165, + "text": "142 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n15. – – – Fouling mark not cleared. \n16. 00000000000 \n(Frequently) \n(a) Apprehension of danger. \n(b) Danger signal to the Driver of an approaching train \nwhose path is fouled or obstructed for any reason. \n(c) While working on a single line section during total \nfailure of communications or when single line working \nis introduced on a double line section. \n(d) Moving in wrong direction on double line or against the \ndirection in the Automatic Block Signalling Territory or \nagainst the established direction in the Automatic Block \nSystem on single line. \n \n \nNote: - (1) The signals above are illustrated by ‘0’ for a short whistle and ‘—’ for a long \nwhistle. \n (2) All excessive and useless whistling is prohibited and long drawn out whistles are \nabsolutely forbidden. Special code of whistles applicable to particular stations \nand sidings, etc. are given in Station Working Rules. \n \n4.51 BELL SIGNALS BETWEEN DRIVER AND GUARD - When bell communication \nis provided between the Driver and the Guard of the train, bell signal code, as may be \nprescribed by special instructions, shall be used. \n \n4.52 THROWING OUT WATER, FIRE OR CINDERS. - A Driver or Fireman shall \nnot throw out water, fire or cinders when passing through a station yard or tunnel, or \nwhen on a bridge. \n \nS.R. 4.52 (1) Should a Driver see a sleeper or any part of the wood work of the line on fire, \nhe should bring his train to a stand as quickly as possible and put out the fire before going \nahead. The Driver shall advise the Station Master of the next station in writing about the \ndamaged sleeper. The Station Master shall immediately inform the SE (P.Way) concerned to \ntake necessary action. \nS.R. 4.52 (2) Drivers must avoid creating smoke nuisance in the station yards. \nS.R. 4.52 (3) Ash pan shall never be cleaned out except on the ash-pits provided for the \npurpose. If a Driver finds it necessary to clean his ash pan on a siding where there is no ash-\npit, this ash must immediately be thoroughly damped and leveled off to rail level. Ashes must \nnever be rake out on wooden sleepers. \n \n4.53 HOSE OR WATER CRANE. - After taking water from a tank or water column, \nthe Driver shall see that the hose or arm is left clear of the line and, when it is provided \nwith fastenings, properly secured. \n \n4.54 PASSENGERS. - Every Guard shall give his best assistance to passengers \nentraining and detraining.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 166, + "text": "143 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \nG. DUTIES OF STAFF ON ARRIVAL \n \n4.55 SHUTTING OFF POWER. - In stopping a train, the Driver shall determine \nwhere to shut off power by paying particular attention to the gradient, the state of the \nweather, the condition of the rails, the brake power and the length and weight of the \ntrain. \n \n4.56 GUARD TO SEE THAT TRAIN IS STOPPED CLEAR OF FOULING \nMARKS. - When a train comes to a stand at a station, the Guard shall see that, \nwherever possible, the last vehicle of his train has cleared the fouling marks of all points \nand crossings. If not, he shall inform the Station Master at once and exhibit Stop hand \nsignal to prevent any movement on the fouled line. \n \nS.R. 4.56 (1) If the last vehicle is not clear of the fouling marks as required vide G.R. 4.56, \nthe Guard shall show “Proceed with caution” signal as prescribed in G.R. 3.55 towards the \nDriver who may move to clear the fouling mark. If the last vehicle is still not clear, the Guard \nshall exhibit Stop hand signal to prevent any movements on the fouled line. The Guard may \nendorse in Train Intact Register in bold letters and underline that the fouling marks is not \nclear. He shall also personally inform the Station Master, if the train has reached the \nterminal station and he goes off duty. Where the Guard continues to be on duty with the train, \nhe shall protect the infringement against any movements as laid down above. \n During the precedence of trains, the Guard of the first arriving train if not otherwise \nbusy in shunting operations, etc, shall remain alert and exhibit danger signal in case he finds \nany irregularity in the setting of points or taking ‘off’ signals for the approaching train. This \nhowever does not absolve the Station Master of his overall responsibility to satisfy that the \nconditions for taking ‘off’ signals are complied with. \nS.R. 4.56 (2) When engine of Goods or Mixed train has to be detached from its train, the \nDriver and Guard will be held jointly responsible for taking such measures as will prevent \nthe front portion from fouling another running road. \n \n4.57 DETACHING ENGINE. - Whenever a train has been brought to a stand, and it \nis necessary for the engine, with or without vehicles, to be detached from the rest of the \ntrain, the Guard shall, before the train is uncoupled, satisfy himself that the van-brakes \nhave been put on securely and take such other measures as may be prescribed by \nspecial instructions. \n \nS.R. 4.57 The Guard of a train that is not worked with the automatic brake must screw his \nhand brake hard on and fasten it immediately the train comes to a stand, so as to obviate any \nrisk of the train rolling back, should the engine be detached for shunting operations or for \nany other purpose. He must, however, when ready to start and before giving the Driver the \nstarting signal, release the brake to prevent any unnecessary strain on the couplings. \n \n4.58 DRIVER TO SEE THAT TRAIN IS STOPPED CLEAR OF FOULING \nMARKS. - When a train comes to a stand at a station, the Driver shall see that, \nwherever possible, his engine is clear of the fouling marks of all points and crossings. If \nnot, he shall take steps to inform the Station Master at once and exhibit Stop hand \nsignal to prevent any movement on the fouled line.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 167, + "text": "144 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.58 (1) If, when the train comes to a stand, the engine Driver finds that his engine is not \nclear of the fouling mark, he must at once sound the prescribed whistle(– – –), attract the \nattention of the Guard and on getting “Proceed with caution” signal from the Guard, back \nhis engine clear and inform the Station Master that he has done so. Till that time, he shall \nexhibit Stop hand signal to prevent any movements on the fouled line. \n On receipt of the information from the Driver that fouling mark in front has been \ncleared, the Station Master must, if he had already received the Train Intact Register again \nsatisfy himself that the last vehicle of the train is still clear of fouling mark and other \ninfringements. \n In the event of receiving a “Proceed with Caution” signal from the Guard, the Driver \nshall draw his train ahead until signaled by the Guard that the fouling marks in rear have \nbeen cleared by exhibition of a Stop signal. \nS.R. 4.58 (2) During the crossing of trains, the Driver of the first arriving train if not other \nwise busy in shunting operations, etc., shall remain alert and exhibit danger hand signal in \ncase he finds any irregularity in the setting of points or taking ‘off’ signal for the \napproaching train. This, however, does not absolve the Station Master of his overall \nresponsibility to satisfy that the conditions for taking ‘off’ signals are complied with. \n4.59 MOVING OF TRAIN CARRYING PASSENGERS AFTER IT HAS BEEN \nSTOPPED AT A STATION.- When a train carrying passengers has been brought to a \nstand at a station, whether along side, beyond, or short of the platform, the Driver shall \nnot move it, except under orders of the Guard or to avert an accident. \nS.R. 4.59 Whenever it is necessary to move a train carrying passengers after it has been \nbrought to a stand at a station the Guard shall ensure safety of passengers before giving the \nsignal. \n \n4.60 GUARD NOT TO LEAVE TRAIN TILL HANDED OVER.- No Guard shall \nleave his train until it has been properly handed over in accordance with special \ninstructions. \n \nS.R. 4.60. A Guard should not leave the Station at the end of his run, until he has properly \nmade over his train with the goods parcels, invoices, way bills etc., to the relieving Guard or \nofficial appointed to check and receive them, handed in his reports for the journey and \nobtained the Station Master’s permission to do so. \n \n4.61 DRIVER NOT TO LEAVE ENGINE WHEN ON DUTY.- No Driver shall leave \nhis working locomotive or his self-propelled vehicle when on duty, whether at a station \nor on a running line, except in case of absolute necessity and after a competent railway \nservant has been placed in-charge of the locomotive or self -propelled vehicle. In the \ncase of a self-propelled vehicle manned by a Driver only, a Driver may leave it when \nnecessary, provided he has locked the cabs and has put the vehicle in low gear with the \nignition switch in the off position and has screwed down and locked the hand brake. \n \nS.R. 4.61 Charge of Engines: - Engines when in steam, must never be left without being \nincharge of a person authorised to take charge of them. Any engine left standing in steam \nmust have its regulator closed, cylinder cocks open, reversing lever in mid-gear, vacuum \nbrake ejector handle in the ‘ON’ position and hand brake applied.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 168, + "text": "145 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \nH. WORKING OF MATERIAL TRAINS. \n4.62 WORKING OF A MATERIAL TRAIN IN A BLOCK SECTION.- A material \ntrain shall be worked only with the permission of the Station Masters on each side and \nin accordance with special instructions. \nS.R.4.62(1)(a) Material trains must not be worked at night or in thick, foggy or tempestuous \nweather, except under special circumstances, when the special permission of the Divisional \nOperations Manager must be obtained. \n(b) Material coolies are permitted to travel by material trains during the day only. They \nshould not be allowed to travel by material trains at night except when accommodated in \ncovered or second class carriages. \n Persons who are not railway employee and have no business connected with the railway \nshould not be permitted to travel by Material train or any other departmental train without \nthe prior sanction of the General Manager or, in exceptional circumstances, of the Chief \nSafety Officer. \n \n In an emergency warranting journeys of police or military or other non-railway \npersonnel by railway departmental train, permission may be accorded by the Divisional \nRailway Manager. \n \nS.R. 4.62 (2) In case of special emergency, a material train may be run at any time under the \nauthority of the Engineer incharge. \n \nS.R. 4.62 (3)(a) When running through between block stations and when running with the \nengine leading, the speed of the material train must not exceed that prescribed for goods \ntrains of similar weight. \n(b) When the engine is pushing the train or is placed in an emergency or in exceptional \ncircumstances somewhere in the middle of the train and the brakevan is leading: \n(i) the speed must not exceed 25 KMPH on the straight line, or 8 KMPH over a turnout; \n(ii) the Guard must travel in the leading brakevan and must exhibit hand signals to the \nDriver; \n(iii) the train crew must keep a good lookout especially in the direction in which the train \nis moving and must be prepared to stop short of any obstruction; and \n(iv) when approaching turnout, the Guard must stop the train and satisfy himself that the \npoints are correctly set, all non-interlocked points are padlocked and that the \nadvance facing points are manned. \n(c) When the engine is pushing the train or is somewhere in the middle of the train and the \nbrakevan is not leading: \n(i) the speed must not exceed 8 KMPH; \n(ii) the Guard must travel on the leading vehicle and exhibit hand signals to the Driver; \nand \n(iii)sub-clauses (b) (iii) and (iv) must be strictly complied with.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 169, + "text": "146 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.62 (4) A Material train shall always be worked under the ordinary Line Clear rules in \nforce. \nS.R. 4.62 (5) Should work have to be carried out between stations, the Guard must advice the \nStation Master of the station immediately short of the place where the work has to be done, in \nwriting of the intended stoppage and its duration and he will be responsible to ensure that no \ndelay is caused to other trains, through this time being exceeded. \nS.R. 4.62 (6) On the single line, in case a material train has to run out part of the way \nbetween two stations and then push back to the station from which it started, the Driver must \nobtain, in addition to the usual “authority to proceed” a written permission from the Station \nMaster to be allowed to push back into station. \nS.R. 4.62 (7) On the return of the train, the Guard will intimate that the whole of the train has \nreturned to the station complete from the section and sign in the Trains Signal Register Book \n(TSR/TMR) to that effect and return the “authority to push back” to the Station Master which \nmust be cancelled by the latter. The Station Master will then give “obstruction removed” \nsignal on the block instrument/electric-speaking instrument, and endorse the following \nremarks in the Trains Signal Register “Train Pushed Back” against the entry of the train. \nS.R. 4.62 (8) The Station Master at the station where the train starts and pushes back to, must \nadvise the station in advance on the telephone and also the controller on controlled section \nthat the train will push back to the station. He will then obtain the acceptance of the “is line \nclear for a train stopping in the section” signal, on the block instrument where block \ninstruments are not provided, from the station in advance and then give the “train entering \nsection” signal in the usual way. \nS.R. 4.62 (9) When, it has been arranged for a train to push back from the section, it must \nalways do so and not go through to the station in advance. \nS.R. 4.62 (10) Before starting, a green flag must be tied to a convenient fixture in front (or on \nthe tender if running tender foremost) of the engine and also at the back of the rear brakevan \nto indicate to men working on the line that the train will push back. \nS.R. 4.62 (11) On the single line, when a material train is required to be pushed back into the \nstation yard, the Driver should bring it to a stop outside the first Stop signal and sound the \nprescribed code of whistle. The signals may then be taken off for the admission of the train. \nAt non-interlocked stations, the train should, in addition to taking “off” of signals, be piloted. \nS.R. 4.62 (12) On the double line, material train must not be pushed back but must run on to \nthe next station, where the engine can be run round the train. \nS.R. 4.62 (13) Material trains are on no account to be divided when working outside station \nlimits, that is to say, vehicles are not to be detached and separated from the rest of the train \nfor convenience of loading or unloading. \nS.R. 4.62 (14) Material trains are not to be divided also within station limits, if there is a \nfalling gradient and any possibility of wagons escaping.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 170, + "text": "147 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \nS.R. 4.62 (15) Material trains must not be unloaded while in motion except in the case of \nspecially constructed trucks and under the orders of the Engineer-in-charge. \nS.R. 4.62 (16) Shunting open trucks loaded with materials, with coolies also in them, is \nstrictly prohibited; when any shunting has to be done, the Guards must see that all the \ncoolies are out of trucks. \nS.R. 4.62 (17) Guards of Material trains are responsible for their safe working both in \nTraffic and Engineering sidings, and must personally supervise all shunting operations. \nS.R. 4.62 (18) Goods trains may, under the special permission of the Divisional Operations \nManager, and during the hours of day light only, be stopped once between stations on load or \nunload materials; in these cases, they will work under the rules applicable to material trains, \nand only one such stop, which should not exceed half an hour, may be made by each train. \nS.R. 4.62 (19) The Engineering Department will arrange for the protection of the train by \ndanger signals, which must be supplemented by detonators in the manner prescribed in S.R. \n3.62. \nS.R. 4.62 (20) Where lever collars are provided they must be used to remind Station \nMaster/Switchman that Material train is working in block section. Where lever collars are \nnot provided, Pla card/ visual indicators showing the working of Material train in the block \nsection should be provided on the Block Instrument. A ‘Note’ of this fact should also be made \nin the Train Signal Register in red ink. \nS.R. 4.62 (21) On stopping a material train on a grade, the Driver should give a long whistle \nto call the attention of the Guard and thereafter three short whistles, the signal for the \napplication of all hand brakes. The brakes must not be released until the Driver has signalled \nfor this by giving one long one short (– 0) whistle. \n Before entering a section on which a material train is required to stand on a grade of \n1 in 50 or steeper, the engine should be so attached that when the train is standing, the \nengine is the down hill end of the train. \n \n4.63 WORKERS ON MATERIAL TRAIN.- The Guard of a material train shall, \nbefore giving the signal to start, see that all the workers are on the train, and warn them \nto sit down. \n \n4.64 PROTECTION OF MATERIAL TRAIN WHEN STABLED.- \n(1) A material train shall not be stabled on a running line at a station, except in \nunavoidable circumstances. \n(2) When a material train is stabled at a station, it shall be protected in the following \nmanner and the Station Master shall ensure that- \n(a) the vehicles of the material train have been properly secured and are not \nfouling any points or crossings,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 171, + "text": "148 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n \n(b) all necessary points have been set against the line on which the material train \nis stabled and such points have been secured with clamps or bolts and \ncotters and padlocks, and \n(c) the keys of such padlocks are kept in his personal custody until the material \ntrain is ready to leave the siding or line. \n(3) The Guard shall not relinquish charge until he has satisfied himself that the \nmaterial train has been protected as prescribed in this rule. \n \nS.R. 4.64 (1) When a material train is placed on a siding outside station limits for loading, \nunloading or stabling, it is the Guard’s duty to have the necessary brakes put down and the \npoints secured by clamps and padlocked. Catch siding, slip-points or traps and Scotch Blocks \nmust also be set and secured. \nS.R. 4.64 (2) Guards booked out with Material trains must obtain the necessary clamps from \nthe Station Master of his headquarters station and return them when the Material train is \ncancelled. For this purpose four clamps will be kept at each Guard’s Headquarters station as \nstation equipment. \n \n4.65 WORKING OF TRACK MAINTENANCE MACHINES. - Track laying or on \ntrack tamping or maintenance machines shall be worked only with the permission of the \nStation Master and in accordance with special instructions. \n \nS.R. 4.65 See Appendix ‘A’ to Chapter XV. \n \nI. PRIVATE ENGINES AND VEHICLES \n \n4.66 PRIVATE ENGINES AND VEHICLES. - No engine or other vehicle, which are \nthe property of a private owner, shall be allowed to enter upon the railway, except in \naccordance with special instructions. \n \nAPPENDIX - ‘A’ \nRULES FOR ATTACHMENT AND HAULING OF DEAD LOCOMOTIVE(S) \n \nSubject to other extant technical precautions/ instructions on the subject the following \nconditions shall be satisfied before attachment of dead locomotives to any train/light engine. \n(A) Conditions for attachment of dead locomotive. \n(i) Certificate for ‘‘Fit to run’’ is issued by Section Engineer/SSE(Loco)/Power \nController for passenger/goods train. \n(ii) The dead locomotive is escorted by a competent person not lower than Assistant \nDriver. \n(iii) Maximum permissible speed of the dead locomotive shall not be less than \nmaximum permissible speed of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 172, + "text": "149 WORKING OF TRAINS GENERALLY \n________________________________________________________________________________________________________________ \n(iv) Arrangements made to ensure that brakes can be applied on dead locomotives in \nsynchronization with working locomotives. \n(v) Running of double/triple headed is permissible on the section over which the dead \nlocomotive is to be hauled. \n(vi) When a dead electric locomotive has to be moved on a non-electrified section, \nspecial check shall be made regarding its infringement to the schedule of \nmaximum moving dimensions. In the case of any infringement, the dead \nlocomotive shall be treated as an ODC. \n(vii) As a final check, the coupled locos should be run for about 500 meters and the \nDriver shall check for any abnormal rise in the temperature of the wheels of the \ndead locomotive and shall also check it at subsequent stops during the journey. \n \nIn addition to the above the following precautions should be taken for hauling the dead \nlocomotives; \n \n(B) Attaching/Hauling of dead locomotives by Passenger Trains. \n \n(i) Only one dead locomotive (Diesel/Electric) can be attached to a Mail or Express \nor Passenger Train. \n(ii) Brake power of the train should be 100% excluding dead locomotive. \n(iii) The dead locomotive can be attached next to train engine only. \n(iv) As far as possible, brake should be worked on dead locomotive. However if it is \nnot possible, then in the case of air braked train, brake pipe and feed pipe of \nworking locomotive shall be connected to brake pipe and feed pipe of trailing \nstock and dead locomotive will worked as piped vehicle. \nIn the case of vacuum brake train, vacuum pipe of locomotive shall be connected \nwith vacuum train pipe of trailing stock and the dead locomotive shall be treated \nas a piped vehicle. If the locomotive is fitted with pure air braked system and \nvacuum pipe is not provided on locomotive then it should be attached with air \nbraked trains only. \n(v) No dead locomotives should be attached to any Superfast train under any \ncircumstances. \n \n(C) Attaching/Hauling of dead locomotives by Goods trains. \n \nMovement of maximum three locomotives (2 working + 1 dead) with load is permissible \nsubject to observations of all restrictions on operation of double/triple headed working \nlocomotives in the section provided that brakes in dead locomotives are operational. \n***********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 173, + "text": "150 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \nCHAPTER V \nCONTROL AND WORKING OF STATIONS \n \n5.01. RESPONSIBILITY OF THE STATION MASTER FOR WORKING.– \n \n1. The Station Master shall be responsible for the efficient discharge of the duties \ndevolving upon the staff employed, either permanently or temporarily, under his \norders at the station or within the station limits and such staff shall be subject to \nhis authority and direction in the working of the station. \n2. The Station Master shall see that all signals, points, gates of level crossings and the \nwhole machinery of his station are in proper working order and shall immediately \nreport all defects therein to the proper authority. \n3. The Station Master shall also be responsible to see that the working of the station \nis carried out in strict accordance with the rules and regulations for the time being \nin force. \n4. No person other than the Station Master shall ask for or give Line Clear, or give \nauthority to proceed. \n \nS.R. 5.01(1) The Station Master incharge shall carry out daily inspections of his station, and \namong other things, check that the staff are dressed in clean uniform in accordance with the \nextant rules, and that signal lamps, flags and other station equipment are in proper order. \nFurther, whenever there is a change of staff at a station, either temporary or pemanent, he \nshall be responsible for seeing that all rules relating to the working of the station are \nunderstood by such staff. Every staff who is literate shall submit to the Station Master, a \ndeclaration in writing that he has read and understood such rules. \nS.R. 5.01(2) No member of the station staff, particularly in the charge of points and signals, \nor shunting, shall leave his duty without being relieved by some competent person and \nwithout the knowledge and permission of the Station Master. Pointsman and Signalman shall \nremain on duty, if Line Clear is given for a train, until that train has been received and the \ncondition for granting Line Clear have been restored. \n \n5.02. SUPPLY OF COPIES OF RULES AND DISTRIBUTION OR EXHIBITION OF \nOTHER DOCUMENTS. - \n \nThe Station Master shall see – \n(a) that every railway servant subordinate to him who should be supplied with a copy \nof authorised translation of these rules under Rule 2.01 duly receives the same; \n(b) that the Working Time Table in force together with all correction slips and \nappendices, if any, working rules and instructions, and other notices having \nreference to the working of the line, are properly distributed or exhibited in such \nmanner as may be prescribed under special instructions; \n(c) that both the sheet time tables and fare lists are correctly exhibited at the station if \nit is open for the booking of traffic; and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 174, + "text": "151 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(d) that copies of the Act, and the Goods and Coaching Tariffs are available for \ninspection by the public. \n \n5.03. OBEDIENCE TO ORDERS AND KEEPING OF BOOKS AND RETURNS.- \n \nThe Station Master shall see that all orders and instructions are duly conveyed to the \nstaff concerned and are properly carried out, and that all books and returns are \nregularly written up and neatly kept. \n \n5.04. SIGNAL CABINS. – \n \n(1) The Station Master shall make himself thoroughly acquainted with the duties of \nthe staff employed in the signal cabins, if any, at his station and shall satisfy \nhimself that they perform their duties correctly, and in order to maintain an \neffective supervision over the said staff, frequently visit the signal cabins. \n(2) The Station Master shall ensure that the prescribed equipment is readily available \nin signal cabins and maintained in good working order. \n(3) Signal cabins shall be kept neat and clean and no unauthorised person shall be \npermitted to enter such cabins. \n \nS.R. 5.04 The Station Master shall frequently test staff under him in the knowledge of rules \nincluding the method of using lever collars, button collars, placards and conducting shunting \nin a safe manner. \n \n5.05. REPORT OF NEGLECT OF DUTY. - \n \nThe Station Master shall report, without delay, to his superior, all neglect of duty on the \npart of any railway servant who is under his orders. \n \n5.06. STATION WORKING RULES. - \n \n(1) In addition to the General Rules for Indian Railways and Subsidiary Rules of a \nRailway, each station shall be provided with Station Working Rules applicable to \nthe station, issued under special instructions. \n \n(2) A copy of the Station Working Rules or relevant extracts thereof shall be kept at \ncabins and level crossings concerned. \n \nS.R. 5.06 The Station Working Rules shall be made in accordance with the prescribed \nproforma. \n \n5.07. FORMS. – \n \n(1) All messages and written authorities mentioned in these rules shall be prepared on \nprescribed forms laid down in these rules or prescribed under special instructions \nand shall be stamped with the station stamp.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 175, + "text": "152 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(2) If the authorised printed forms is not available for any reason or in exceptional \ncircumstances a manuscript form containing all the particulars as contained in the \nprescribed form is issued as an emergency measure, reasons therefor shall be \nrecorded in the station diary. \n \n5.08. ACCESS TO AND OPERATION OF EQUIPMENT. - \nNo unauthorised person shall be permitted to have access to or operate signals, points \nelectrical block instruments and electrical communication instruments or any other \nappliances connected with working of the Railway. \n \n5.09. RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE. - \n \n(1) In case of reception of a train on an obstructed line, the Station Master shall - \n(a) whenever possible, intimate the Driver through the Station Master of the \nstation in rear that the train is to be received on an obstructed line; \n(b) ensure that the signal or signals controlling the reception of the train are not \ntaken ‘Off’; and \n(c) ensure that all the points over which the train has to pass are correctly set \nand the facing points locked. \n(2) After the train has been brought to a stand at the relevant Stop signal, it may be \nreceived on the obstructed line by - \n(a) authorising the Driver to pass the Stop signal at ‘on’ by taking ‘off’ the \nCalling-on signal, where provided; or \n(b) authorising the Driver on the signal post telephone, where provided, to pass \nthe Stop signal at ‘on’, in accordance with special instructions; or \n(c) authorising the Driver to pass the relevant signal or signals at ‘on’ through a \nwritten authority to be delivered by competent railway servant who shall \npilot the train past such signal or signals. \n(3) The train shall be brought to a stand at the facing points leading to the reception \nline until hand-signalled forward by a competent railway servant. \n(4) A Stop hand signal shall be exhibited at a distance of not less than 45 metres from \nthe point of obstruction to indicate to the Driver as to where the train shall be \nbrought to a stand. \n(5) The Driver shall keep his train well under his control and be prepared to stop \nshort of any obstruction. \n \nS.R. 5.09(1) The written authority referred to in GR 5.09(2)(c) shall be on a prescribed form \nT-509. \n \nS.R. 5.09(2) If the obstruction is cleared after a driver has been advised that his train will \nbe received on a obstructed line the Station Master may receive the train on signals, in such \ncase he shall issue a written memo instead of issuing Form T-509 to the Driver informing the \nDriver that the train is being received on signals as the obstruction has been cleared.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 176, + "text": "153 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n \n5.10. RECEPTION OF A TRAIN ON A NON-SIGNALLED LINE. - \n \n(1) Should it be necessary, in an emergency, to receive a train on a line, which is not \nsignalled for reception, the Station Master shall ensure that - \n(a) the train is brought to a stand at the first Stop signal; \n(b) the line on which it is intended to receive the train is clear upto the trailing \npoints or upto the place at which the train is required to come to a stand; \n(c) all the points over which the train has to pass are correctly set and facing \npoints locked; and \n(d) the Driver is authorised to pass the approach Stop signal at ‘on’ through a \nwritten authority to be delivered by a competent railway servant who shall \npilot the train on to the non-signalled line. \n(2) The Driver, while entering a non-signalled line, shall proceed cautiously and be \nprepared to stop short of any obstruction. \nS.R. 5.10 The written authority mentioned in GR 5.10 (1) (d) will be T-510. \n \n5.11. DEPARTURE OF A TRAIN FROM A NON-SIGNALLED LINE. – \n \n(1) In the event of a train having to be started from a line not provided with a Starter \nsignal, the Driver shall be given a written permission to start: \nProvided that such permission may be dispensed with where a tangible authority \nto proceed is given to the Driver. \n(2) The written permission or the tangible authority to proceed referred to in sub-rule \n(1) shall not be given unless all the points for the departure of the train have been \nset and the facing points locked. \n \nS.R. 5.11 When a number of trains are awaiting despatch in the same direction from non \nsignalled lines the Driver will be given T-511 in addition to tangible authority to start the \ntrain. \n \n5.12. DEPARTURE OF A TRAIN FROM A LINE PROVIDED WITH A COMMON \nDEPARTURE SIGNAL. – \n \n(1) In the event of a train having to be started from a line out of a group of lines \nprovided with a common departure signal, the Driver shall be given a written \npermission to start in addition to the authority to proceed under the system of \nworking. \n \n(2) The written permission and the authority to proceed referred to in sub-rule (1) \nshall not be given unless all the points for the departure of the train have been set \nand facing points locked. \n \n \nS.R. 5.12 The written permission referred to in GR 5.12(2) will be T-512 (Starting Order).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 177, + "text": "154 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n \n5.13. CONTROL OF SHUNTING. - \n \n(1) Shunting operations shall be controlled by fixed signals or hand signals or by \nverbal directions. \n(2) The Driver shall not, however, depend entirely on signals and shall always be \nvigilant and cautious. \n(3) The speed during shunting operations shall not exceed 15 kilometres an hour \nunless otherwise authorised by special instructions. \nS.R. 5.13(1) (a) This shall, however, not apply to loaded or empty BOX and BOB’s type \nbogie-wagons which are not designed for high shunting speeds. The maximum permissible \nshunting speed of such wagon is restricted to a normal shunting speed of 5 to 6 KMPH when \nthe wagons are shunted singly. When shunting a group of two or more BOX or BOB’s \nwagons, coupled together with transition couplers at either end, the shunting speed should \ncorrespond to a very slow walking speed of about 2 kms. per hour. \n(b) For wagons containing explosives, gases, petroleum, inflammable liquids and solids, \noxidizing substances, acids, corrosive and poisonous substances the shunting speed should be \nas laid down in the Red Tariff issued by I.R.C.A. \nS.R. 5.13(2) (a)(i) Shunting order (T/806)shall be given when shunting is required to be done \non a train. The Station Master shall issue form T-806 which shall be signed \nby the Guard and the Driver of the train. \n (ii) In coaching or goods yard, where shunting is of regular nature and \nshunting done by shunter, supervised by yard shunting staff, T-806 is not \nrequired to be given. At such places, the shunting order can be issued by the \nSM/YM in writing or such instructions can be given orally as specified in the \nSWR of the station. \n (iii) For attaching and detaching of locos for change of traction, or for change \nof loco, or reversal, where such movements are of regular nature T-806 is \nnot required to be given. \n (iv) Shunting order shall only indicate the work to be done. The system of \nmovement would be adopted as per laid down rules of G&SR and SWR. \n (b) Whenever any special precaution is necessary to be observed by Guard while supervising \nshunting at stations where no Shunting Jamadars are provided, instructions in this respect \nmust clearly be embodied in the shunting order on Form T-806. \nAt stations provided with shunting staff the Yard Master or the Station Master is responsible \nto ensure that such precautions are duly observed. \nS.R. 5.13(3) Shunting of Passenger and Mixed Trains at other than an engine changing or \njunction or terminal station – At a station other than an engine changing or junction or \nterminal station, the Guard in charge of the passenger/mixed train is responsible for safe \nshunting of the train, whether, of the whole train or part of it. Whether a Shunting Jamadar is \nprovided or not, and he is also responsible:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 178, + "text": "155 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(i) for ensuring that correct vehicle is attached or detached; \n(ii) for accompanying part of the train which is being shunted and giving the \nnecessary signals; \n(iii) for correct setting of all points and locking of facing points over which \nshunting is done as per S.R. 5.14(1). \nWhen vehicles carrying Passengers have to be shunted, the person conducting the shunting \nmust warn passengers by blowing a whistle at least twice and by audibly announcing the fact \nthat vehicles are to be shunted. The movement is not to commence till all doors are closed \nand foot boards are clear of passengers. \nS.R. 5.13(4) Shunting of passenger and mixed trains at an engine changing or junction or \nterminal station - At an engine changing or junction or terminal station, the Yard Master or, \nif there is no Yard Master, the Station Master on duty is responsible for safe shunting of \nPassenger, and Mixed trains, whether of the whole or part of it, and is also responsible:- \n(i) for ensuring that correct vehicle is attached or detached; \n(ii) for accompanying that part of the train which is being shunted and giving \nthe necessary signals; \n(iii) for correct setting of all points and locking of facing points over which \nshunting is done as per S.R. 5.14(1). At any such station where neither the \nYard Master nor the Station Master can carry out this duty, the Divisional \nRailway Manager shall specify either in the working rules or in the duty \nlist of staff, the persons who will carry out this duty. \nWhen vehicles carrying Passengers have to be shunted, the person conducting the shunting \nmust warn passengers by blowing a whistle at least twice and by audibly announcing the fact \nthat vehicles are to be shunted. The movement is not to commence till all doors are closed \nand foot boards are clear of passengers. \nS.R. 5.13(5) (a) Shunting on goods trains where no Shunting Jamadars are provided to be \nsupervised by Guards – \n The Guard of a goods train is responsible: \n(i) for attaching and detaching vehicle to and from his train. He must personally \nsupervise the shunting, and exhibit the necessary signals himself. \nInstructions for the necessary shunting to be done will be given to the Guard \nby the Station Master on duty. \n (ii) for accompanying that part of the train which is being shunted; \n(iii) for the correct setting of all points over which shunting is performed; \n(iv) for the locking of facing points over which shunting is performed as per S.R. \n5.14(1). \n(b) When a BOX wagon is attached or detached at roadside station, the Guard should see the \ncorrect setting of the empty/loaded BOX.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 179, + "text": "156 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \nS.R.5.13(6) Shunting of goods trains at station where Shunting Jamadars are provided – \n(a) The attaching and detaching of vehicles to and from goods trains will be \ndone by Shunting Jamadar under the instructions of the Station Master on \nduty. The Transportation Inspector is responsible that Shunting Jamadars \nunderstand rules which govern shunting operations and that all necessary \nprecautions are taken by Shunting Jamadars when shunting is being \nperformed at station where gradient exists. The Shunting Jamadars should \nalso ensure compliance with S.R. 5.14(1). \n(b) In all cases the Guard of the train is held responsible that the correct \nvehicle is attached or detached from his train. \nS.R.5.13 (7) Responsibility of Guards for shunting of complete trains in the station yard – \nWhenever a complete train of any description is to be shunted from one line to another or \nplaced in or taken out from a siding, such as in the process of crossing or giving precedence \nto another train the Guard incharge of the train will supervise the shunt and will be \nresponsible; \n (a) that points and crossing are correctly set and facing points locked for the \n shunt as per S.R. 5.14(1); \n (b) for exhibiting the necessary signals to the Driver performing shunting and; \n (c) for seeing on completion of the shunt, that the fouling marks are clear. \nS.R.5.13(8) Shunting of material trains supervised by Guards – All shunting of vehicles to \nbe attached or detached must be done under the personal supervision of Guard in charge of \nthe train, who is responsible for exhibiting the necessary signals himself. Before commencing \nshunting, he must obtain the instructions of the Station Master on duty. The Guard is also \nresponsible for taking every precaution to safeguard the workmen (if any) during the \nshunting. \nS.R.5.13(9) Responsibility for warning staff and for the performance of careful shunting in \nand out of goods and other sidings where loading or unloading is in progress- The person \nsupervising shunting will be held responsible for warning the Clerk or other official engaged \nin loading or unloading vehicles, before he commences shunting on to or with these vehicles. \nThe permission of the Clerk or other official must be obtained, and he will be responsible, \nafter receiving intimation, for seeing that everybody connected with the work is promptly \nwarned. No hand shunting or loose shunting connected with those vehicles which are being \ndealt with, or which will foul the lines on which such work is going on, may be done, until \npermission has been obtained. \nS.R.5.13(10) Shunting during stormy weather - When shunting has to be done in stormy \nweather, it must be confined to as few lines as possible. Each vehicle placed on a siding must \nbe coupled to any other already there and brakes put down. When shunting on any one siding \nis finished, the vehicles must be coupled up and the end vehicles spragged or chained. \nS.R.5.13(11) Shunting with coupled engine - Shunting with coupled engine is not allowed \nexcept – \n(a) When a complete train has to be shunted from one line to another. \n(b) When the load to be shunted cannot be hauled by a single engine owing to a \ngradient.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 180, + "text": "157 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \nS.R.5.13(12) Clear fouling mark during shunting operations – All staff connected with \nshunting duties are responsible for keeping rail crossing clear during shunting operations \nand for the passage of trains. The point of clearance is indicated by a white sleeper between \ntracks. \nS.R.5.13 (13) Hand shunting of vehicles - When it is necessary to hand shunt any vehicle, \nresponsible subordinate must supervise the work. Labours and other must not be allowed to \nhand shunt vehicles by pushing them at the buffer. They must either push vehicles from \nbetween the buffers or at the sides of the vehicles, outside the rails. Contractors’ and \nTraders’ labour must not be allowed to move vehicles at stations, except under the orders \nand personal supervision of a responsible member of the station staff. The above instruction \ndoes not apply to the movement of vehicles on merchants’ sidings and on sidings serving \nplinths and similar place allotted to individual trades. \nS.R.5.13(14) Uncoupling moving vehicles - Uncoupling vehicle while it is in motion is \nforbidden except in slow movements in hump yards. \nS.R.5.13 (15) No passenger carrying vehicles should be kept standing on blocked line in the \nrear of the train carrying passengers stopped at a station. \nS.R.5.13 (16) When shunting is to be done for attaching or detaching coaches on \nMail/Express and passenger trains, the shunting engine must first come to a halt 20 metres \naway from the train before moving for coupling up. \nS.R.5.13(17) No engine should be allowed on any running line at a station occupied by a \ntrain or vehicles carrying passengers, except the train engine or banking engine or shunting \nengine required to perform shunting on that train. The movement of such an engine should be \npermitted only under the control of the person in charge of shunting. \nS.R.5.13 (18) Shunting of wagons of other stock marked sick or damage labelled loaded with \na part of the consignment protruding to a dangerous extent, on yard lines adjacent to \npassenger running lines should be regulated, as far as possible during the intervals between \npassenger train movements. In every case the staff should exercise utmost caution and while \nundertaking such shunting immediately, if the situation so warrants, take all necessary \nprecautions. \nNote: The responsibilities for the supervision of shunting of passenger trains should not vest \nwith an official below the rank of a Shunting Jamadar. \n \n5.14. RESPONSIBILITY FOR SHUNTING.- \n \nThe Station Master shall see that the shunting of trains or vehicles is carried on only at \nsuch times and in such manner as will not involve danger. \n \nS.R.5.14(1) Whenever any shunting is to be performed, the facing points over which shunting \nis carried on, must invariably be secured as detailed below:- \n(a) In case of facing points provided with locks, the facing points shall be \nlocked for shunting movements whenever interlocking permits of this being \ndone.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 181, + "text": "158 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(b) In case the shunting movement are governed by shunt signal or Starter \nsignal, which detect the facing points, the shunt signal or Starter signal \nshall be taken ‘off’ to secure the facing points. \n(c) In all other cases involving movement over running lines, the facing points \nshall be clamped/cotter-bolted and padlocked. It will, however, not be \nnecessary to padlock in cases of yard shunting involving use of non-\nrunning lines. \n(d) Whenever the shunting is to be carried out across the main line over the \ncross over point, all the relevant facing points must be properly set and \nlocked with appropriate lock levers. In addition to such locking the facing \npoints of the emergency cross over, the point must also be cotter-bolted and \npadlocked by the person responsible to supervise such shunting. \nS.R.5.14 (2)(a) In case of shunting of coaches occupied by passengers or during shunting \nover emergency cross over, the facing points must be clamped and \npadlocked. \n (b) Defective points in non-interlocked yard, if set by any means, must be \nclamped and padlocked before any movement of a train/coaches occupied by \npassengers is allowed over them. \nS.R.5.14(3) Whenever any shunting operation involving running lines requiring co-operation \nof the ASM with cabin is to be done, private numbers shall be exchanged between SM and \ncabinman before the commencement and their accomplishment of the shunting movement in \ntoken of assistance of occupation and clearance of the involved running lines. Proper entries \nin this regard shall be made in the log book. \n5.15. SHUNTING AT STATIONS UNDER CENTRALISED TRAFFIC CONTROL.- \n \n1. No shunting shall be performed at a station under Centralised Traffic Control \nwithout the permission of the Centralised Traffic Control Operator or when \nCentralised Traffic Control is not in operation, without the permission of the \nStation Master. \n2. For the purpose of shunting, the Centralised Traffic Control Operator may, when \nrequired, hand over the local control of working of traffic at a station or part of a \nstation to the Station Master who shall thereafter be responsible for the shunting \nat the station or that part of the station for which the local control has been made \nover to him in the manner prescribed under special instructions. \n \n5.16. SHUNTING DURING RECEPTION OF TRAINS. - \nWhen signals have been taken ‘off’ for an incoming train on to a line which is not \nisolated, no shunting movement shall be carried out towards points over which the \nincoming train is to pass. \n \n5.17. SHUNTING NEAR LEVEL CROSSING.- \n \nThe railway servant in charge of shunting near or across a level crossing, before giving \npermission to the Driver to move his train across it, shall ensure that the level crossing \ngates have been closed and locked against road traffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 182, + "text": "159 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n \n5.18. DRAWING OF A TRAIN TO AN ADVANCED POSITION. — \n(1) A train waiting for an authority to proceed shall not he allowed to draw out up to \nan Advance Starter for despatch, except where track circuit or Axle Counter has \nbeen provided between the Starter and Advance Starter to indicate the presence of \na train in advanced position. \n(2) The provision of sub-rule (1) shall not apply in case of shunting of a train within a \nstation section itself. \n \n5.19. OBSTRUCTION OF RUNNING LINE. - \n(1) No railway servant shall commence any loading, shunting or any other operation \nby which a running line may be fouled or obstructed without obtaining the \nprevious sanction of the Station Master or of other railway servant nominated in \nthis behalf under special instructions, who shall see that all necessary steps are \ntaken for the protection of traffic while such operation is being carried on and the \nnecessary signals are kept at ‘on’ until the obstruction is removed. \n(2) A sand hump or snag dead end shall not be obstructed for any purpose and when \nit has become obstructed, it shall cease to be a substitute for the adequate distance \nfor the purpose of taking ‘off’ signals. \nS.R. 5.19.(1) The loading or unloading of goods across any running line within station yards is \npermitted under special circumstances stations on single line section only and must be carried \nout under proper supervision. If any such station is notified for loading/unloading, SWRs should \nbe amended. \n All such loading or unloading must, however be personally supervised by competent \nRailway servant from permission for a train to approach till pass through or departed if train is \nstopped at that station. \nS.R. 5.19.(2) Hand shunting of vehicles beyond station section is strictly prohibited. \nS.R. 5.19.(3) Hand shunting on the main line within station limits at double line stations for the \npurpose of loading or unloading goods or railway materials is also prohibited. \nSR 5.19 (4)(i) When it is found necessary to foul the running line on either double or single line, \nthe Station Master on duty will be held personally responsible for seeing that the line is \ncleared with the least possible delay and that while the line is so fouled, all signals relating \nto that line are kept at danger. \n(ii) At night, competent Railway servant must himself be present with the necessary hand \nsignals and will not leave until the main line has been cleared of obstruction. \n(iii) Any vehicle or vehicles fouling the main line after the hours of day light must be protected by \na red light/retro reflective board at both ends. \nS.R.5.19 (5) Stabling of Vehicles and Trains on Running Lines.— \n(A) Vehicles must not be stabled or placed for loading or unloading on a running line or \noutside the Scotch Blocks or Trap Points of a siding except as provided for in the SWRs. Where \nnecessary, stabling of trains on running lines may also be prohibited in the SWRs.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 183, + "text": "160 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(B) Whenever vehicles or trains have to be stabled on a running line, action must be \ntaken as follows.— \n (i) On Controlled Sections, permission of the Controller must be obtained. \n (ii) At a non-interlocked station, all points leading to the line on which the vehicles \nor trains are stabled must be set and locked against that line and the keys of the \npoints kept in the personal custody of the SM on duty. \n At an interlocked station, irrespective of reception line being track \ncircuited or not, stop collars or such other device must be placed on the points \nand signal levers or buttons or slides or electric slide instruments or such other \napparatus pertaining to the obstructed reception line, when blocked by a \nstopping train or by any other load, including during crossing/ precedence, to \nserve as a visual reminder that the line is obstructed/ fouled and to prevent \ninadvertently taking ‘OFF’ of the signals for the blocked line. \n In Tokenless Block Working territory, when the Block Section in advance is \noccupied by a train or is otherwise obstructed, Stop Collars or such other \ndevice must be placed on levers, buttons, slides of all departure signals of way \nside stations and on Advanced Starter signals of large stations. \n The SM/Cabin in-charge must personally ensure that signals for \nblocked/fouled line(s)/ Block Section are maintained in the ‘ON’ position. \n (iii) Vehicles must be secured as laid down in G & SRs 5.23. \n (iv) The SM on duty should advise the cabins concerned of the block/ obstruction \nconfirming the same by an exchange of Private Numbers. The line should be \ncleared as early as possible and when the block/ obstruction is removed, the \ncabins concerned should be immediately advised and Private Numbers \nexchanged. The time of placing the block/obstruction on the running line and its \nremoval should be recorded in Block Letters in red ink in the Train Signal \nRegister and the Control advised. \n (v) When a running line is blocked by stabled load, wagon, vehicle or by a train \nwhich is to cross or give precedence to another train or immediately after the \narrival of a train at the station, etc., the points in rear on double line sections \nand at either end on single line sections should be immediately set against the \nblocked line except when shunting or any other movements is required to be \ndone on that line. \n (vi) If all the lines at a station happen to be blocked, when line clear has been \ngranted to a train, the points should be set for the line occupied by a stabled \nload or a goods train in that order so that, in case of mishaps, the chances of \ncasualties are minimized. In case all the lines at a station are occupied by \npassenger trains, points should be set for a loop line, to negotiate by which the \nspeed of the incoming train would be reduced which in turn would minimize the \nconsequences/casualties. While doing so, points may be set for a loop occupied \nby a train, if any, whose engine is facing the direction of approach of the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 184, + "text": "161 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n incoming train rather than for the loop line occupied by a train where a \npassenger coach, will in the case of a collision, receive the impact. \nNote: - The above precautions shall be taken in addition to the observance of other \nprecautions like use of Lever Collars, etc. \n(C) Use of Stop Collars when running lines are occupied, obstructed or fouled— \nWhenever a running line in the station is occupied for any period by the \npresence of an engine or vehicle(s) or a train stopping at the station either for \ncrossing, precedence, starting, or after terminating, or for any other purpose, or \nwhenever a running line is obstructed or fouled due to any reason, Stop Collars \nmust be placed on the handle of the lever/slide that works/releases the point \nand/or signals for the particular running line, to act as a visual reminder of the \nrunning line having been occupied, obstructed or fouled. \n(D) Loading and unloading of loose vehicles on a Running Line.— \n Whenever vehicles have to be placed for loading or unloading on a running line, \nin addition to the provision of SR 5.19(5)(B) above, following action must be \ntaken - \n (i) Vehicles should only be placed for loading or unloading between sunrise \nand sunset and removed before darkness sets in. \n (ii) Vehicles must be placed as near the station office as possible so as to be \nunder the direct supervision of the Station Master whose permission must \nfirst be obtained. Wagons so placed must have their hand brakes firmly \npinned down and chained so as to secure them against escape or \nunauthorized movement. \n (iii) The competent Railway servant must personally see that before signals \nare taken ‘off’ for a train, no packages unloaded from or to be loaded \ninto a vehicle are left fouling any running line and that all wagon doors \nare closed. The packages should be placed at a safe distance from the \nedge of the Station Platform. \n(E) Placing of vehicles on a running line should not be permitted except \nwhere a vehicle cannot be taken from or placed in a siding without causing avoidable \ndetention to a train and subject to specific provision in the Station Working Rules. A \nvehicle, to be so attached to or detached from a train may be left on a running line \nonly for such short period as is absolutely necessary. Such vehicle must be protected \nas laid down in SR 5.19 (5)(B)(ii) above and SR 5.19 (4) and must have its brake on, if \nprovided with one, and secured in accordance with SR 5.23 to prevent escape. \n \n5.20. SHUNTING ON GRADIENTS. - \n \nWhen shunting is being performed on a gradient, the railway servant in-charge of the \nshunting shall ensure that - \n(a) sufficient number of brakes are put on, sprags are used, where necessary, slip \nsiding points or traps, where provided, are set to ensure safety and that all \nprecautions are taken to prevent vehicles getting out of control, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 185, + "text": "162 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n(b) in case of shunting over a portion of line on steep gradient, neither isolated nor \nprotected by slip sidings, an engine is also attached towards the falling side of the \ngradient. \nNote: For purposes of this rule a steep gradient shall be 1 in 260 or steeper except in \ncase of vehicles fitted with roller bearings, when it shall be 1 in 400 or steeper. \n \n \n5.21. LOOSE SHUNTING. - \n \nCranes, vehicles containing passengers, workers, explosives, dangerous goods or live \nstock or any other vehicle that may be specified under special instructions, shall not be \nloose shunted and no loose shunting shall be made against them. \n \nS.R.5.21(1) Definition of loose shunting - Loose shunting means vehicles being pushed by an \nengine and then being allowed to run forward by their own momentum. \nS.R.5.21(2) Restrictions regarding loose shunting – \n(a) No vehicle may be loose shunted unless it is provided with an efficient hand \nbrake or is coupled to at least one other vehicle fitted with an efficient hand \nbrake. \n(b) Loose shunting shall not be commenced until a sufficient number of \ncompetent railway servants are available to apply the hand brakes where \nnecessary. \n(c) Besides the following vehicles shall also not be loose shunted or hump-\nshunted nor shall other vehicles be loose shunted against them:- \n(i) Tank wagons/vehicles such as those for Petrol, Kerosene, Oil, Acid, \nVegetable Oil, Molasses, etc. \n(ii) Bogie rail trucks, bogie boiler trucks, or other open wagons when \nloaded with heavy or bulky articles, which are liable to shift. \n(iii) Vehicles containing motor vehicles. \n(iv) Gas holders. \n(v) Wagon labelled ‘Not to be loose shunted’. \n(d) Loose shunting into dead end sidings shall not be carried out unless \nspecially permitted in the Station Working Rules. \n(e) At station situated on gradients steeper than 1 in 400 loose shunting shall \nnot be performed on a running line or on a line which leads to a running \nline. \n(f) Loose shunting is prohibited during stormy weather. \nS.R.5.21 (3) Fly Shunting – Fly shunting is strictly prohibited, except in the case of hump or \ngravity yards. This exception, however, does not apply to vehicles enumerated in S.R.5.21 (2) \nwhich shall not be loose-shunted or hump-shunted under any circumstances.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 186, + "text": "163 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \n \n \nNote:- A ‘Fly-shunt’ is made when two vehicles are sent forward unattached either together \nor one immediately after the other and placed on different lines, necessitating the points \nbeing reversed after the passage of the leading vehicles. Another description of ‘Fly shunt’ is \nwhen an engine is hauling a wagon, and while both vehicles are in motion, they are \nuncoupled and run on the different lines. \n5.22. LEAVING VEHICLES IN SIDINGS OUTSIDE STATION LIMITS. - \n \nNo railway servant shall leave any vehicle in a siding outside station limits, unless the \nvehicle is clear of all running lines and, except under special instructions, unless the \nwheels there of are properly secured. \n \n5.23. SECURING OF VEHICLES AT STATION. - \n \nThe Station Master shall see that vehicles standing at the station are properly secured in \naccordance with special instructions. \n \nS.R. 5.23.(1) Unless a line or a group of lines is isolated from the adjoining running \nlines, any vehicle standing on such line or group of lines should be so placed and \nsecured, that it does not and can not be made out to foul the running lines. Action by \nStation Master/Traffic Staff when vehicles/load/train is to be stabled at Station- \n(a) The vehicles/load/train be chained and padlocked using atleast two chains, one \nat either end; \n(b) Atleast four sprags/wooden wedges be used, two each below the outermost pair of \nwheels at either end; \n(c) Hand brakes of atleast 6 wagons from either end must be fully tightened. In case \ncoaching vehicles are stabled, Guard’s hand brakes in SLR(s) must be applied. \nThe hand brakes must be operated under the personal supervision of the Guard, \nand in the absence of Guard, by SM/ASM on duty; \n(d) The vehicles of stabled load/train should be coupled together. In case the stabled \nload has to be split for any reason, each such split part should be treated as a \nseparate load for the purpose of securing; \n(e) The points must be set, clamped and padlocked against the blocked line and \ntowards dead end or trap point (if available). Scotch blocks must be used, if \navailable; \n(f) Stop Collars must be placed on relevant signal and point buttons/slides/levers etc.; \n(g) Remarks should be made in TSR and/or SM diary in Red ink to the effect that ‘Line \nNo…….is blocked and all precautions for securing the load have been taken’ as \nprescribed above; \n(h) After any load/train/loco is stabled, the station master must inform the section \ncontroller supported by private number that all laid down precautions for stabling \nand securing the load/train/loco have been taken.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 187, + "text": "164 CONTROL AND WORKING OF STATIONS \n________________________________________________________________________________________________________________ \nS.R. 5.23.(2) Additional precautions to be taken while stabling vehicles/load/train at a \nstation with gradient 1 in 400 or steeper may have been prescribed under approved \nspecial instructions (by CRS) and mentioned in SWR of respective station. These \nshould be followed scrupulously. In addition, following precautions must also be \nobserved over and above those prescribed under approved special instructions- \n(a) Before vehicles are uncoupled, the hand brakes should be applied, sprags/wooden \nwedges/skids should also be used to prevent vehicles from rolling down; \n(b) As far as possible, the vehicles/load/train should be stabled on a line which is \nisolated from other lines, particularly running lines. \nS.R. 5.23.(3) Action by Loco Pilot/Assistant Loco Pilot before leaving the loco in case \nload/train is stabled with locomotive attached or light engine(s) is/are shut down or \nstabled- \n(a) Application of both SA-9 and A-9 brakes; \n(b) Application of hand brake and parking brake; \n(c) Secure the loco with wooden wedges provided on the loco. \nS.R. 5.23(4)(a) Loco Pilot while on duty should not leave loco unmanned. In case he is \nrequired to leave the locomotive unmanned, he should do so only after receiving \nwritten authority from the Station Master/Yard Master and ensuring S.R. 5.23.(3) \n(a), (b) & (c)above. \n(b) Before leaving the station/yard, the Loco Pilot and Guard should jointly record in \na register to be maintained with Station Master that the load & loco has been \nsecured as prescribed above. \nS.R. 5.23(5) Action to be taken by Loco Pilot/Assistant Loco Pilot and Guard when \nthe train is stalled in block section due to accident, failure, obstruction or any other \nreasons- \n(a) Loco Pilot/Assistant Loco Pilot and Guard should protect the train as per \nprovisions of G&SRs 6.03; \n(b) The train should be secured by applying loco brakes (SA-9, A-9 & hand brake) \nand hand brakes of atleast six wagons at either end of the train. The hand brake \nshould be operated by Assistant Loco Pilot from leading end and by the Guard \nfrom the rear end. In case the train is being worked without Guard, the duties of \nthe Guard shall devolve on the Assistant Loco Pilot. In case of coaching train, \nthe Guard should apply hand brakes of the SLR in addition to the application of \nloco brakes by the Loco Pilot. \n(c) If MR pressure starts dropping while train is stationary, loco pilot has to secure \nthe loco with the wedges. Since MR pressure can not be noticed by Guard as \nthere is no such gauge in SLR unlike engine therefore, the Loco Pilot shall \nimmediately inform the Guard regarding dropping of MR pressure and \nthereafter the Guard will secure the train with wedges in the last vehicle. \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 188, + "text": "165 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nCHAPTER VI \nACCIDENTS AND UNUSUAL OCCURRENCES \n \n6.01 ACCIDENT OR OBSTRUCTION. - \n \n(1) When a report of any accident or obstruction is received by the Station Master, he \nshall see that all necessary precautions are taken by the most expeditious means \npossible, for the protection of traffic. \n \n(2) If an accident happens to a train, the Station Master shall arrange for all necessary \nassistance to be sent to the train. \n \n(3) The Station Master shall, as soon as practicable, report each accident in accordance \n with special instructions. \n \nSR 6.01 The rules for reporting accidents are given in Accident Manual. \n \n6.02 WORKING IN CASE OF ACCIDENT OR FAILURE OF COMMUNICATIONS. - \nIn case of accidents to the line or to any train, or of failure or interruption of \ncommunications, or in an emergency, trains shall be worked between stations in \naccordance with special instructions. \n \nS.R. 6.02(1)(a)(i) On Single Line section, in case of an accident to the line or to any train \ninvolving the complete blocking of running line, if it is considered necessary to run a train \nout to the site of the accident for relief or transhipment purposes, such a train may be \ndespatched into the obstructed section by issuing to the Driver an “Authority to Proceed for \nRelief Engine/Train into an obstructed Block Section” on the prescribed form(T/A-602). \nHowever, before issuing such an “Authority” the Station Master concerned, must be in \npossession of written order to this effect from the Operating Officer/Inspector and if neither \nis present, then from the Senior-most Officer/Inspector of the Engineering or Mechanical \nBranch. \n \n(ii) The “Authority” given to the Driver shall be his authority to proceed upto the point of \ndanger and he shall clear the section at station mentioned in the authority. On this authority \nform, shall be recorded, the kilometres upto which the Driver shall proceed into the \nobstructed section. \n \n(iii) While proceeding into or returning from the obstructed section with engine leading, the \nspeed of the train must not exceed 15 KMPH during day and when the view is clear, and \n10 KMPH during hours of darkness and when view is not clear or when the brake-van is \nleading. When brake-van is leading, the Guard of the train, shall travel in leading brake-van \nshowing necessary hand signals to the Driver. When proceeding at a restricted speed of \n10 KMPH, the engine whistle must be constantly sounded. Train sent out in the obstructed \nsection must be duly protected as laid down in G& SR 6.03. \n \n(b)(i) It shall be clearly stated on the “Authority” whether the train is to return after \ncompletion of the work or wait at the place of obstruction for the arrival and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 189, + "text": "166 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nreturn of a following train which may be required to be sent out. The Driver of the second \ntrain shall also be given an “Authority to Proceed for Relief Engine/Train into an obstructed \nBlock Section” on the prescribed form(T/A-602) and an endorsement will be made on this \nform, that another train has gone into the obstructed section at……….hrs. \n(ii)While proceeding into the obstructed section the speed of the second train shall be \nrestricted to 8 KMPH. \n(c) On the Double Line section, if both lines are blocked, trains can be despatched, if \nrequired, on both the lines, in accordance with clause (a) above, but there should be only one \ntrain at a time on each line in the obstructed section. If only one of the two lines is \nobstructed, then a train may be sent out into the section on the obstructed line in accordance \nwith the instructions in sub-clauses (a) and (b) above. \nS.R. 6.02(2) If the adequate distance necessary for granting Line Clear, i.e., ‘block overlap’ \nis obstructed, the Station Master shall not grant the same, but should advise of the fact to the \nstation in rear on electrical communication instrument and trains will be worked on \n“Authority to Proceed for Relief Engine/Train into an obstructed Block Section” on the \nprescribed form (T/A-602). \nS.R. 6.02(3) If on approaching a station, the Driver finds the approach signals are at danger, \nhe must stop outside Outer, if any, otherwise at Home signal and send his Fireman/Asstt. \nDriver with a memo to the Station Master intimating his arrival. The Guard should take \nimmediate steps to protect the rear of the train. \nS.R. 6.02(4) Rules and Regulations for working of trains during total interruption of \nCommunications on Double Line Sections- \nNote:- These rules do not apply to continuous track circuit sections working under Automatic \nBlock System. \n(1) In the event of total interruption of communications occurring between two stations on a \ndouble line section, i.e. when “line clear” cannot be obtained by any one of the following \nmeans stated in the order of preference, viz. \n(i) Block Instruments, Track Circuits or Axle Counters; \n(ii) Telephones attached to the Block Instruments; \n(iii) Station to station fixed telephones wherever available; \n(iv) Fixed Telephone such as Railway Autophones & BSNL phones; \n(v) Control telephone; \n(vi) V.H.F. Sets under special instructions, but not as the sole means of \ncommunication on sections where passenger trains run. \nProvided further that :- \n (a) The order of preference, as mentioned above, should not be violated under any \ncircumstances. Any violation should be treated with utmost severity for taking up \nwith the defaulters. \n(b) In all cases where line clear is obtained / granted by a means of \ncommunication other than Block Instrument / Track Circuit/Axle Counter or \ntelephone attached to Block Instrument, the system of calling station name, \nfollowed by establishing identity of the Station Master on duty by cross checking \nprivate numbers given for line clear to preceding three trains shall be as \nstipulated in the Block Working Manual.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 190, + "text": "167 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n (c) BSNL/ MTNL telephone if not provided separately to Station Master on duty, \n should have extension to his office so as to enable him to communicate with his \n counter part at the other end from his own seat and its record should be \n maintained on the prescribed forms and the Train Signal Register. \n (d) The Railway Autophone and/or BSNL/MTNL telephone instruments should be \n provided with caller ID wherever feasible so that station master on duty can \n identify the calling station master at the other end. \n(e) In case of failure of all other means of communication, leaving VHF as the only \nalternative, it can be used for line clear only under special instructions \nspecifying the circumstances, duration and manner in which VHF will be used \ntill restoration of any one of the other means of communication. The use of VHF \nsets for prolonged duration will be permitted only in presence of supervisory \nstaff. \n(f) VHF sets can, however, be used as the only means of communications, under \nseparate special instructions, for specific sidings/sections where only freight \ntrains are running. \n(g) Further, wherever GSMR has been/is being provided, the use of VHF sets for the \npurpose of line clear should not be permitted. \nThe following procedure shall be adopted for train passing. \n (2) Before any train is allowed to enter a block section in advance, it shall be brought to a \nstop and the Driver and the Guard of the train shall be advised of the circumstances by the \nStation Master on duty. \n(3) The Station Master shall give an “Authority for working of trains during total \ninterruption of communication on double line section” on prescribed form no. T/C-602 to the \nDriver of each train which shall include:- \n(a) An Authority to Proceed Without Line Clear. \n(b) A caution order restricting the speed to 25 KMPH over the straight and to 10 \nKMPH when approaching or passing any portion of the line where the view ahead \nis not clear due to curve, obstruction, rain, fog or any other cause. \n(c) An authority to pass the last stop signal in the ‘On’ position. \n(4)In the event of a Driver approaching or passing any portion of the line where the view \nahead is not clear, a railway employee with hand signals must be sent in advance to guide the \nfurther movement of the train. A sharp look out ahead should be kept and the engine whistle \nfreely used. \n(5)No train shall be allowed to enter the block section until there is a clear interval of 30 \nminutes between the train about to leave and the train which has immediately preceded. \n(6)Fixed signals with the exception of the last Stop signal may be taken ‘off’ for the reception \nand departure of trains. The first Stop signal shall, however, be taken ‘off’ only after the train \nhas been brought to a stand outside it. \n(7)A tunnel should be entered only after it has been ascertained that it is clear. If there is any \ndoubt on this point, the train should be piloted by a railway employee equipped with hand \nsignals and detonators. \n(8)The Guard shall keep a sharp look out in the rear and be prepared to exhibit a hand \ndanger signal to prevent the approach of a train from the rear and to protect it, if necessary.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 191, + "text": "168 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(9)When a train is stopped in the block section the Guard shall immediately exhibit a hand \ndanger signal towards the rear and check up that the tailboard or the tail light is correctly \nexhibited. If the stoppage is on account of accident, failure, obstruction or other exceptional \ncause and the train cannot proceed, the Driver shall sound the prescribed code of whistle to \napprise the Guard of the fact, whereupon the Guard shall protect the train by placing one \ndetonator at 250 meters from the train on the way out and 2 detonators, 10 meters apart, at \n500 meters from the train, irrespective of the gauge. When a train is detained outside signals \nand if the detention exceeds or is likely to exceed 10 minutes, it shall also be protected \naccordingly. In the absence of the Guard the duty of protecting the train shall devolve on the \nDriver. \n \n(10) No train shall be backed. In exceptional circumstances when it may be unavoidable to \nback a train, the train shall be backed only after providing protection by placing one \ndetonator at 250 meters and two detonators, 10 meters apart, at 500 meters in rear of the \npoint upto which the train is to be backed. \n \n(11)Before entering a tunnel, the head lights, side and tail lights and other lights (where \nprovided) shall also be lit. \n \n(12)When approaching the station ahead, the Driver must bring his train to a stop outside the \nfirst Stop Signal and sound continuous whistle (or any other code prescribed by special \ninstructions). If no one from the station turn up within 10 minutes, the train shall be protected \nas per para 9 above and the Driver may send his Assistant Driver/Fireman immediately \nthereafter, to the station or the cabin to inform the Station Master or Cabinman of the fact \nthat the train is waiting at the signal for its admission into the station. In the absence of the \nAssistant Driver/Fireman, the Guard, after protecting the train, shall give this information. \n \n(13)The Drivers of all trains shall make over the “Authority for working of trains during total \ninterruption of communication on double line section” to the Station Master of the station at \nthe other end of the affected section. These shall be kept by the Station Master in his custody \nfor inspection by the Transportation Inspector of the section, who shall prepare a report on \nthe working of trains and shall forward the same along with his report to the Divisional \nRailway Manager within seven days of resumption of communications. \n \n(14)A record of all trains passed over the block section on “Authority for working of trains \nduring total interruption of communication on double line section” during the course of total \ninterruption of communications, shall be maintained on the Train Register/Books at both the \nstations concerned. \n \n(15)Trains must continue to work on this system until any one of the means of \ncommunications, mentioned in para (1) above, is restored by the competent authority. \n \n(16)As soon as any one of the means of communications has been restored, the Station \nMaster must send a message to the Station Master at the other end of the section on the \nfollowing form:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 192, + "text": "169 ACCIDENTS AND UNUSUAL OCCURRENCES \n__________________________________________________________________________________ \nFrom : Station Master To : Station Master \n ………………… ………………… \n \nMessage No.……… Train (number and description)…………..………….. arrived complete \nat……………….hours……………..minutes. Last train………………….(number and description) \ndespatched to your station………at……….hours ……………..minutes. Cancel the present method of \nworking the trains. Line Clear must be obtained by means of ……………………………Acknowledge. \nPrivate No. (in figure and words)……………………….. \n \n On receipt of the above message, the Station Master at the other end of the section must \nacknowledge in the following form:- \n \nFrom : Station Master To : Station Master \n ………………… ……………….. \n \nMessage No……………… Your Message No…………………………. Understand that Train (No. and \ndescription) ……………………………. which was the last train to leave my station has arrived \ncomplete at your station. Train No……………………….. which left your station has arrived complete \nat my station at……………hrs…………minutes/not arrived. Present system of train working is \nbeing/will be cancelled immediately after the complete arrival of train no………………….. Line Clear \nfor the next train will be obtained by means of………………………………………. Private No (in figure \nand words) …………………….. \n \n(17) Line Clear shall not be obtained or given by means of communications restored until both the \nstations are satisfied that all trains and engines, etc., despatched from their stations have arrived \ncomplete at the other station. When the train referred to in para (16) above arrive complete at the \nstations, after restoration of communication, their No. and their arrival time will be communicated to \nthe other Station Master concerned under exchange of Private Numbers. Thereafter an intimation \nabout this shall be given to Section Controller also, on controlled sections, if communication with the \nSection Controller has also got restored, and normal working resumed. If however, communication \nwith Section Controller has not got restored along with restoration of communication between two \nstations, the Section Controller shall be advised of the position immediately on restoration of \ncommunication with him. \n \nS.R. 6.02(5) Rules and Regulations for working of trains during total interruption of communication \non single line- \n \n(1)In the event of total interruption of communications occurring between two block stations i.e., \nwhen line clear cannot be obtained by one of the following means stated in order of preference viz.:- \n(i) Block Instruments, Track Circuits or Axle Counters; \n(ii) Telephones attached to the Block Instruments; \n(iii) Station to station fixed telephones wherever available; \n(iv) Fixed Telephone such as Railway Autophones & BSNL phones; \n(v) Control telephone; \n (vi) V.H.F. Sets under special instructions, but not as the sole means of \n communication on sections where passenger trains run. \nProvided further that :- \n (a) The order of preference, as mentioned above, should not be violated under any \n circumstances. Any violation should be treated with utmost severity for taking up \n with the defaulters.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 193, + "text": "170 ACCIDENTS AND UNUSUAL OCCURRENCES \n \n (b) In all cases where line clear is obtained / granted by a means of communication other \nthan Block Instrument / Track Circuit/Axle Counter or telephone attached to Block \nInstrument, the system of calling station name, followed by establishing identity of the \nStation Master on duty by cross checking private numbers given for line clear to \npreceding three trains shall be as stipulated in the Block Working Manual. \n (c) BSNL/ MTNL telephone if not provided separately to Station Master on duty, \n should have extension to his office so as to enable him to communicate with his \n counter part at the other end from his own seat and its record should be \n maintained on the prescribed forms and the Train Signal Register. \n \n (d) The Railway Autophone and/or BSNL/MTNL telephone instruments should be \n provided with caller ID wherever feasible so that station master on duty can \n identify the calling station master at the other end. \n (e) In case of failure of all other means of communication, leaving VHF as the only \nalternative, it can be used for line clear only under special instructions specifying the \ncircumstances, duration and manner in which VHF will be used till restoration of any \none of the other means of communication. The use of VHF sets for prolonged duration \nwill be permitted only in presence of supervisory staff. \n (f) VHF sets can, however, be used as the only means of communications, under separate \nspecial instructions, for specific sidings/sections where only freight trains are running. \n (g) Further, wherever GSMR has been/is being provided, the use of VHF sets for the \npurpose of line clear should not be permitted. \n \nThe instructions laid down in succeeding paragraphs, shall be followed for working trains between \nblock stations. \n \nNote:- These instructions shall also be followed whenever during total interruption of \ncommunications, an accident to a train or track or other obstruction precludes the use of the lines on \na double line section, or whenever total interruption of communications occurs during single line \nworking on a double line section. \n \n(2)The Station Master who has a train to despatch through the affected block section shall open \ncommunications by establishing contact with the Station Master of the block station at the other end \nof the affected block section by sending an engine or Self propelled vehicle or any other vehicle, \nenumerated below, in the order of preference laid down:- \n(i) Light engine; \n(ii) Train engine, after it is detached from the train by the Driver on instructions from the \n Station Master on duty; \n(iii) Motor trolly/Tower wagon duly accompanied by a Guard or by a Station Master other than \nthe Station Master on duty; \n(iv) Trolly/Cycle Trolly/Moped Trolly duly accompanied by a Guard or by a Station Master other \nthan the Station Master on duty; \n(v) Diesel Car/Rail Motor Car/EMU rake after ensuring that all passengers have detrained. \n \n(3)Before the Light Engine/Train Engine/Motor Trolly/Tower Wagon/Trolly/Cycle Trolly/ \nMoped Trolly/Diesel Car/Rail Motor Car/EMU rake is sent into the affected block section \nto open communications, the Driver/Motorman/Guard/ Station Master being sent to do so shall \nbe advised by the Station Master on duty of the circumstances in which and the purpose for which \nhe is being sent. The Station Master on duty shall also satisfy himself that the Driver/ Motorman/", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 194, + "text": "171 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nGuard/Station Master being sent to open communications, thoroughly understand the rules of \nworking of train during total failure of communications on the single line. If the Driver/ \nMotorman/Guard/Station Master who is being sent to open communications, is not conversant with \nthe rules for working of trains during total failure of communications on single line, the Station \nMaster on duty shall explain these rules to such staff. The Station Master on duty shall also obtain the \nsignature of the Driver/ Motorman/Guard/Station Master on ‘Authority for opening communication \nduring total interruption of communication on single line section’, in token of such staff having fully \nunderstood the circumstances in which and the purposes for which he is being sent and the rules for \nworking of trains during total interruption of communications on single line. \n \n(4)(i) Before despatching the Light Engine/Train Engine/ Motor Trolly/ Tower Wagon/Trolly/ Cycle \nTrolly/Moped Trolly/Diesel Car/Rail Motor Car/EMU rake, the Station Master on duty shall hand \nover “Authority for opening of communication during total interruption of communication on single \nline section” to the Driver/ Motorman/Guard/Station Master who is being sent to open \ncommunications, which includes:- \n \n(a) An Authority to Proceed Without Line Clear. \n(b) A Caution Order, specifying the speed upto which the engine or self propelled vehicles or \nother vehicle referred to in para 2 may run through the affected block section. \n(c) An Authority to pass the last Stop signal in the ‘On’ position in case there is a last Stop signal \nat the station. \n(d) A Line Clear Enquiry Message addressed to the Station Master of the block station at the \nother end of the affected block section asking for Line Clear for the train waiting to be \ndespatched to his station. \n(e) A Conditional Line Clear Message to the Station Master of the block station at the other end \nof the affected block section permitting him:- \ni) to return the Light Engine/Train Engine, either light or attached to a train waiting to be \ndespatched from his station, or attached with another engine; or \nii) to return Tower Wagon/Diesel Car/Rail Motor car/EMU rake running by itself; or \niii) to return Motor Trolly/ Trolly/Cycle Trolly/Moped Trolly either running by itself or \nloaded in a train waiting to be despatched from his station. \n(ii) The Line Clear Enquiry Message asking Line Clear for the trains to be despatched through the \naffected block section, and the Conditional Line Clear Message for the return journey of the \nengine or Self propelled vehicle or other vehicle referred to in para 2, as the case may be, shall \nbe written out on form T/E-602 or T/F-602 for being sent through the Driver/Motorman \n/Guard/Station Master going to open communications, and these messages shall also be entered \nin the Line Clear Books/Train Signal Register/Line Clear Inquiry & Reply Message Book. \n \n(a) The Line Clear Enquiry Message shall be worded as follows:- \n \nMessage No…………....On return of………………….* will line be clear and kept clear for train \nNo…………………… waiting to proceed? \n \n* The particulars of the engine either returning light or attached to a train or attached to another \nEngine/Tower Wagon/Diesel Car/Rail Motor Car/EMU rake/Motor Trolly or Trolly or Cycle or \nMoped Trolly running by itself or loaded in a train, as may be applicable, shall be correctly filled in \nwhile preparing the message.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 195, + "text": "172 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(b) The Conditional Line Clear message for return journey of the engine or self propelled \nvehicle or other vehicle referred to in para 2, as the case may be, shall be worded as \nfollows:- \nMessage No……………On arrival of……………………….* at yours, line will be clear and \nkept clear for…………………………………….. $ Engine to return with / without attached to a \ntrain or another engine or self propelled vehicle/trolly etc.(complete particulars) \n…………Private No (in words)…………(in figure)……… \n \n* The particulars of Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU rake/ \nMotor Trolly/ Cycle Trolly/Mopped Trolly, as may be applicable, shall be correctly filled in. \n$ The particulars of the engine either returning light or attached to a train or attached \nto another Engine/ Tower Wagon/Diesel Car/Rail Motor Car/ EMU rake/Motor Trolly or \nTrolly or Cycle Trolly or Moped Trolly running by itself or loaded in a train, as may be \napplicable, shall be correctly filled in while preparing the message. \n \n(iii)The Driver/Motor man/Guard/Station Master going to open communications shall, on \nreceipt of “Authority for opening communication during total interruption of communication \non single line section”, sign on its original and carbon copy in token of his having \nunderstood its contents. In case the Driver is unable to read or write, the contents shall be \nexplained to him by the Station Master on duty, in the presence of the Guard concerned, if \nany. \n (iv) In case a light engine or an engine and brake-van is to be despatched to proceed to the \nnext block station and then continue its journey onward after arrival at the next block station \nand is not meant for opening communications, the Driver of engine or the engine and brake-\nvan, shall be given the ‘authority for opening communication during total interruption of \ncommunication on single line section’ and the items Line Clear Enquiry Message and the \nConditional Line Clear Message for its return journey mentioned in para 4(i)(d) and (e)shall \nbe striked out in form. Such engines or engine and brake-van shall be issued only the \nAuthority to Proceed Without Line Clear, the Caution Order, the Authority to pass the last \nStop signal in the ‘On’ position, referred to in para 4 (i) (a),(b),(c) where necessary. Should \nit be necessary to despatch another light engine or another engine and brake-van in the \nsame direction, an interval of at least 30 minutes shall be allowed to elapse before it is \ndespatched. \n \n(v)The last Stop signal shall not be taken ‘off’, while permitting an engine or self propelled \nvehicle or other vehicle to proceed to the next station on “Authority for opening \ncommunication during total interruption of communication on single line section”. \n \n(5) After an engine or self propelled vehicle or other vehicle is despatched to the next station \nto open communication with Line Clear Enquiry Message and a Conditional Line Clear \nMessage to the next station for the return journey of the engine or self propelled vehicle or \nother vehicle no other train or engine or self propelled vehicle or other vehicle shall be \nallowed to leave the station and proceed in the same direction until the engine or self \npropelled vehicles or other vehicle sent to open communications returns. This does not, \nhowever, prevent an engineering official going into the section on his push trolly for his work \non a section on which push trollies do not run on Line Clear. \n \n(6) (a) The engine or self propelled vehicle or other vehicle proceeding on “Authority for \nopening communication during total interruption of communication on single line section”", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 196, + "text": "173 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nshall switch on the Flasher Light wherever provided and shall proceed at a speed not \nexceeding 15 kilometers per hour by day and when the view is clear and 10 kilometers per \nhour during night or when the view is obstructed, making free use of the engine whistle or the \nhorn of the Self propelled vehicle, where provided. In thick, foggy or tempestuous weather or \nin dust storm, etc., when visibility is impaired, the engine or Self propelled vehicle, or other \nvehicle proceeding on “Authority for opening communication during total interruption of \ncommunication on single line section” shall proceed at walking pace only making repeated \nuse of the engine whistle or horn of Self propelled vehicle, where provided, preceded at an \nadequate distance by two men on foot, one displaying a red light and the other carrying fog \nsignals ready for immediate use. Normally one of these men will be provided by the Station \nMaster from his Group ‘D’ staff and the other from the crew of the engine or the person \nwhose motor trolly/trolly/cycle trolly/moped trolly is being used. In case of single manned \nSelf propelled vehicle, both these men shall be provided by the Station Master. The Station \nMaster on duty shall explain to both of them their duties, in the presence of the Driver/Motor \nMan/Guard/Station Master incharge of the Self propelled vehicle or other vehicle being sent \nto the next station and satisfy himself that they understand the same. \n \n(b)Both by day and night, a tunnel must not be entered until the Driver/Motorman /Guard/ \nStation Master has ascertained that it is clear. Should there be any doubt on this point, the \nengine or other vehicle etc. should be piloted by a railway servant equipped with hand signal \nand detonators. Before entering the tunnel the head lights, side and tail-lights and other \nlights (where provided) shall also be lit. \n \n(c)No obstruction of the line beyond the outermost facing point shall be allowed until the \nreturn of the Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU rake/Motor \nTrolly/Trolly/Cycle Trolly/Moped Trolly. \n \n(7)In the event of an engine/Self propelled vehicle/other vehicle, proceeding on “Authority \nfor opening communication during total interruption of communication on single line \nsection” meeting in the mid-section, an engine/Self propelled vehicle/other vehicle sent from \nthe other end, the Driver/Motor man/Guard/Station Master, as the case may be, shall, taking \ninto consideration the importance of the train for which they are proceeding to get line clear, \nthe distance from the nearest station, gradients to be encountered, the presence of catch \nsidings, etc., decide to which of the two stations, the engines/Self propelled vehicles/vehicles \nshould proceed. Before proceeding, the engines or Self propelled vehicles shall, if possible, \nbe coupled up. If the engines/Self propelled vehicles cannot be coupled up they should run at \na safe speed and adequate distance apart. In the case of Motor Trolly/Push Trolly/Cycle \nTrolly/Moped Trolly, meeting an Engine and Brake-Van/Diesel Car/Rail Motor Car/EMU \nRake, the Motor Trolly/Push Trolly/Cycle Trolly/Moped Trolly shall, if possible, be loaded in \nthe Brake-Van/Diesel Car/Rail Motor Car/EMU Rake. \n \n(8)On sighting the station to which the engine/Self propelled vehicle/other vehicle running by \nitself or with another similar unit coupled together or separately, to which it is/they are \nproceeding, the leading engine/Self propelled vehicle/other vehicle shall stop out side (i.e. in \nrear of) the first Stop signal of the station. The engine/Self propelled vehicle/other vehicles \nfollowing the leading engine/Self propelled vehicle/other vehicle, shall stop at a safe distance \nbehind the leading engine/Self propelled vehicle/other vehicle. The Station Master shall be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 197, + "text": "174 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nadvised of the stoppage outside the first stop signal either by using the engine whistle/horn of \nthe Self propelled vehicle, if provided, or by sending a man if necessary. They shall not enter \nthe station till permitted by the Station Master to do so either by taking ‘off’ the relevant \nsignals or otherwise. \n \n(9)When the engine/Self propelled vehicle/other vehicles or vehicles have been admitted into \nthe station, the “Authority for opening communication during total interruption of \ncommunication on single line section”, with the Line Clear Enquiry Message and the \nConditional Line Clear Message giving the Line Clear for the return journey shall be \ndelivered to the Station Master on duty, who shall keep this document in his safe custody and \nalso post the Line Clear Enquiry Message and the Conditional Line Clear Message in his \nLine Clear Books/Train Signal Register/Line Clear Inquiry & Reply Message Book. On the \nauthority of Conditional Line Clear Message for return journey the Station Master on duty \nshall make out a Conditional Line Clear Ticket on prescribed form T/G-602 in case of up \ntrain or T/H-602 in case of down train and hand over to Driver/Motorman/Guard/Station \nMaster to return to the block station from where he came with his engine (either light or \nattached to a train or another engine or Self propelled vehicle if one is waiting to proceed in \nthat direction) /Self propelled vehicle/other vehicle. \n \n(10)In case of the engine/Self propelled vehicle/other vehicle returning to the station from \nwhich it was sent without reaching the next station, the “Authority for opening \ncommunication during total interruption of communication on single line section”, shall be \ntaken back by the Station Master on duty of the station from which this was issued and \ncancelled. The original entries shall also be cancelled. \n \n(11)The Station Master on duty before despatching the engine either light or attached to a \ntrain/Self propelled vehicle/other vehicle, on the return journey shall hand over to the \nDriver/Motorman/Guard/Station Master, Conditional Line Clear Reply Message on \nprescribed form T/F-602 for the Line Clear Enquiry Message, giving Line Clear for the train \nwaiting at the other station, thereby authorising the Station Master at that station to start the \ntrain waiting there on complete arrival of the engine, either light or attached to a train/Self \npropelled vehicle/other vehicles at his end. \n \n(12)The Conditional Line Clear Reply Message on form T/F-602 shall be worded as follows:- \n \nStation………………….. Date………………… \nMessage No…………… Time…….hrs…..minutes \n \nYour Message No……………………on arrival of *engine with/without train/self propelled \nvehicle/other vehicle No. ………………………………… at yours line will be clear and kept \nclear for following trains. \n \n* (i) Train No….……. Private No(in words)…….….(in figures)...…. \n (ii) Train No………. Private No(in words)…….….(in figures)...…. \n (iii) Train No………. Private No(in words)…….….(in figures)……. \n (iv) Train No………. Private No(in words)…….….(in figures)...….", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 198, + "text": "175 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n \n* Strike out which is not applicable. \nSignature of Station Master \n Station Master Stamp \n \n* The particulars of the engine either returning light or attached to a train or attached to \nanother Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake/Motor Trolly or \nTrolly/Cycle Trolly or Moped Trolly running by itself or loaded in a train, as may be \napplicable, shall be correctly filled in while preparing the message. \n \n(13)On the returning journey, the engine either light or attached to a Train/Diesel Car/Rail \nMotor Car/EMU Rake/Train loaded with Motor trolly/ Push Trolly/Cycle Trolly/Moped \nTrolly may run at booked speed observing speed limits in the Working Time Table and other \nrelevant rules. The Motor Trolly/Push Trolly/Cycle Trolly/Moped Trolly returning by itself \nmay run at their normal speed observing rules governing their running on Line Clear. \n \n(14)On reaching the station, the engine either light or attached to a train/Self propelled \nvehicle/other vehicle shall again stop outside (i.e. in rear of) the first Stop signal of the \nstation and thereafter be guided by the instructions from the Station Master who may arrange \nto receive it by taking ‘off’ the relevant signals or otherwise. \n \n(15)On arrival at the station, the Conditional Line Clear Reply Message shall be handed over \nto the Station Master who shall record it in the Train Signal Register/Line Clear Inquiry & \nReply Message Book and on its authority issue on prescribed form T/G-602 in case of up \ntrain or T/H-602 in case of down train, a Conditional Line Clear Ticket for the waiting train. \n \n(16)If there be an even flow of trains in both directions, Enquiry and Conditional Line Clear \nMessages for each succeeding train may be sent through the Guard of the proceeding train. \nThe Line Clear Enquiry Message asking line clear for despatch of trains during total failure \nof communication on single line section shall be provided on prescribed form T/E-602. The \nConditional Line Clear Message shall be prepared on prescribed form T/F-602. \n \n(17)The arrival and departure time of all trains, engines, trolleys etc., which are passed \nunder the above rules must be carefully recorded in the Line Clear Enquiry and Reply \nMessage Books/Train Signal Register and also in the record foil of the “Authority for \nopening communication during total interruption of communication on single line section”. \n \n(18)If the Station Master at one end of the interrupted section has more than one train to \ndespatch in the same direction before another train is normally expected from the opposite \ndirection, he shall, in such cases, send the first available engine of a train to obtain “Line \nClear” not only for that train but also for the following trains which may be waiting or \nexpected at his station. In the Line Clear Enquiry Message it shall be stated that these latter \ntrains will be despatched after the first train at intervals of 30 minutes. After the Driver \nreturns with the Line Clear for the required number of train to the station at which he had left \nthe train, the Station Master shall despatch the first train on the authority of the line clear for \nthe trains and shall also endorse on that line clear that a particular train (giving its number \nand description in full) shall follow at a specified interval. The Station Master shall give", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 199, + "text": "176 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nsimilar information to the Guard also in writing. The Drivers of the second and subsequent \nfollowing trains shall be given a caution order restricting the speed to 25 kilometers per hour \nover the straight when the view ahead is clear and to 10 kilometers per hour when \napproaching or passing any portion of the line where the view ahead is not clear due to \ncurve, obstruction, rain, fog or any other cause. \n \n When despatching a second and subsequent trains, the particulars of the last proceeding \ntrain alongwith its time of departure will be endorsed on the Line Clear as also the \nparticulars of the train which would follow. The line clear for the last train of the series \nshould be endorsed with the particulars of the proceeding train together with its time of \ndeparture. \n \nWhile adopting this procedure, the Guard and Driver shall be instructed to keep a sharp \nlookout and be prepared to stop short of any obstruction. \n \n(19)When a train is stopped in the block section the Guard shall immediately exhibit a hand \ndanger signal towards the rear and check up that the tail board or the tail light is correctly \nexhibited. If the stoppage is on account of accident, failure, obstructions or other exceptional \ncause and the train cannot proceed, the Driver shall sound the prescribed code of whistle to \napprise the Guard of the fact, whereupon the Guard shall protect the train by placing one \ndetonator at 250 meters from the train on the way out and 2 detonators, 10 meters apart, at \n500 meters from the train, irrespective of the gauge. When a train is detained outside signals \nand if the detention exceeds or is likely to exceed 10 minutes it shall also be protected \naccordingly. In the absence of the Guard, the duty of protecting the train shall devolve on the \nDriver. \n \n(20)When trains follow one another no train shall be backed. In exceptional circumstances \nwhen it may be unavoidable to back a train, the train shall be backed only after providing \nprotection by placing one detonator at 250 meters and two detonators, 10 meters apart, at \n500 meters from the point upto which the train is to be backed. \n \n(21)Trains must continue to work on this system until anyone of the means of \ncommunications, mentioned in para (1) is restored by the competent authority. \n \n(22)As soon as any one of the means of communications has been restored, the Station \nMaster must send a message on prescribed form T/I-602 to the Station Master at the other \nend of the section, in the following form:- \n \nFrom : Station Master To : Station Master \n ………………… ………………… \nDate …………………. Time…….hrs…..mts. \n \nMessage No……… Train (number and description) ………………… arrived complete \nat…hours……minutes. Last train…………………. (number and description) despatched to \nyour station at……hours …..… minutes. Cancel the conditional Line Clear working of trains. \nLine Clear must be obtained by means of……………………….. \n \nAcknowledge……………………………..", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 200, + "text": "177 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nPrivate No (in words and figures)……………………………….. \nSignature of Station Master \n Station Stamp \n \n On receipt of the above message, the Station Master at the other end of the section must \nacknowledge in the following form:- \n \nFrom : Station Master To : Station Master \n ………………… ………………… \nDate …………………. Time…….hrs…..mts. \n \nMessage No…………… Your Message No.……………….Understand that train (no. and \ndescription) ……………………………………….. which was the last train to leave my station \nhas arrived complete at your station. Train No…………………….which left your station has \narrived complete at my station at…… hrs…… minutes/not arrived. Conditional Line Clear \nworking of trains is being/will be cancelled immediately after the complete arrival of train \nNo………………….. Line Clear for the next train will be obtained by means \nof………………………….. \n \nPrivate No(in words and figures)……………………………… \nSignature of Station Master \n Station Stamp \n \n(23)Line Clear shall not be obtained or given by means of communication resorted, until both \nthe Station Master are satisfied that all trains and engines, etc., despatched from their \nstations have arrived complete at the other station. Even if the communication is restored \nimmediately after the departure of the light engine/Self propelled vehicle/any other vehicle \nreferred to in para(2) sent under “Authority for opening communication during total \ninterruption of communication on single line section”, normal working should not be \nresumed until the light engine/Self propelled vehicle/any other vehicle reaches the next \nstation and both the Station Masters are satisfied under exchange of Private Numbers that no \nlight engine/Self propelled vehicle/any other vehicle is on the section. Thereafter an \nintimation about this shall be given to Section Controller also, on controlled sections, if \ncommunication with Section Controller has also got restored, and normal working resumed. \nIf, however, communication with Section Controller has not got restored along with \nrestoration of communication between two stations, the Section Controller shall be advised of \nthe position immediately on restoration of communication with him. \n \nNote:- If Line Clear is granted for a train or trains, no other train should be despatched \n from the opposite end until the arrival of the train/trains or the cancellation of \n Line Clear. \n \n(24)On the section where total interruption of communications occurs, the Transportation \nInspector of the section, must scrutinize the train passing records of the stations and submit \nhis report to the Divisional Railway Manager within seven days of the resumption of \ncommunication.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 201, + "text": "178 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nS.R. 6.02(6) Rules and Regulations for Single Line working on Double Line during total \ninterruption of communication. \n \nNote :- These rules do not apply to continuous track circuit sections working under \nAutomatic Block System. \n \nThe following rules must, in addition to the rules prescribed in S.R. 6.02(5) viz. “Rules and \nRegulations for working of trains during total interruption of communications on single \nline”, be observed by the staff. \n \n(1)Whenever an accident to a train or track or other obstruction, precludes the use of one \nline on a double line section during total interruption of communications, single line working \nshall be introduced only after a responsible official of the Engineering Department, not less \nthan an Inspector in rank, has certified that the other line on which single line working is to \nbe introduced is free and safe for passage of trains. Such an engineering official shall give \nthe certificate only to the Station Master of the station at that end of the affected section for \nwhich the unobstructed line shall be the right line for dispatching trains. On receipt of this \ncertificate the Station Master will follow the rules prescribed in SR 6.02(5) for opening of \ncommunications. \n \n(2) Drivers of trains, including light engines, shall be given a Caution Order on which, shall \nbe stated clearly. \n \na)The line on which the train is to run; \nb)Kilometerage where the obstruction exists; \nc)Any restriction of speed which may be imposed by Way & Works Staff; \nd)An assurance to the effect that any trap points on the line in question have been spiked and \nclamped. \n \n(3)All the cross over points in the facing direction over which the train shall proceed, while \ntemporary single line working is in force, shall be clamped and padlocked. \n \n(4)In the case of a train proceeding on the right line: \n \n(a)The last Stop signal of the station in rear of the affected section may be passed in the ‘On’ \nposition on a written authority issued by the Station Master in the prescribed form. In case \nthe last Stop signal is the Starter protecting any point, in addition to the written authority, \nproceed hand signals shall also be shown at the foot of this signal. \n \n(b)The approach Stop signals, if any, of the station in advance of the affected section, may be \ntaken ‘Off’. \n \n(5)In the case of a train proceeding on the wrong line: \n \n(a)The train shall be piloted upto the last set of points of the station on a written authority \nissued by the Station Master after all the facing points have been correctly set and locked and \ntrailing points correctly set over which the train will pass.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 202, + "text": "179 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(b)On reaching the next station, the Driver shall bring his train to a stop opposite the first \nStop signal pertaining to the right line or at the last Stop signal pertaining to the wrong line \n(on which his train is running) whichever he comes across first. \n \n(c) The Station Master of the station in advance shall depute a railway servant in uniform at \nthe foot of the Stop signal (whichever the train would encounter first) who shall stop the train \non hand danger signal and thereafter pilot it into the station on a written authority issued by \nthe Station Master. \n \n(6)It will be the responsibility of the person incharge of the first engine or self propelled \nvehicle or other vehicle, sent under \"Authority for opening communication during total \ninterruption of communication on single line section\" to inform all the Gatemen, Gangmen \nand Patrolman enroute about the introduction of temporary single line working as also the \nline on which it is proposed to run the train. \n \nThis information shall be conveyed through the Driver of a subsequent train also, if \nnecessary. \n \n(7)Resumption of normal working:- \n \n(a) If after the introduction of single line working, communications are restored between two \naffected stations, the trains will continue to run under special rules until action is taken in \naccordance with the instructions contained in these rules for the cancellation of the \nprocedure. Thereafter, trains will be run in accordance with the instructions for the \nmovement of traffic during temporary introduction of single line working on double line. \n \n(b) If, however, before communications are restored, the other line is released for the \npassage of traffic, trains shall be worked, in accordance with the instructions for running of \ntrains on double line section during total interruption of communication. \n \nS.R. 6.02(7) Rules and Regulations for Single Line working on a Double Line section when \none line is obstructed. \n \n(1)Whenever an accident to a train or track or other obstruction precludes the use of one of \nthe lines on a double line section, the traffic may temporarily be worked over single line \nunder one of the following systems:- \n \n(a)By obtaining “Line Clear” on electric speaking instruments. \n(b)By the installation of Single Line Block Instruments and Shunting Limit Boards \ndemarcating the block section in the wrong direction, if the affected line is likely to remain \nout of the use for a substantial period. \n \n(2)When it is desired to introduce temporary single line working on double line, on electric \nspeaking instruments, the Station Master at one end of the affected section shall, on receipt of \nreliable information in writing that one line is clear, take steps to introduce temporary single \nline working on that line in consultation with the Section Controller and the Station Master of \nthe station at the other end of the section.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 203, + "text": "180 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(3)If there is reason to suspect that the line over which temporary single line working is to be \nintroduced, is also fouled or damaged, temporary single line working must not be introduced \nuntil a responsible engineering official of the rank not less than that of an Inspector, has \ninspected that section and certified that the line is safe for the passage of trains. \n \n(4)Single line working shall be introduced between the nearest stations provided with cross-\nover between Up and Down lines on either side of the obstruction. If there is an Intermediate \nblock hut between the above two stations, the same shall be treated as closed and the \ncommutators of the Block Instruments at such block hut shall be kept locked in “Train on \nline” position through out the period single line working is in force. The commutators shall \nbe locked also in that position, with SM’s key, wherever possible. The signals at such block \nhuts shall be kept in the ‘On’ position throughout and these shall be passed by the Drivers on \na written authority in the prescribed form issued by the Station Master of the adjoining block \nstation in operation. \n \n(5)All trains will be worked in accordance with the rules for the use of electric speaking \ninstruments on single line and “Line Clear” shall be obtained on the telephone attached to \nBlock Instruments or Station to Station fixed telephones, wherever available, or fixed \ntelephone such as railway autophone & BSNL phone or control telephone or VHF set. \n \n(6)At all stations on the portion of the section on which single line working has been \nintroduced, the commutators of the Block Instruments pertaining to both obstructed and \nunobstructed lines shall be kept in “Train on Line” position throughout the period single line \nworking is in force. The commutators shall be locked also in that position with SMs key \nwherever possible. In cases where it is not possible to keep the commutators in “Train on \nLine” position, as in Daido Instruments, the Block Instruments shall be put out of the use and \nCaution Indicator hung on the handle of the Block Instruments. At these stations, if the train \nis running on the right line, the last Stop signal shall be kept in the ‘On’ position. In case, the \ntrain is running on the wrong line, all fixed signals shall be kept in the ‘On’ position. \n \n(7)After ascertaining that one of the lines is clear for the passage of traffic, the Station \nMaster proposing single line working shall issue a message containing the following \ninformation under exchange of private numbers, to the Station Master at the other end of the \naffected section:- \n(a) cause of introduction of single line working; \n(b) the line by which single line working is proposed; \n(c) source of information that the said line is clear; \n(d) place of obstruction; \n(e) restriction of speed, if any, on the line; \n(f) names of intermediate stations, if any, which would be out of use; \n(g) assurance that the trap points, if any, have been spiked or clamped and padlocked; \n(h) assurance that if the train is running on the right line, the last Stop signal shall be kept in \n‘On’ position. In case the train is running on the wrong line, all fixed signals shall be \nkept in the ‘On’ position; and \n(i) the number and timing of the last train which arrived or left the block station issuing the \nmessage.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 204, + "text": "181 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(8)On receipt of acknowledgement from the Station Master, confirmed by a Private number, \nsingle line working may be introduced, “Line Clear” will be obtained on telephone attached \nto Block Instruments or Station to Station fixed telephones, wherever available, or fixed \ntelephone such as railway autophone & BSNL phone or control telephone or VHF set and \ntrains run on ‘Paper Line Clear Ticket’ in accordance with the instructions contained in this \nbook and Block Working Manual. \n \n(9)Driver of each train shall be handed over an Authority for Temporary Single Line working \non Double Line section on prescribed form no. T/D-602 indicating- \n(i) the line on which the train is to run; \n(ii) the kilometrages between which the obstruction exists; \n(iii) any restriction of speed which may have been imposed by Way and Works staff; \n(iv) an assurance to the effect that any trap points on the line in question have been spiked \n or clamped; and \n(v) authority to pass last stop signal in the ‘On’ position. In case the last stop signal is \n the Starter, in addition to written authority, he shall also be shown hand signals at the \n foot of this signal. \n \n(10)An endorsement will also be made on the Caution Order given to the Driver of the first \ntrain to inform all Gatemen, Gangmen and Patrolmen on the way about the introduction of \ntemporary single line working and specifying the line on which the trains will run. This \ninformation shall be conveyed through the Driver of a subsequent train also, if necessary. \n \n(11)The speed of the first train passing over the temporary single line will be restricted to 25 \nkilometres per hour. Subsequent trains may run at their booked speed, subject to observance \nof other speed restrictions in force. However, an Accident Relief Train may be run at normal \nspeed subject to other speed restrictions in force on the section, provided the approval of \nControlling Officer of the Accident Relief Train is obtained and control is informed \naccordingly. The Driver should switch ‘on’ the flasher light of the train engine while running \non wrong line. \n \n(12)When a train is stopped between stations on account of accident, failure, obstruction or \nother exceptional cause and the Driver finds that it cannot proceed, it shall be protected as \nper G.R. 6.03. \n \n(13)In the case of a train proceeding on the right line:- \n \n(a)The last Stop signal of the station in rear of the affected section may be passed in the ‘On’ \nposition on a written authority issued by the Station Master in the prescribed form referred to \nin para 9(v). In case the last Stop signal is the Starter protecting the point, in addition to the \nwritten authority, proceed hand signals shall also be shown at the foot of this signal. \n \n(b)The approach Stop signals, if any, of the station in advance of the affected section, may be \ntaken off.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 205, + "text": "182 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(14) In the case of train proceeding on the wrong line:- \n \n(a)The train shall be piloted upto the last set of points of the station on a written authority \n(T-511) issued by the Station Master after all the facing points have been correctly set and \nlocked and trailing points correctly set, over which the trains will pass. \n \n(b)On approaching the next station, the Driver shall bring his train to a stop opposite the \nfirst Stop signal pertaining to the right line or at the last Stop signal pertaining to the wrong \nline (on which he is running), whichever he comes across first. \n \n(c)The Station Master of the station in advance shall depute railway servant in uniform at the \nfoot of the Stop signal (whichever the train would encounter first) who shall stop the train on \nhand danger signal and thereafter pilot it into the station on a written authority (T-510) \nissued by the Station Master. \n \n(d)If the Driver finds that no railway servant in uniform has been deputed at the foot of the \nsignal to pilot train into the station, G.R. 4.44 shall be observed. \n \n(15)All the cross over points in the facing direction over which the train shall proceed, while \ntemporary single line working is in force, shall be clamped and padlocked. \n \n(16) Resumption of Normal Working.- \n \n(a) On receipt of a written certificate from a responsible Engineering Official that the \nobstructed track is free and safe for passage of trains, the Station Master will issue a \nmessage to the other station or stations, as the case may be, under exchange of private \nnumbers and decide, in consultation with Section Controller, the train after passage of which, \nthe normal working has to be introduced. \n \n(b)When Double Line working is introduced, the Block Instruments and all fixed signals, \nincluding those of Intermediate Block Huts, which were treated as closed, shall be brought \ninto use immediately. An entry shall also be made in the Train Signal Register/Line Clear \nInquiry & Reply Message Book of all stations concerned showing the time double line \nworking was suspended, time single line working was introduced and the time normal \nworking was resumed. The Driver of the first train entering the section after normal working \nis resumed shall inform all Gatemen, Gangmen and Patrolmen on the way about the \nresumption of normal working. \n \n(17)All the records in connection with the temporary single line working shall be retained at \nthe station and the Transportation Inspector of the section must scrutinize them and submit \nhis report to the Divisional Railway Manager within seven days of the resumption of normal \nworking. \n \nS.R. 6.02(8) Material trains must not run, when Line Clear can not be obtained owing to \nfailure of the Electrical Communication Instruments. \n \nS.R. 6.02(9) Total Interruption of Electrical Communication (i.e., Failure of Block Instrument \nand/or Electric Speaking Instruments) on an Advance Section.-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 206, + "text": "183 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(a) When communication is required to be opened after the departure of a non or partial AVB \ntrain on an Advance Section (i.e., an ascending train) and before the ‘Train Out of Section’ \nsignal has been received from the next station, a light engine or a trolly will be sent from the \nstation towards which the train has gone or a trolly only from the station from which the \ntrain has left. \n(b)In working trains after the communication is opened and until such time as the \ncommunication is restored, no ascending train should be allowed to follow another \nascending non or partial AVB train that is to say, an Up (descending) train should pass over \nthe section after the Down non or partial AVB (ascending) train. There is, however, no \nobjection to a descending train following a descending train. In case there is no descending \ntrain and one ascending train has to follow another ascending non or partial AVB train, \neither a banking engine should be provided for the preceding ascending train or \ncommunication should be opened again as laid down in the preceding sub-para. \n \n(c)In case a section is specified as Advance section in both directions, communication, should \nbe opened out as laid down in sub-para (a) above and while working trains, thereafter till \nsuch time as communication is restored, no train should be allowed to follow a non or partial \nAVB train in the same direction; that is to say, an Up train should pass over the section after \na Down non or partial AVB train and Down train should pass after Up non or partial AVB \ntrain. In case a train from opposite direction is not expected for some time, communication \nshould be opened again as laid down in sub-para (a) above. \n \nNote - In all cases the Driver’s and Guard’s signature should be taken in the space provided \nfor the purpose in the record foil of the prescribed authority. \n \n6.03 PROTECTION OF TRAIN STOPPED BETWEEN STATIONS.- \n \n(1) When a train is stopped between stations on account of accident, failure, \nobstruction or other exceptional cause and the Driver finds that his train cannot \nproceed, he shall apprise the Guard of the fact by sounding the prescribed code of \nwhistle or through walkie-talkie or other means and exchange hand danger signals \nwith him. The Driver shall switch ‘ON’ flasher light of his locomotive immediately \nto warn oncoming train. Thereafter, the Guard shall immediately exhibit a hand \ndanger signal towards the rear and check up that the tail board or tail light is \ncorrectly exhibited and switch ‘On’ flasher light, if provided, in the rear of the \nbrake van. The Guard and the Driver shall then immediately take the following \naction in the rear and the front, – \n \n(i) On a single line section or on a section of double or multiple lines when \ntemporarily worked as a single line section,- \n \n(a) the Guard shall either himself go back or send a competent person \nback to protect the train; if the Guard has deputed a competent \nperson to protect the train, he shall confirm from the Driver \nfor the protection of train in front through walkie-talkie or other \nmeans of communication between the Driver and the Guard. In absence of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 207, + "text": "184 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \ncommunication system between them, the Guard shall go to the Driver \npersonally to confirm the protection of train in front; \n(b) the person going back to protect the train shall continuously show his hand \ndanger signal to stop any approaching train and in addition to his hand \nsignal, shall take detonators and place them upon the line on which the \nstoppage has occurred, as follows- \nOne detonator shall be placed at 600 meters from his train on way out and \nthree detonators, at 1200 meters about ten meters apart from the place \nwhere the train has stopped; \nProvided that on the meter and narrow gauge the first detonator shall be \nplaced at 400 meters and the three detonators about ten meters apart, not \nless than 800 meters from his train or at such distance as has been fixed by \nspecial instructions, from the place where the train has stopped; \n(c) If a person other than the Guard has gone back to protect the train, he \nshall, after taking action as per sub-clause (b), continue to show his hand \ndanger signal to stop any approaching train, until he is recalled; \n(d) When the Guard has himself gone back to protect the train, he shall, after \ntaking action as in sub-clause (b), depute a competent person, if available, \nto show a hand danger signal to stop any approaching train until he is \nrecalled, and shall himself return to his train to ascertain the cause; \n(e) Unless the Guard has succeeded in getting another competent person to \nshow a hand danger signal, as in sub-clause (d), he shall, after consultation \nwith the Driver, once again return to the place at which he placed three \ndetonators, showing his hand danger signal to any approaching train and \ncontinue to do so until he is recalled; \n(f) When the Guard or the person deputed by him is recalled, he shall leave \ndown the three detonators, and on his way back pick up the intermediate \ndetonator; \n(g) On a section of double or multiple lines, when the Driver comes to know \nthat: \n(I) during the course of run of the train being driven by him the driver \nshall switch “ON” the flasher light and dim the head light on all or any \nsuch occurrences as stipulated hereunder:- \n(A) sudden jerk with drag and/ or drop in air pressure or vacuum of \nthe train; \n(B) sudden increase in air flow indicator reading; \n(C) train parting/derailment of the train; and \n(D) any situation warranting protection of the adjoining track. \n(II) in case of an accident or if assistance has been asked for, \nor on a single line section or during temporary single line \nworking on a section of double line or multiple lines, the \nDriver shall in all cases switch ‘On’ the flasher light and dim the \nhead light at once and show a danger signal to the front, and proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 208, + "text": "185 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nto protect the train in front in the manner prescribed in sub clauses \n(b) and (f) either by going himself or by sending his Assistant \nDriver/Fireman or some other competent person; and \n(h) Should any train be seen approaching, the person going to protect the train \nshall immediately place one detonator on the line, as far away from the \ndisabled train, as possible and shall continue to show a hand danger signal \nto stop any approaching train. If the person has already placed one \ndetonator at 600 or 400 metres in Broad Gauge or Metre Gauge/Narrow \nGauge respectively and he is not in a position to reach at a distance of 1200 \nmetres or 800 metres in Broad Gauge or Metre Gauge/Narrow Gauge \nrespectively, he shall again place one detonator as far away from the train \nas possible which has met with the accident; \n(ii) On a double line section where trains on the two lines run in the opposite \ndirection,- \n(a) As soon as the Driver comes to know that: \n(I) during the course of run of the train being driven by him, the driver \nshall switch “ON” the flasher light and dim the head light on all or any \nsuch occurrences as stipulated hereunder:- \n(A) sudden jerk with drag and/ or drop in air pressure or vacuum of \nthe train; \n(B) sudden increase in air flow indicator reading; \n(C) train parting/derailment of the train; and \n(D) any situation warranting protection of the adjoining track. \n(II) in case of an accident or if assistance has been asked for, the Driver shall \nin all cases switch ‘ON’ the flasher light and dim the head light at once \nand show a danger signal to the front to protect the adjacent line in front \nin the manner prescribed in clauses (i) above either by going himself or by \nsending Assistant Driver or some other competent person; \nThe Guard shall himself first immediately proceed ahead to assist and \nensure protection of the adjacent line in front in the manner prescribed \nin clause (i) above and if a competent person is available send him to \nprotect the train in the rear in the manner prescribed in clause (i) \nabove. \n(b) In case it is not known whether the adjacent line is obstructed or not, the \nDriver shall take action to protect the adjacent line in the manner prescribed \nin clause (i) above. The Guard shall confirm from the Driver on the available \nmeans of communication for protection of train of the adjacent line as \nmentioned above and proceed towards the locomotive watching the train \ncarefully. If the Guard finds that the adjacent line is obstructed, he shall \nproceed ahead to assist and ensure protection of the adjacent line as mentioned \nabove. In case he finds that the adjacent line is not obstructed, he shall, after \nconsultation with the Driver, go back to protect the train in the rear in the \nmanner prescribed in clause (i) above, if he has not already sent another \ncompetent person for the purpose. \n(iii) On a multiple line section with uni-directional traffic on the nominated lines,-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 209, + "text": "186 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(a) As soon as the Driver comes to know that:- \n(I) during the course of run of the train being driven by him the driver \nshall switch “ON” the flasher light and dim the head light on all or any \nsuch occurrences as stipulated hereunder:- \n(A) sudden jerk with drag and/ or drop in air pressure or vacuum of \nthe train; \n(B) sudden increase in air flow indicator reading; \n(C) train parting/derailment of the train; and \n(D) any situation warranting protection of the adjoining track; \n(II) In case of an accident or if assistance has been asked for, the Driver \nshall in all cases switch ‘On’ the flasher light and dim the head light at \nonce and show a danger signal to the front and he shall at once take \naction to protect the adjacent line or lines in the manner prescribed in \nclause (i) above; \n(b) As soon as the Guard comes to know that his train has met with an accident, \nhe shall at once protect such adjacent line or lines in the manner prescribed \nin clause (i) above. \nWhen it is obvious that an adjacent line on which trains normally run in \nthe opposite direction is obstructed or when it is not known whether any \nsuch line is obstructed or not, the Driver shall at once take action to protect \nthe adjacent line or lines in the manner prescribed in clause (ii) above. \nIf it is obvious that an adjacent line on which the trains normally run in the \ndirection of the affected train is obstructed or when it is not known whether \nany such line is obstructed or not, the Guard shall immediately protect \nsuch adjacent line or lines in the manner prescribed in clause (i) above. If it \nis obvious that an adjacent line or lines on which trains normally run in the \nopposite direction is obstructed and no line on which trains run in the \ndirection of the affected train is obstructed, he shall proceed ahead to assist \nand ensure protection of the adjacent line or lines on which trains run in \nthe opposite direction as per clause (ii) above. If, in addition, to the line on \nwhich trains run in the direction of the affected train any other line on \nwhich trains normally run in the opposite direction is also obstructed, the \nprimary duty of the Guard shall be to protect the line on which trains \nnormally run in the direction of the affected train, in the rear, in the \nmanner prescribed in clause(i) above. Only after taking this action he shall \nproceed ahead to assist and ensure protection of the obstructed adjacent \nline or lines in front on which trains normally run in the opposite direction. \n(2) (i) In the case of a train without a Guard, the duties of the Guard, as laid down in \nthis rule, shall devolve on the Driver or on a railway servant deputed by him. \n (ii) in the event of any disability of the Driver, the duties devolving on the Driver, \nas laid down in these rules shall devolve on the Guard or on a railway servant \ndeputed by him.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 210, + "text": "187 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nS.R. 6.03(1) The Driver shall immediately switch ‘On’ the flasher light, as per S.R. 4.14(1) \nand sound his engine whistle as per G.R. 6.03(1). The Guard on hearing the Driver’s whistle \nshall also switch ‘on’ the flasher light, if provided on brake van/coach and acknowledge it by \nwaving red hand signal up and down. The Guard shall continue to wave his red hand signal \nuntil the Driver acknowledges it by sounding his whistle. The Guard shall then fix red flag to \nthe right side lamp bracket or if at night reverse the right side lamp to show red to the Driver \nand proceed to take action as per G.R.6.03(1). Should Driver subsequently find that he is in a \nposition to proceed, he shall recall the Guard by sounding the prescribed whistle code who \nshall then return leaving three detonators on the line (removing the intermediate detonator) \nand restart the train. \nNote: - If the right hand side of the brake van is not visible to the Driver due to curve or any \nother reason, the red indication will be given on the left side. \nS.R. 6.03(2) If the locomotive is not disabled and can be detached without delay, the Driver \ninstead of sending his Fireman or going forward himself on foot shall give advice to the \nGuard and immediately detach his engine and proceed with it to place the detonators on the \nline. On placing the detonators he shall leave his Assistant Driver or Fireman to display \nhand signal at the place where three detonators have been placed. In case information of the \noccurrence cannot be conveyed immediately by means of PCP/ECP telephone, the Driver \nafter placing the detonators shall go forward with the engine to the next station. \n \nS.R. 6.03(3) (a) If the train has been disabled on double or multiple line section or on a ghat \nor suburban section or on a section worked on automatic block system and the protection of \nthe disabled train as required under G.R. 6.03 cannot be complied with due to insufficient \ntime and an approaching train is observed on any of the other adjacent lines the crew of the \ntrain involved in the accident shall immediately take the following action:- \n \n(i)The Driver shall immediately, switch ‘on’ the flasher light, on the engine, to attract the \nattention of the Driver of a train approaching from the opposite direction on the adjacent \nline. The Driver after switching ‘On’ the flasher light shall switch ‘Off’ the loco head light so \nthat the flasher light is clearly visible to the Driver of an approaching train. \n \n(ii)The Driver shall light a fusee immediately and fix it in the ground near the adjacent line \nduring night or in thick and foggy weather when the visibility is impaired. \n \n(iii)In addition, the Driver shall give a continuous series of sharp short whistles which should \ncontinue to sound until the Driver of the approaching train on the adjacent line has brought \nhis train to a stand. \n \n(iv)Further to above, the Driver shall depute on his firemen/Diesel Assistant/Assistant Driver \nto wave a red flag or display a hand stop signal as prescribed in G.R. 3.53", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 211, + "text": "188 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(b)Where, however, a train running in the same direction as the disabled train on adjacent \nline is approaching the site obstruction and there has not been sufficient time for the Guard \nor the person deputed under sub-clause (a) to complete the protection of that adjacent line in \nterms of sub-clause (b),(c), (d) or GR 6.03 the Guard shall light a fusee immediately and fix it \nin the ground in the same manner as the Driving during night or thick or foggy weather in \naddition to displaying a stop signal as prescribed i.e. by showing a red flag by day or by \nshowing a red light by night or in thick or foggy weather and endeavour his utmost to stop \nthe approaching train short of the obstruction. \n \nOn single line section, if the Driver and Guard have fusee with them, they should light up the \nsame if they consider that it will help in protecting the train. \n \n(c) When the Driver of an approaching train sees the flasher light/blinking light or the light \nof the fusee, he shall at once take action to stop his train short of the obstruction and render \nall possible assistance to the affected train just as he would act when he sees a danger signal \nor hears the distress whistle code of another engine, or explodes a detonator. \n \n(d) The flasher light shall be switched off only when the Driver finds that his train is in a \nposition to proceed or after it has been assumed that the adjacent line, if any, is free from \nobstruction and it is not necessary to stop any approaching train to obtain assistance. \n \nIn case the flasher light is not provided or it fails, the head light may be switched ‘On’ and \n‘Off’ repeatedly to attract the attention of the approaching train. \n \n6.04 TRAINS UNUSUALLY DELAYED - \n \n(1) If a train carrying passengers does not arrive within 10 minutes or if goods train \ndoes not arrive within 20 minutes after allowing for its normal running time from the \nstation in rear, the Station Master at the station in advance shall immediately \nadvise the station in rear and the Control of this fact. Thereafter on double or multiple \nlines, the Station Masters at either end of the block section shall immediately stop all \ntrains proceeding into the block section on adjacent line or lines in either direction and \nwarn the Drivers and Guards of such trains by issue of suitable caution orders and \nshall also ascertain the whereabouts and the condition of the delayed train. \n \n(2) The action mentioned above shall be taken earlier, should the circumstances so \nrequire. \n \nS.R. 6.04(1)(a) In addition to what has been stated in G.R. 6.04(1) above, the Station Master \nshall arrange to send one of the staff out in the block section to obtain information about the \nwhereabouts and conditions of the train and nature of assistance, if any, required. \n(b)The Controller on receipt of such an advice shall immediately warn the nearest station \nwhere Medical Van or Accident Relief Medical Equipment is located that, it should be kept in \nreadiness to be despatched on receipt of further advice.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 212, + "text": "189 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(c) The above maximum limits of time for which the trains may be awaited, pending action \nare not intended to prevent initiative being taken earliest should the circumstances of \nthe case so warrant. \n \nS.R. 6.04(2) (i) If for any reason, a train is brought to a stand for a period longer than 15 \nminutes on gradients 1 in 400 and steeper, the hand brake of the locomotive should be \napplied in addition to vacuum/air brake etc. Further following precautions should also be \ntaken to secure the train. \n(a) On trains carrying passengers, the Guard shall apply hand brakes in the brake van. On \ngoods trains, hand brakes of at least one third of the wagons of the train or 10 wagons \nbehind the engine and 5 wagons inside the brake van, whichever is more, shall be \npinned down, in addition to the application of Guard hand brake in the brake van \nspecial care shall be taken for the train with special type of wagons such as BOX, BOB, \nBOI, BRH, CRT etc. which are fitted with roller bearings, while taking the above \nprecautions. \n \n(b) When the train is expected to start, proper vacuum/air pressure must be \nrecreated/recharged, as the case may be and the vacuum brake/air brake must be \napplied before the hand brakes are released. Thereafter the vacuum/air brakes may be \nreleased to start the train. \n \n(c) The Driver himself or, on his direction, the Fireman/Asstt. Driver shall be responsible \nfor application and release of the hand brakes of wagons behind the engine. The Guard \nshall be responsible for similar action in regard to wagons inside the brake van. \n \n(d) Considering the condition of brake power of train, the Driver may take additional \nprecautions as mentioned in Sub-Rule (2)(i) above, whenever situation warrants. \n \n(ii) However, in case of air brake train stopped on gradient section, the precaution as \nmentioned herein should be taken to secure the train. \n(a) Driver of such trains should apply loco brake (through SA-9) and train brakes (through \nDriver’s Brake Valve A-9) to park the train on gradient of 1 in 400 or steeper. \n \n(b) In the event of stoppage of train on a gradient of 1 in 400 or steeper, due to reasons \nwhich render loco compressors totally or partially ineffective like accident, etc. and the \nrequisite air pressure in main reservoirs of the locomotive and in the brake pipe (and \nalso in feed pipe if the train is being worked on twin pipe system) upto the brake van, \ncannot be maintained, the following additional precautions must be taken:- \n(i) By Driver:- Driver to ensure himself or through Asstt. Driver that the hand \nbrakes of the locomotives and also of 10 wagons attached next to it are pinned \ndown. \n(ii) By Guard:- It is mandatory for the Guard to pin down the hand brake of brake \nvan as also 10 wagons attached next to it. \n The above action is to be taken before proceeding to protect the train as per \nGR 6.03 if warranted. Responsibility for application and release of the hand", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 213, + "text": "190 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nbrakes of wagons next to the engine as also next to the brake van would solely be that of the \nDriver and the Guard respectively. \n \n(c)The aforesaid additional precautions must also, be taken in the event of stoppage of train \non gradient section, when in Driver’s opinion, condition of brake power so demands, or for \nany other reasons it becomes necessary. \n \n(d)If the stoppage of the train is for the reasons which do not affect maintenance of the \nrequisite air pressure in the locomotive and in the brake pipe (and also in feed pipe if the \ntrain is being worked on twin pipe system) upto brake van, train brakes are to be kept \napplied. Driver/Assistant Driver or any competent authorised person must continue to man \nthe locomotive to ensure that the requisite amount of air pressure is maintained throughout, \non failure of which the additional precautions as enumerated in S.R. 6.04(2)(ii), (b)(i)(ii) \nshall have to be taken. \n \n(e)Prior to the re-starting of the train, Driver’s brake valve A-9 should be brought to the \nreleased position to ensure that brake pipe pressure is recharged fully. Before releasing the \nhand brakes, the train brakes should be kept applied. The train and the loco brakes may be \nrelease there after just before starting of train. \n \n(iii)Ghat rules described in Operating Manual will apply to Ghat section in above rules. \n \n6.05 SENDING ADVICE OF ACCIDENT OR BREAKDOWN. - \n \nIf the engine is for any reason unable to proceed, the Guard or in his absence the \nDriver, shall convey, by the most expeditious means, advice to the nearest station, \nstating the location, nature and cause of the accident, and if assistance has been asked \nfor, the train shall not be moved until such assistance arrives, provided that if the \ntrain is subsequently able to move, it may do so at walking pace, but not unless a \ncompetent railway servant has been sent with hand signals and detonators to protect the \ntrain, such railway servant keeping at least 400 meters in advance of the train, the \nother end of the train being protected in a similar manner. \n \nS.R. 6.05 On Broad Gauge, the railway servant shall walk at a distance of 600 meters in \nadvance of the train, the other end of the train being protected in similar manner. \n \n6.06 TRAINS IN A BLOCK SECTION WITHOUT AUTHORITY TO PROCEED. - \n \n(1)When the Driver becomes aware in a block section that he does not have an authority \nto proceed or a proper authority to proceed, he shall immediately stop the train. \n \n(2)The train shall be treated as an obstruction in the block section and protected as \nsuch, in accordance with Rule 6.03. \n \n(3)The Guard, or in his absence the Driver, shall convey the report of the occurrence to \nthe nearest block station by the most expeditious means and the train shall thereafter", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 214, + "text": "191 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \nmove only in accordance with the instructions which may be issued by the Station \nMaster to whom the occurrence has been reported: \n \nProvided that when a proper tangible authority to proceed is lost on the run, the Driver \nmay proceed to the next station and report the occurrence to the Station Master. \n \n6.07 REPORT OF CONDITIONS LIKELY TO AFFECT RUNNING OF TRAINS TO \nCONTROLLER OR CENTREALISED TRAFFIC CONTROL OPERATOR. - \n \n(1)Drivers, Guards and Station Masters shall advise the Controller or the Centralised \nTraffic Control Operator of any known conditions or unusual circumstances likely to \naffect the safe and proper working of trains. \n \n(2) The Controller or the Centralised Traffic Control Operator, on becoming aware of \nsuch defect or failure, shall inform the same to the railway servant responsible for the \nmaintenance of the equipment and other railway servants concerned. \n \nSR.6.07(1) In the event of the Loco Pilot and /or Guard experiencing any abnormal condition \nin the track over which his train has passed and he considers that the portion of the track \nover which his train passed is detrimental for safe running of subsequent trains will take \naction as under: \n(a) stop his train at the next block station without clearing the block section and inform \nthe Station Master through available means of communication not to permit any train \nfrom either end of the affected block section in case of single line and from the rear in \ncase of double line. In case of IBS and automatic block territories, the Loco Pilot \nmust inform the Station Master and Loco Pilot of trains already left station in rear \nthrough means of communications to stop movement of trains; \n(b) proceed further, only after satisfying himself that Station Master has clearly \nunderstood so as not to permit further movement over the line until a written memo \nindicating the details of the occurrence is received by the Station Master from the \nLoco Pilot. He will then again stop at the station at a convenient place so as to deliver \nthe written memo to the Station Master; \n(c) the Station Master on receipt of such a memo must issue a message addressed to the \nStation Master of the block station at the other end of the block section, and Junior \nEngineer/Section Engineer (P.Way), Assistant Engineer, Divisional Engineer, Chief \nController and Divisional Operations Manager. \n(d) arrange to dispatch by rail maintenance machine/ tower wagon/light engine or in \ntheir absence a train accompanied by an engineer official with a caution order to the \neffect to stop dead sufficiently short of the expected portion of the track. The \nengineering official accompanying will inspect the track and shall allow the train to \npass only after satisfying that the track is safe for the passage of train. Advice the \ncondition of the track and any restriction of speed to be imposed to the Station Master \npersonally or through written memo which may be sent through the Loco Pilot;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 215, + "text": "192 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(e) in the absence of engineering officials the train with a caution order instructing the \nLoco Pilot to stop dead before the affected kilometers and after satisfying himself \nabout the condition of track pass over the track in question at 10 kilometers per hour \nor if he finds the line unsafe to pass, return to station in rear. If the Loco Pilot is not \nable to detect anything doubtful, subsequence trains shall be dispatched with a speed \nrestriction of 10 kilometers per hour till the track is certified to be safe by engineering \nofficials; \n(f) if the condition as reported earlier is confirmed by the Loco Pilot, no train movement \nshall be allowed till certified to be safe by engineering officials; \nNote: in case the Guard of the train experiences any abnormal occurrence in the track \nwhile working his train, he must inform the Loco Pilot of his train through walkie-\ntalkie or other available means of communication between the Loco Pilot and the \nGuard about the occurrence, after which the Loco Pilot shall take action as \nmentioned in SR 6.07 (1)(a). In the event of Guard unable to contact Loco Pilot, he \nshould take action to stop the train and inform the Loco Pilot. \nSR 6.07(2) As soon as information of sabotage or likely sabotage, bomb blast explosion \netc. to the track, bridges, or other fixed installation is received, the Station Master who \nbecomes aware of it, will stop movement of trains in the affected block section as well as on \nadjacent lines on double/multiple lines section and will take action as per 6.07 (1)(d) in \nconsultation with the Section Controller except that only rail maintenance machine/tower \nwagon/ light engine shall be sent to a certain for the line to be safe for the movement of the \ntrain. \nSR 6.07(3) In the event of the Loco Pilot and/or Guard experiencing any obstruction or \nany other unsafe condition, on or near the track adjacent to the line over which his train has \npassed and which in his opinion is detrimental to safe train running, will take the following \nremedial action;- \n(a) immediately switch on the flasher light of his loco; \n(b) inform the Station Master(s) concerned/control through the available means of \ncommunication, and concurrently; \n(c) stop his train and proceed with danger hand signals to protect the line in question in \nterms of GR 3.62; \n(d) thereafter, he will continue journey to the next station cautiously keeping flasher light \non; \n(e) be prepared to stop any in coming train approaching on the affected by \ncommunicating on walkie-talkie or other available means of communication and \nexhibiting danger hand signal; \n(f) on arrival at the next station he shall inform the Station Master through a written \nmemo about the occurrence; \n(g) on receipt of such information the Station Master must take action as per SR \n6.07(1)(c)to (f)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 216, + "text": "193 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n \n6.08 TRAIN PARTING. - \n(1) If any portion of a train should, while in motion, become detached. \n(a) the Driver shall use his judgment to keep the front portion in motion, if possible, \nuntil the rear portion has been brought to a stand so as to avoid the chance of a \ncollision between the two portions, and sound the prescribed code of whistle to \ninform the Guard of the parting. \n(b) the Guard or Guard in the rear portion shall – \n(i) do all they can to prevent a collision with the front portion, and \n(ii) promptly apply their hand-brakes, where provided, and \n(c) the Driver of a banking engine, if any, shall bring the rear portion to a stand \nand sound the prescribed code of whistle to attract the attention of the Driver in \nthe front portion. \n \n(2) As soon as the rear portion of a train has been brought to a stand, the Guard of the \ntrain shall protect that portion in accordance with Rule 6.03 both in the front and \nthe rear, and take steps to secure the vehicles in stationary position by pinning \ndown hand brakes and wherever necessary and prescribed by special instructions by \nuse of sprags and chains also. \n(3)The Guard shall indicate the parting of the train, by waving in repeated motions a \ngreen flag by day, or a white light by night, up and down vertically as high and as \nlow as possible. \n(4) When both portions of a parted train are brought to a stand within sight of each \nother and it is possible and safe to couple them, the train shall be coupled with due \ncaution under hand signals from the Guard provided necessary precautions have \nbeen taken to secure the rear portion in the manner described in sub-rule (2). \n(5) If the Driver of the parted train has already reached the block station in advance \nbefore he could bring the front portion to a stop, he shall instantly warn the Station \nMaster of the parting as also the railway servant in charge of a cabin, if passed on \nthe way, and shall not give up the tangible authority to proceed, if any, till the \nblock section is cleared of all the vehicles of his train. \n(6) The duties of the Guard specified in this rule shall devolve on the Driver in the \nabsence of the Guard. \n \nS.R. 6.08 (1) On observing the hand signals waved by the Guard as mentioned in GR \n6.08(3), the Driver will understand that the train has parted and acknowledge them by giving \n– 0 – 0 whistles.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 217, + "text": "194 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \nS.R. 6.08 (2) Should the Driver, however, first discover the parting, he will give – 0 – 0 \nwhistles till acknowledged by Guard and immediately after, exhibit towards the rear Brake \nvan the same signals by day and night as are prescribed for the Guard as mentioned in GR \n6.08(3). \nS.R. 6.08 (3) The Guard on receiving such signals must at once put on the brakes of the rear \nportion and exhibit the same hand signals to the Driver. \n \nS.R. 6.08 (4) Signals should be shown on the right hand side of the train unless the train is \nmoving round a curve to the left. \n \nS.R. 6.08 (5) When a portion of a train is left on the line in the block section, no other train \nmust be allowed to enter the section on the same line until the remaining portion of the train \nhas been brought to the station where the first portion was stabled. In such cases on multiple \nline sections, the relevant instructions prescribed in S.R. 6.09 (3)(a) and (b) should also be \nobserved. However, when it becomes necessary to take portions of a train to two different \nstation, procedure prescribed in S.R.6.09(3)(c) should be followed. \n \nNote :- On arrival of first portion with engine in yard, the Station Master must check \nthoroughly the position of coupling of last vehicle whether intact or damaged, if it found \ndamaged then it should be brought to the notice of Section Controller and will act as per \ninstruction of Section Controller. \n \nWhen the Driver is sent back to bring the portion left behind, he should be given an \n“Authority to proceed for train into an Obstructed Block Section” on prescribed form no. \nT/A-602 in addition to the token or expired line clear ticket already in the possession. \n \nS.R. 6.08 (6) Train Divided Signal: \n(a) On a section with three consecutive stations ‘A’, ‘B’, ‘C’, when a train from ‘A’ passes \nthrough ‘B’ and ‘B’ has reason to presume that the train has parted and is running in two or \nmore portions, ‘B’ must not sent the train ‘Out of section’ signal but instead send the ‘Train \nDivided’ signal to ‘A’. He should also send the ‘Train Divided’ signal to ‘C’ in advance. The \nStation Master ‘B’ on noticing that the train has parted shall endeavour to attract the \nattention of Driver and Guard by shouting and gesticulating. He must also endeavour to \nattract the attention of the Guard by placing detonators and take measures for dealing with \nthe parted portion. \n \n(b) Station Master ‘A’ and ‘C’ on receipt the ‘Train Divided’ signal, must acknowledge it and \nmust take immediate steps to secure the safety of any trains or vehicles which may be at their \nstations and also take measures for dealing with the parted portions. \n \n(c) The parted portion of the train in motion can be arrested so as to bring it to a stop either: \n \n(i) by placing sand, ballast etc., on the track in the path of the rolling portion ; \n(ii) by diverting the parted portion on to an unoccupied line at the station which may \nterminate in a sanded dead end or a trap points; \n(iii) by suitably setting the points for slip or catch siding; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 218, + "text": "195 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(iv)by permitting the rolling portion into the next block section ahead provided the block \nsection is clear and provided thereby the derailments of the rolling portion can be averted. \n \n(d) Station Master at ‘A’ and ‘C’ must not give line clear to following trains to stations in \ntheir rear and if a train is already in the block section in rear, it must be stopped at the first \nStop signal and the Driver warned of the circumstances. If such a train can be received on a \nline the points for which can be set so that the run away vehicles on ‘B’ - ‘A’ and ‘B’ – ‘C’ \nblock section will not enter thereon, this may be done. \n \nOn the double line Station Master ‘B’ and ‘C’ must not send any train on the adjoining line \nto stations ‘A’ and ‘B’ respectively, until it is ascertained that the block section ‘B’ – ‘A’ and \n‘C’ – ‘B’ are clear. \n \n(e) If it is known that parting has actually occurred on the block section and if after a lapse of \n30 minutes more than the running time of the slowest goods train, the vehicles have not \narrived at either ‘A’ or ‘B’, it may be assumed that they have come to a stand and steps for \nclearing the block sections should be taken. \n \n6.09 PORTION OF TRAIN LEFT IN A BLOCK SECTION. - \n \n(1) When a train stopped in a block section has to be divided in consequence of an \naccident or the inability of the engine to take the whole train forward, the Guard of the \nTrain shall immediately take steps to protect the rear portion of his train in accordance \nwith Rule 6.03. \n \n(2) If the engine is capable of proceeding either with or without vehicles, the Guard \nshall, after taking action as provided for in sub-rule (1) and before uncoupling, put \ndown the brakes and shall, if necessary, otherwise carefully secure the rear portion of \nthe train to ensure its remaining stationary. \n \n(3) When the Guard has taken action as provided for in sub-rule (2), he shall give a \nwritten permission to the Driver to uncouple and proceed to the next station and may, if \nhe thinks fit, give him written instructions to return on the same line. \n \n(4) On sections of the single line where token working is in force, the Driver shall, \nbefore leaving any portion of his train in a block section, hand over the token to the \nGuard from whom he shall obtain a written receipt. The Guard shall retain the token \nuntil the block section has been cleared of all vehicles of his train. \n \n(5) At night or in thick, foggy or tempestuous weather impairing visibility, as soon as \nthe engine, whether with or without vehicles is drawn forward, the Guard shall – \n \n(a) protect his train in the front also in accordance with Rule 6.03,and \n(b) also see that a red light is shown on the front vehicle of the rear portion of the \ntrain.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 219, + "text": "196 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(6) When the front portion of the train is taken forward, no tail lamp or tail board shall \nbe placed on the rear vehicle of that portion of the train but the Guard shall give its \nnumber in full in the written permission referred to in sub-rule (3). \n \n(7) On entering a station with the knowledge that the block section in rear is \nobstructed, the first duty of the Driver is instantly to warn the Station Master of this \nfact. If a cabin is passed on the way to the station, the railway servant in charge of the \ncabin shall also be informed of the fact. \n \n(8) When, under written instructions referred to in sub-rule(3), the engine is to be \nbrought back, Guard shall, until the arrival of the engine, continue to remain in rear of \nthe portion of the train left in the block section and shall not permit a following train, \nif any, to move any of the vehicles under his charge. \n \n(9) (a) The Driver shall not bring his engine, with or without vehicles back on the same \nline unless he has received written instructions under sub-rule (3) from the Guard to do \nso. \n \n(b) In addition, on a multiple line section, the Driver shall also have a written authority \nfrom the Station Master, who shall ensure that no train is diverted on to or crossing the \nsame line on that portion of the track over which the said Driver would be returning. \n \n(c) The Station Master, before giving such written authority, shall obtain necessary \nassurances as prescribed by special instructions from the Station Masters having \ndiversion facilities and also inform the Controller of the circumstances. \n \n(10) On double or multiple line sections, the Driver may, under instructions from the \nStation Master, take the train back on the proper line, according to the system of \nworking, until he can cross on to the line on which he has left the rest of his train and \nmay then proceed by that line and after attaching the engine shall work the train to \nthe station to which he is directed. \n \n(11) When moving under written instructions against the direction of traffic on a double \nline, or against the established direction of traffic on a single line, the Driver shall \nproceed cautiously and make frequent use of the prescribed code of whistle. \n \nS.R. 6.09 (1) (a) In order to draw the attention of the Guard to the situation referred to in \nGR 6.09(1), the Driver of the train will give four sharp short whistles(0000). \n(b) After the train has been protected, the Guard will consult the Driver and if the engine is \ncapable of proceeding either light or with vehicles, the Guard will take immediate steps to \npin down firmly the hand brakes on at least one third the number of vehicles to be \ndisconnected from the engine; he should also apply the hand brake in his brake-van. Before \nthe engine is uncoupled or the train is divided the Driver must ensure that adequate number \nof hand brakes have been pinned down.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 220, + "text": "197 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(c) The Guard will authorise the Driver by means of a written memo to proceed to the next \nblock station stating clearly the number of vehicles and also the painted number and the \nowning railway of the last vehicle on the load attached to the engine. \n \nS.R. 6.09 (2) For the purpose of G.R. 6.09(5), the Guard must use a hand signal lamp \nborrowed from the Driver, or the second Guard, if there is one. \n \nS.R.6.09 (3) (a) On reaching the block station ahead, the Driver shall hand over the memo \nreferred to in G.R. 6.09 (3) to the Station Master who, after verifying that the front portion of \nthe load has arrived intact, shall get it placed in the station yard. \n \n Before allowing the Driver to take his engine back into the Block section to bring the \nremaining portion of the load, the Station Master shall return the Guard’s memo to the \nDriver after duly counter signing it. \n \n(b) On arrival at the station ahead, the Driver and the Guard must jointly certify in the Train \nSignal Register/Line Clear Inquiry & Reply Message Book that the Block section is clear of \nall the vehicles of their train. \n \n(c) Portions of a train should not, as far as possible be taken to two different stations and \nwhen it becomes unavoidable, this should be done under the orders of Sr.DOM/DOM/AOM. \n \nS.R. 6.09 (4) While asking the Driver to take the remaining load vide G.R. 6.09(3) the \nGuard must mention in the memo that the Driver should return with the Guard wagons, if \nrequired, for taking the remaining load as would be necessary in case of petrol and other \ninflammable oil specials, etc. \n \nS.R. 6.09 (5) A train which is not provided with vacuum brake throughout in compliance of \nthe instructions in the Operating Manual shall not be divided between stations owing to the \ninability of the engine to take the whole train forward. In such cases, the whole train shall be \npushed back to the station in rear under the provision of G & SR 4.12. \n \nS.R. 6.09(6) The Station Master or Cabin ASM on getting advice of the block section in rear \nbeing obstructed shall immediately advise the station in rear of this fact and keep the section \nblocked. The Driver shall then return with the engine on the prescribed authorityT/A-602 to \npick up the rear portion exercising all necessary cautions and acting upon the signal of the \nGuard when approaching vehicles. \nS.R. 6.09(7)(a) When under G.R. 6.09 (4) the token is left with the Guard, a receipt in the \nfollowing form shall be given by the Guard to the Driver- \n “ I certify that I have received Token No. ………………..for the block section \n……………………….to ………………………….and will retain it till the whole of my train is \nclear of this Block Section.” \n \nDate…………. Guard’s Signature………………..", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 221, + "text": "198 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n(b) (i)In the event of a Driver of a goods train finding his train come to stand on a gradient \nand he is unable to go forward, he shall on no account back his train for the purpose of \nmaking a fresh start. He must take action according to provisions of G.R. 6.09. Before \nuncoupling, the Guard must ensure that in the case of a load of empties at least 50% of the \nbrakes are pinned down and in case of a loaded train, all the brakes are pinned down. These \ninstructions apply to goods trains only and passenger trains are not permitted to be parted in \nthis fashion on the gradient. \n(ii)In the event of the Driver of a goods train finding his train having come to a stop on a \nplain section, the Guard will take immediate steps to pin down firmly at least one third of the \nhand brakes of the vehicles to be disconnected from the engine and also apply the hand brake \nin the brakevan. This must be done before the train is divided or the engine is uncoupled from \nthe train. The Driver must ensure that hand brakes of an adequate number of wagons have \nbeen pinned down. \n(c)When the Driver of a goods train finds his engine unable to haul the train, he should \nendeavour to stop it (train) clear of the spring points on the section. If, for some reasons the \ntrain has to be stopped on a spring point, he shall on no account back his train. He must \nobtain a written permission from the Guard to divide the train into convenient portion and \nthen proceed to the station ahead with the front portion. He shall return to take the rear \nportion in accordance with the rules in force. Before uncoupling, the Guard shall ensure that \nthe rear portion is adequately secured to remain stationary. (A detailed list showing the exact \nlocation of spring points is published in the Working Time Table of each Division). \n(d)In the case of multiple line sections, the Station Master on duty before issuing written \nauthority to the Driver will: \n(i) contact the Station Master on duty of the station permitting movement over that line and \nascertaining the number and description of the last train which left that station on the \nrelevant line; \n(ii) advise the Station Master on duty at the station permitting the movement not to despatch \nany other train on that line till further advice. This will be confirmed by exchange of private \nnumbers; \n(iii) check from his records and ensure that the last train which left station in rear had \narrived complete. \n Before resuming normal working, both the Station Master will contact each other and \ntally the number of description of the last train passed over that line and ensure that the line \nhas been cleared. This message shall also be confirmed by an exchange of private numbers. \n \n6.10 FIRE. - \n \n(1) A railway servant noticing a fire, likely to result in loss of life or cause damage to \nproperty, shall take all possible steps to save life and property, to prevent it from \nspreading and to extinguish it. \n \n(2) In case the fire is on or adjacent to any electrical equipment, the railway servant \nshall, if he is competent in handling electrical equipment and specially trained for the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 222, + "text": "199 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \npurpose, have the affected part immediately isolated from its source of supply of \nelectrical energy. \n \n(3) The occurrence of a fire shall, in every case, be reported to the nearest Station \nMaster by the most expeditious means and Station Master shall take such action as may \nbe prescribed by special instructions. \n \nS.R. 6.10(1) (a) In the event of a vehicle on a train being on fire the train shall be \nstopped and the burning vehicle isolated. A distance of not less than 50 metres will be left \nbetween it and other vehicles on train. If not prescribed by fixed signals, the train shall be \nprotected in accordance with G.R. 6.03. Should the fire be discovered when the train is near \na water tank or a watering station, the Driver and the Guard shall use their discretion as to \nproceeding to that place. \n \n(b) In the case of fire occurring in passenger train, safety of passengers is of primary \nimportance. Further, should a postal van be discovered on fire, every effort should be made \nto save the Mail. \n \n(c) In an electrically fitted carriage should the wood work catch fire due to a short-circuit, \nthe electric couplers at both ends of the vehicles must be disconnected. If equipped with \ndynamo and batteries, the dynamo belt should be removed and batteries disconnected or the \nlinks from the battery fuse boxes removed. \n \nThe fire appliances, if available in the train, should be made use of in all cases where the fire \nhas broken in a closed place. \n \nS.R. 6.10 (2) Wooden sleepers on fire - Guards and Drivers on seeing a wooden sleeper or \nany of the wood work of the line on fire must stop at once and extinguish the fire, taking care \nthat it is done effectively, and that nothing is left smoldering when they leave the spot. The \nnearest SE (P.Way)’s gang and the first stopping station must be advised. The train staff may \nobtain the assistance of passers by or villagers to obtain water or assist and may pay, or \npromise to pay fair remuneration for their service. \n \n6.11 VEHICLES ESCAPING FROM STATION. - If any vehicle escapes from a station, \nthe Station Master shall take immediate steps to warn the other stations or persons \nconcerned, as far as practicable, to prevent an accident. \n \nS.R. 6.11(1) Preventing accidents due to escaped vehicles – \n \n(a)If a vehicle escapes from a station and enters the block section, the Station Master shall \nimmediately advise the next station in the direction in which the vehicle has escaped by \nmeans of the prescribed code on block instrument and message. In case the vehicle contains \npassengers, labourers or other persons, information about the fact shall also be given. On \ncontrolled sections, the control shall also be advised immediately of the occurrence.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 223, + "text": "200 ACCIDENTS AND UNUSUAL OCCURRENCES \n________________________________________________________________________________________________________________ \n \n(b) Both Station Masters shall immediately place in the ‘On’ position all signals relating to \nthe block section into which the vehicle has escaped and maintain them in this position \nuntil they have satisfied themselves that the block section is clear. \n(c) On double line sections and at other places where there are adjacent lines, the Station \nMaster concerned shall not permit any movement on the adjacent line or lines until \nthey have satisfied themselves that such line have not been obstructed by the escaped \nvehicle. \n(d) The Station Master of the station towards which the escaped vehicle is traveling shall \nmake every endeavour to stop it by covering the rails heavily with sand or ballast for as \ngreat a distance as possible. If he does not succeed in this attempt, he shall try to divert \nthe vehicle into a clear loop or siding. Alternatively, the vehicle may be permitted to \nrun through to the next station provided the block section in advance is clear and is not \non a falling gradient, in such cases advise should be sent to the station ahead as \nprescribed in clause (a) above. The vehicle may, as a last resort, be derailed by placing \na sleeper or other obstacle on the line. \n(e) If the vehicle contains passengers or other persons, it shall not be turned into a dead-\nend siding or derailed unless it is necessary to do so in order to avoid a more serious \naccident. \n \n **************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 224, + "text": "201 SYSTEMS OF WORKING \n________________________________________________________________________________________________________________ \nCHAPTER VII \nSYSTEMS OF WORKING \n \n7.01 SYSTEMS OF WORKING.- \n \n(1) All trains working between stations shall be worked on one of the following \nsystems, namely - \n(a) the Absolute Block System, \n(b) the Automatic Block System, \n(c) the Following Trains System, \n(d) the Pilot Guard System, \n(e) the Train-Staff and Ticket System, or \n(f) the One Train Only System. \n(2) The Absolute Block and the Automatic Block Systems alone shall be used on \nevery railway, except any railway or portion of a railway on which the use of \nany other system of working mentioned in sub rule (1) may be sanctioned \nunder special instructions subject to the conditions applicable to each system as \ndescribed in these rules. \nS.R. 7.01 Systems in force on the North Western Railway- The Absolute Block System is in \nforce on the North Western Railway on all sections except the following short branches:- \n \n Section Systems of Working in force \n(i) Ratangarh West-Sardar Shahr One train only system \n(ii) Barmer-Munabao One train only system \n(iii) Mavli Jn.-Barisadri One train only system \n(iv) Dabla-Singhana One train only system \n \n7.02 APPLICABILITY OF GENERAL RULES REFERRING TO THE WORKING \nOF SIGNALS AND TRAINS.- All rules referring to the working of signals and \ntrains also apply to the system of working detailed in these rules, except where \notherwise provided. \n \nS.R. 7.02 All Subsidiary Rules referring to the working of signals and trains also apply to the \nsystems of working detailed in these rules, except where otherwise provided. \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 225, + "text": "202 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER VIII \nTHE ABSOLUTE BLOCK SYSTEM \nA. ESSENTIALS \n \n8.01 ESSENTIALS OF THE ABSOLUTE BLOCK SYSTEM. - \n \n(1) Where trains are worked on the Absolute Block System - \n(a) no train shall be allowed to leave a block station unless Line Clear has \nbeen received from the block station in advance, and \n(b) ON DOUBLE LINES - such Line Clear shall not be given unless the line \nis clear, not only upto the first Stop signal at the block station at which \nsuch Line Clear is given, but also for an adequate distance beyond it; \n(c) ON SINGLE LINES - such Line Clear shall not be given unless the line is \nclear of trains running in the same direction, not only upto the first Stop \nsignal at the block station at which such Line Clear is given, but also for \nan adequate distance beyond it, and is clear of trains running in the \ndirection towards the block station to which such Line Clear is given. \n(2) Unless otherwise directed by approved special instructions, the adequate distance \nreferred to in clauses (b) & (c) of sub-rule (1) shall not be less than- \n(a) 400 metres in case of two-aspect lower quadrant signalling or two-aspect \ncolour light signalling, and \n(b) 180 metres in case of multiple-aspect signalling or modified lower \nquadrant signalling. \nB. CONDITIONS FOR GRANTING LINE CLEAR. \n8.02 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS ‘A’ STATION. - \nAt a class ‘A’ station on single line or double line, the line shall not be considered \ncleared and Line Clear shall not be given, unless - \n(a) the whole of the last preceding train has arrived complete; \n(b) all signals have been put back to ‘On’ behind the said train; \n(c) the line on which it is intended to receive the incoming train is clear upto the \nStarter; and \n(d) all points have been correctly set and all facing points have been locked for the \nadmission of the train on the said line. \n8.03 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS ‘B’ STATION.- \n \n(1) At a class ‘B’ station on double line, the line shall not be considered clear and Line \nClear shall not be given, unless - \n(a) the whole of the last preceding train has arrived complete;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 226, + "text": "203 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n(b) all necessary signals have been put back to ‘On’ behind the said train; and \n(c) the line is clear - \n(i) AT STATIONS EQUIPPED WITH TWO-ASPECT SIGNALLING – \nupto the Home signal, or \n(ii) AT STATIONS EQUIPPED WITH MULTIPLE-ASPECT \nSIGNALLING OR MODIFIED LOWER QUADRANT SIGNALLING - \nupto the outermost facing points or the Block Section Limit Board (if \nany). \n(2) AT A CLASS ‘B’ STATION ON SINGLE LINE - the line shall not be considered \ncleared and Line Clear shall not be given, unless - \n(a) the whole of the last preceding train has arrived complete; \n(b) all necessary signals have been put back to ‘On’ behind the said train; and \n(c) the line is clear - \n(i) AT STATIONS EQUIPPED WITH TWO-ASPECT SIGNALLING- \nupto the Shunting Limit Board or Advanced Starter (if any) at that end \nof the station nearest to the expected train. \nor \nupto the Home signal if there is no Shunting Limit Board or \nAdvanced Starter, \nor \nupto the outermost facing points if there is no Shunting Limit \nBoard or Advanced Starter or Home signal; \n(ii) AT STATIONS EQUIPPED WITH MULTIPLE-ASPECT \nSIGNALLING OR MODIFIED LOWER QUADRANT SIGNALLING \nupto the Shunting Limit Board or Advanced Starter (if any) at the end \nof the station nearest to the expected train, \nor \nupto the outermost facing points if there is no Shunting Limit Board \nor Advanced Starter. \nNote : At a class ‘B’ single line station, this rule does not forbid direct \nreception of a train from one side, when Line Clear has been given to \nthe block station on the other side provided the distance between the \nOuter signal and outermost facing points in two-aspect signalling, and \nbetween the Home signal and outermost facing points in multiple-\naspect signalling, or modified lower quadrant signalling is not less than \nthe sum total of the adequate distances prescribed in Rule 8.01 in \nregard to conditions for granting Line Clear and Rule 3.40 in regard \nto conditions for taking ‘Off’ Home signal for the admission of a train \neven where Shunting Limit Boards or Advanced Starters have not been \nprovided as prescribed in sub- rule (1) of Rule 3.32. \n See illustrative diagrams at the end of this chapter.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 227, + "text": "204 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n8.04 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS ‘C’ STATION.- \nAt a class ‘C’ station on single line or double line in two aspect, multiple aspect or \nmodified lower quadrant signalling, the line shall not be considered clear and Line \nClear shall not be given, unless - \n(a) the whole of the last preceding train has passed complete at least 400 meters \nbeyond the Home signal and is continuing its journey; and \n(b) all signals taken ‘Off’ for the preceding train have been put back to ‘On’ behind \nthe said train; \n provided that on a single line, the line is also clear of trains running in the \nopposite direction towards the block hut from the block stations at the other end. \nC. OBSTRUCTION - DOUBLE LINE \n8.05 OBSTRUCTION ON DOUBLE LINE AT A BLOCK STATION WHEN A \nTRAIN IS APPROACHING.- \n(1) Class ‘A’ station - When Line Clear has been given, no obstruction shall be \npermitted outside the Home signal, or, on the line on which it is intended to admit \nthe train, upto the starter pertaining to the said line. \n(2) Class ‘B’ station - When Line Clear has been given, no obstruction shall be \npermitted outside the station section but shunting within the station section may go \non continuously, provided the necessary signals are kept at ‘On’. \n(3) When signals have been taken ‘Off’ for an approaching train on a line which is not \nisolated, no shunting movement shall be carried on towards the points over which \nthe incoming train will pass. \n S.R. 8.05 Obstruction when train is approaching – shunting under GR 8.05(2) is not \npermitted during thick, foggy, tempestuous weather and impaired visibility. \n \n8.06 OBSTRUCTION ON DOUBLE LINE IN THE BLOCK SECTION.- \n \n(1) When Line Clear has been given, no obstruction shall be permitted in the block \nsection in rear, \n(2) Shunting or obstruction for any other purpose shall not be permitted in the block \nsection in rear unless it is clear and is blocked back. \n(3) Shunting or obstruction for any other purpose shall not be permitted in the block \nsection in advance unless it is clear and is blocked forward : \n Provided that when the block section in advance is occupied by a train \ntravelling away from the station, shunting or obstruction may be permitted behind \nthe train under special instructions taking into consideration the speed, weight and \nbrake power of trains and the gradients on the section, and as soon as intimation \nhas been received that the train has arrived at the block station in advance, the line \nshall be blocked forward if it is still obstructed. \n \nNote: See Rule 8.14 also.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 228, + "text": "205 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nD. OBSTRUCTION - SINGLE LINE \nD.1 - CLASS ‘A’ STATIONS \n \n8.07 OBSTRUCTION ON SINGLE LINE AT A CLASS ‘A’ STATION WHEN A \nTRAIN IS APPROACHING.- When Line Clear has been given, no obstruction shall be \npermitted outside the Home signal, or, on the line on which it is intended to admit the \ntrain, upto the Starter which controls the train. \n8.08 OBSTRUCTING THE BLOCK SECTION AT A CLASS ‘A’ STATION ON \nSINGLE LINE. - The block section shall not be obstructed for shunting purposes, \nunless - \n \n(a) the Station Master has received Line Clear from the Station Master at the other \nend of the block section, or \n(b) the block section is blocked back, or \n(c) is occupied by a train travelling away from the block station at which the shunting \nis to be performed which shunting may be permitted under special instructions \ntaking into consideration the speed, weight and brake power of trains and the \ngradients on the section. As soon as intimation has been received that the train has \narrived, the block section shall be blocked back, and \n(d) the Driver or other person in charge of the shunting operations has received \ndistinct orders from the Station Master to shunt in a manner directed by special \ninstructions. \nD. 2 - CLASS ‘B’ STATIONS \n \n8.09 OBSTRUCTION IN THE FACE OF AN APPROACHING TRAIN AT A \nCLASS ‘B’ STATION ON SINGLE LINE.- The line outside the Home signal in two-\naspect signalling territory or outermost facing points in multiple aspect or modified \nlower quadrant signalling territory in the direction of a train for which line Clear has \nbeen given, shall only be obstructed when a Shunting Limit Board or an Advanced \nStarter is provided and under special instructions which take into consideration the \nspeed, weight and brake power of trains, the gradients, the position of the first Stop \nSignal and the distance from which that signal can be seen by the Driver of an \napproaching train. \nS.R. 8.09(1) Where in terms of G.R. 8.09 shunting is permitted outside the Home signal in two \naspects signalling territory or outside outermost facing points in multiple aspect or modified \nlower quadrant signalling territory upto shunting limit board or Advanced Starter in the face \nof an approaching train, the Station Working Rules shall include a specific mention to this \neffect. While permitting such shunting, the work load, speed, weight and brake power of \ntrains, the gradients, the position of the first stop signal and the distance from which that \nsignal can be seen by the Driver of an approaching train, shall be taken into consideration.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 229, + "text": "206 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nS.R. 8.09(2) Where shunting is permitted under G.R. 8.09 it should be specifically recorded \non form T-806 as detailed in S.R. 8.15(1)(iv). \nS.R. 8.09(3) Shunting under G.R. 8.09 is not permitted during thick, foggy, tempestuous \nweather and impaired visibility. \n8.10 OBSTRUCTIONS WITHIN STATION SECTION AT A CLASS ‘B’ STATION \nON SINGLE LINE.- \n \n(1) If the necessary signals are kept at ‘on’ shunting may be carried on within the \nstation section, provided the provisions of Rule 8.09 are complied with for \nshunting upto Shunting Limit Board or Advanced Starter, where provided. \n(2) When signals have been taken ‘off’ for an incoming train on to a line, which is not \nisolated, no shunting movement shall be carried on towards the points over which \nthe incoming train will pass. \nS.R. 8.10 When line clear has been given for a train, shunting shall not be carried out under \nthe provisions of G.R. 8.10 in thick, foggy, tempestuous weather or a severe dust storm \nimpairing visibility. \n8.11 OBSTRUCTION OUTSIDE STATION SECTION AT A CLASS ‘B’ SINGLE \nLINE STATION EQUIPPED WITH TWO-ASPECT SIGNALS.- The line outside the \nstation section and upto the Outer signal shall not be obstructed unless a railway \nservant specially appointed in this behalf by the Station Master is in charge of the \noperations, and unless - \n(a) The block section into which the shunting is to take place is clear of an approaching \ntrain and all relevant and necessary signals are at ‘on’ position, or \n(b) If an approaching train has arrived at the Outer signal, the Station Master has \npersonally satisfied himself that the train has been brought to a dead stand at the \nsignal: \n Provided that the line shall not be obstructed under clause (b) in thick, foggy \nor tempestuous weather impairing visibility, or, in any case unless authorised by \nspecial instructions. \nS.R. 8.11(1) Shunting under G.R. 8.11(b) is not permitted on this Railway. \nS.R. 8.11(2) Whenever shunting has to be performed in terms of G.R. 8.11(a) the rules as \ndetailed in S.R. 8.15(1)(i),(ii),(iv) and (v) and in S.Rs. 8.15(2) and 8.15(3) will apply. \n \n8.12 OBSTRUCTION OUTSIDE STATION SECTION AT A CLASS ‘B’ SINGLE \nLINE STATION EQUIPPED WITH MANUALLY OPERATED MULTIPLE \nASPECT SIGNALS.- The line outside the station section and upto the first Stop signal \nshall not be obstructed unless a railway servant specially appointed in this behalf by \nthe Station Master is in charge of the operations, and unless the block section into which \nthe shunting is to take place is clear of an approaching train. \nS.R. 8.12 When shunting is permitted under G.R. 8.12 the rules as detailed in S.R. \n8.15(1)(i),(ii),(iv)and (v) and in S.Rs 8.15(2) and 8.15(3) should be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 230, + "text": "207 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n8.13 OBSTRUCTION OUTSIDE THE FIRST STOP SIGNAL AT A CLASS ‘B’ \nSTATION ON SINGLE LINE.- The line outside the first Stop signal shall not be \nobstructed unless the line has been blocked back. \n \nS.R. 8.13 When shunting is permitted under G.R. 8.13 the rules as detailed in S.R. \n8.15(1)(i),(ii),(iv) and (v) and S.Rs 8.15(2) and 8.15(3) should be followed. \n \nE. GENERAL PROVISIONS. \n \n8.14 BLOCK BACK OR BLOCK FORWARD.- Block back or block forward shall be \ndone only in accordance with the procedure prescribed by special instructions. \n \n8.15 AUTHORITY FOR SHUNTING OR OBSTRUCTION IN BLOCK SECTION.- \nWhile permitting shunting or obstruction in the block section, the Driver shall be given \nauthority for shunting in the block section as prescribed under special instructions \nwhich authority may be - \n(a) either a shunting arm of prescribed size and design on the same post as and \nunder the Last Stop signal, or \n(b) a token of prescribed design, or \n(c) a written permission to shunt. \n \nS.R. 8.15(1) When permitting shunting in the Block Section, the Driver shall be given an \nauthority as detailed below in addition to Block Back and Block Forward as given in the \nBlock Working Manual which shall be:- \n(i) Both on double and single line – By taking off shunt signal provided as per \nclause (a) of the G.R. 8.15 when the Driver has to pass last stop signal \nboth on double line and single line with specific written authority on \nshunting order form T-806. \n(ii) On single line – By handing over the concerned token or tablet where \nNeal’s Ball token or tablet instruments are provided or shunting \noccupation key in tokenless block territory to the Driver as an authority to \nshunt in the Block section and a specific written authority on shunting \norder (T-806). \n(iii) On double line – By handing over occupation key where Daido’s block \ninstruments are in use by issuing specific written authority to shunt on \nForm T-806 to the Driver. In case of other instrument, specific instructions \non T-806 should be issued. \n(iv) When shunting is permitted, form T-806 must be issued to the Guard and \nthe Driver of the train specifically mentioning the following points on this \nform and acknowledgement of both obtained:- \n(a) Limits of shunting. \n(b) Details of work to be done.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 231, + "text": "208 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n(c) Running line and other line involved in the movement. \n(d) Approximate time upto which shunting is to be completed. \n(v) When shunting of a train is permitted suitable entries in this regard should \nbe made in the train signal register and Log Book of ASM and Switchman \nand Log Book of the Cabinmen. \nS.R. 8.15(2) The Station Master will recover the token/tablet/Shunting occupation key and/or \nwritten authority before giving line clear for a train to approach from the direction referred \nto thereon. \nS.R. 8.15(3) When in terms of G.R. 8.15 shunting is permitted in Block Section the Station \nWorking Rules shall contain suitable instructions governing such movement. \n \n8.16 ILLUSTRATIVE DIAGRAMS.- Class ‘A’, ‘B’ and ‘C’ stations on single line \nand double line are illustrated in the following diagrams, which are not drawn to scale. \n \nCLASS ‘A’ DOUBLE LINE STATION IN TWO ASPECT SIGNALLING \nTERRITORY \nWITH WARNER, HOME, STARTER AND ADVANCED STARTER SIGNALS \n \nCLASS ‘A’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH WARNER, HOME, AND STARTER SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 232, + "text": "209 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nCLASS ‘B’ DOUBLE LINE STATION IN TWO ASPECT SIGNALLING \nTERRITORY WITH WARNER, OUTER, HOME, STARTER AND ADVANCED \nSTARTER SIGNALS \n \n \n \n \n \nCLASS ‘B’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH OUTER AND HOME SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 233, + "text": "210 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n \nCLASS ‘B’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH WARNER, OUTER, HOME, STARTER AND ADVANCED STARTER \nSIGNALS / SHUNTING LIMIT BOARDS \n \n \n \nCLASS ‘B’ DOUBLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT, HOME, STARTER, ADVANCED STARTER \nSIGNALS AND BLOCK SECTION LIMIT BOARD", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 234, + "text": "211 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCLASS ‘B’ DOUBLE LINE STATION IN MODIFIED LOWER QUADRANT \nSIGNALLING TERRITORY WITH DISTANT, WARNER, HOME, STARTER , \nADVANCED STARTER SIGNALS AND BLOCK SECTION LIMIT BOARD \n \n \n \n \nCLASS ‘B’ SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT, HOME, STARTER AND ADVANCED STARTER \nSIGNALS / SHUNTING LIMIT BOARD", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 235, + "text": "212 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nCLASS ‘B’ SINGLE LINE STATION IN MODIFIED LOWER QUADRANT \nSIGNALLING TERRITORY WITH DISTANT, HOME, WARNER, STARTER AND \nADVANCED STARTER SIGNALS/ SHUNTING LIMIT BOARDS \n \n \n \nCLASS ‘C’ DOUBLE LINE STATION IN TWO ASPECT SIGNALLING \nTERRITORY WITH WARNER AND HOME SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 236, + "text": "213 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCLASS ‘C’ DOUBLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT AND HOME SIGNALS \n \n \n \nCLASS ‘C’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH WARNER AND HOME SIGNALS \n \n \n \nCLASS ‘C’ SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT AND HOME SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 237, + "text": "214 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCLASS ‘B’ SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY \nWITH OUTER AND HOME SIGNALS \n \n \n \n \nCLASS ‘B’ SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING \nTERRITORY WITH DISTANT, HOME AND STARTER SIGNALS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 238, + "text": "215 THE ABSOLUTE BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n \nCLASS ‘B’ SINGLE LINE STATION IN MODIFIED LOWER QUADRANT \nSIGNALLING TERRITORY WITH DISTANT, WARNER, HOME AND STARTER \nSIGNALS \n \n \n \n \n*****", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 239, + "text": "216 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER IX \nTHE AUTOMATIC BLOCK SYSTEM \nA. RULES APPLICABLE TO DOUBLE LINE \n9.01. ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON DOUBLE LINE. \n(1) Where trains on a double line are worked on the Automatic block system . - \n (a) the line shall be provided with continuous track Circuiting or axle counters, \n(b) the line between two adjacent block stations may, when required, be divided into a \nseries of automatic block signalling sections each of which is the portion of the running \nline between two consecutive stop signals, and the entry into each of which is governed \nby a stop signal, and \n(c) the track circuits or axle counters shall so control the Stop signal governing the entry \ninto an automatic block Signalling section that – \n(i) the signal shall not assume an ‘Off’ aspect unless the line is clear not only upto the \nnext stop signal in advance but also for an adequate distance beyond it, and \n(ii) the signal is automatically placed to ‘On’ as soon as it is passed by the train. \n(2) Unless otherwise directed by approved special instructions, the adequate distance referred to \nin sub-clause (i) of clause (c) of sub-rule (1) shall not be less than 120 metres. \n(3) (a) under special instructions, one of the automatic stop signal between two stations in the \nautomatic block signalling territory in each direction may be made as modified semi-\nautomatic stop signal; \n(b) the mid-section modified semi-automatic stop signal so provided shall be interlocked \nwith the signals of the station ahead through track circuits or axle counters or both \nand shall be controlled by the Station Master of the station ahead, the relevant \nindications whether the signal is in normal automatic mode or modified semi-\nautomatic mode shall be available to the Station Masters at both the ends; \n(c) advanced starter signal of the station in rear shall be interlocked with the mid-section \nmodified semi-automatic stop signal in such a way that when working with ‘A’ sign \nextinguished, the Advanced starter shall assume ‘off’ aspect or be taken ‘off’ only \nwhen the line is clear upto an adequate distance beyond the mid-section modified semi-\nautomatic stop signal ; similarly the mid-section modified semi-automatic stop signal \nshall assume ‘off’ aspect automatically or be taken ‘off’ only when the line is clear upto \nan adequate distance beyond the Home signal of the station ahead; \n(d) during abnormal conditions like fog, bad weather impairing visibility, the mid-section \nmodified semi-automatic stop signal may be worked by extinguishing ‘A’ marker in \nthe manner prescribed under special instructions and this action shall also ensure that \nthe ‘A’ marker of the Advanced starter signal of the station in rear and Home signal of \nthe station in advance shall also be extinguished; \n(e) the adequate distance mentioned under clause (c) shall not be less than as prescribed \nunder sub-rule (2); \n(f) during normal condition, mid-section modified semi-automatic stop signal shall work \nas normal automatic stop signal. \n (4) (a) when the Loco Pilot finds mid-section modified semi-automatic stop signal with ‘A’ \nmarker extinguished in ‘on’ position, he shall stop his train in the rear of the signal \nand inform this fact to the Station Master of the station ahead on approved means of \ncommunication as prescribed under special instructions; \n (b) the Station Master of the station ahead may authorize the Loco Pilot to pass the mid \nsection modified semi-automatic stop signal working with ‘A’ marker extinguished in \n‘on’ position through approved means of communication after ensuring conditions and \nprocedure prescribed under special instructions;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 240, + "text": "217 THE AUTOMATIC BLOCK SYSTEM \n (c) in case the Loco Pilot is unable to contact the Station Master of station ahead, he shall pass the \nsignal at ‘on’ after waiting for five minutes at the signal and proceed cautiously and be \nprepared to stop short of any obstruction, at a speed not exceeding ten kilometres an hour upto \nthe next Signal and act as per aspect of this signal; and \n (d) the Loco Pilot shall report the failure of mid-section modified semi-automatic stop signal to the \nStation Master of the station ahead. \n9.02. DUTIES OF DRIVER AND GUARD WHEN AN AUTOMATIC STOP SIGNAL ON DOUBLE \nLINE IS TO BE PASSED AT ‘ON’. - \n(1) When a Driver finds an Automatic Stop signal with an ‘A’ marker at ‘On’, he shall bring his train to \na stop in the rear of the signal. After bringing his train to a stop in the rear of the signal, the \nDriver shall wait there for one minute by day and two minutes by night. If after waiting for this \nperiod, the signal continues to remain at ‘On’, he shall give the prescribed code of whistle and \nexchange signals with the Guard and then proceed ahead, as far as the line is clear, towards the \nnext Stop signal in advance exercising great caution so as to stop short of any obstruction. \n(2) The Guard shall show a Stop hand signal towards the rear when the train has been so stopped at \nan Automatic Stop signal, except as provided for in sub-rule (4). \n(3) Where owing to the curvature of the line, fog, rain or dust storm, engine working the train pushing \nit, or other causes, the line ahead cannot be seen clearly, the Driver shall proceed at a very slow \nspeed, which shall under no circumstances exceed 8 kilometres an hour. Under these \ncircumstances, the Driver, when not accompanied by a Fireman or an Assistant Driver, and if he \nconsiders necessary, may seek the assistance of the Guard by giving the prescribed code of \nwhistle. \n(4) When so sent for by the Driver, the Guard shall accompany him on the engine cab, before he moves \nforward, to assist the Driver in keeping a sharp look-out. \n(5) When an automatic Stop signal has been passed at ‘On’ the Driver shall proceed with great caution \nuntil the next Stop signal is reached. Even if this signal is ‘Off’, the Driver shall continue to look \nout for any possible obstruction short of the same. He shall proceed cautiously upto that signal and \nshall act upon its indication only after he has reached it. \n S.R. 9.02 (1).- The ‘ON’ position of an Automatic signal may be due to the presence of a train in the Automatic \nSignalling section ahead or due to an obstruction on the track or a broken or a displaced rail or any other \ncause. \n After passing Automatic/Permissive Stop signal, Driver should proceed with great caution at a speed \nnot exceeding 15 KMPH where visibility is good and even much less where visibility is not good until the next \nStop signal ,looking out for any possible obstruction and be prepared to stop short of the same. \n While stopping at the Automatic signal at ‘ON’, the Driver should bring his train to a stop as close as \npossible in rear of the signal so as to provide sufficient margin for a following train (driven cautiously) to stop \nclear of the train ahead. \n After passing Automatic signal at ‘ON’, the Loco Pilot of a following train shall ensure that minimum \ndistance of 150 metres or two clear OHE masts is maintained between his train (in clear weather) and the \npreceding train, if any, or any obstruction on the line ahead. However, in the case of EMU trains the minimum \ndistance of 75 meters or one OHE mast shall be maintained between EMU train and a preceding train, if any, \nor any obstruction on line ahead. However, during dense fog, after passing an Automatic Stop Signal at ‘ON’ \n(RED), the Loco Pilot/Motorman of the train hold by any locomotive including EMU train shall, while moving \nat a speed not exceeding 10 kmph {8 kmph will become 10 kmph due to change in GR 9.02 (3)}, should ensure \nthat he maintains a reasonable distance at which he is able to observe the flashing tail lamp of the train ahead \nor the obstruction, as the case may be. Loco Pilots who work in automatic sections affected by fog may control \nthe speed of the train/EMU, MEMU, DEMU etc. so as to be able to stop adequately short of the train or \nobstruction. \nS.R. 9.02 (2) The signal required to be exchanged between the Driver and Guard under GR 9.02 (1) shall be \n“Proceed” hand signal in case of other than EMU trains and two pause two rings in the case of EMU trains. \nS.R. 9.02 (3) The Driver shall use the following code of signals for calling the Guard for assistance:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 241, + "text": "218 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nEMUs.- 3 rings/bells, to be acknowledged by the Guard by repeating the same signal. \nOther than EMUs.- Two long two short whistles to be acknowledged by the Guard by waving red \nhand signal up and down (S.R.4.50). \nS.R. 9.02 (4) – If a driver finds an automatic stop signal as flickering /bobbing or the signal showing \nmore than one aspect simultaneously, he will observe S.R. 3.74 (a) or (b) as the case may be. \nS.R. 9.02 (5) In an automatic section, the Guard of a train shall watch that the Driver does not exceed \nthe prescribed speed after passing an Automatic Signal in ‘ON’ position. If the Driver exceeds the \nprescribed speed, the Guard shall take action as per GR 4.45. \nIn the case of EMU trains, if the Motorman exceeds the prescribed speed, the Guard (when not \ntravelling with the Motorman) shall also give three pause three rings on the bell code to warn to \nMotorman. \nB. RULES APPLICABLE TO SINGLE LINE \n9.03. ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON SINGLE LINE. - \n(1) Where trains on a single line are worked on the Automatic Block System. \n(a) the line shall be provided with continuous track circuiting or axle counters, \n(b) the direction of traffic shall be established only after Line Clear has been \nobtained from the block station in advance, \n(c) a train shall be started from one block station to another only after the direction of \ntraffic has been established, \n(d) it shall not be possible to obtain Line Clear unless the line is clear, at the block \nstation from which Line Clear is obtained, not only upto the first Stop Signal but \nalso for an adequate distance beyond it, \n(e) the line between two adjacent block stations may, where required, be divided into \ntwo or more automatic block signalling sections by provision of Stop signals, \n(f) after the direction of traffic has been established , movement of trains into, \nthrough and out of each automatic block signalling section shall be controlled by \nthe concerned Automatic Stop signal and the said Automatic Stop signal shall not \nassume ‘Off’ position unless the line is clear upto the next Automatic Stop signal : \n provided further that where the next stop signal is a Manual Stop signal, the line is \nclear for an adequate distance beyond it, and \n (g) all stop signals against the direction of traffic shall be at ‘On’. \n(2) Unless otherwise directed by approved special instructions, the adequate distance referred \nto in clauses (d) and (f) of sub-rule (1) shall not be less than 180 metres. \n(3) (a) under special instructions, one of the automatic stop signal between two stations in the \nautomatic block signalling territory in each direction may be made as modified semi-\nautomatic stop signal; \n (b) the mid-section modified semi-automatic stop signal so provided shall be interlocked \nwith the signals of the station ahead through track circuits or axle counters or both \nand shall be controlled by the Station Master of the station ahead, the relevant \nindications whether the signal is in normal automatic mode or modified semi-\nautomatic mode shall be available to the Station Masters at both the ends; \n (c) Advanced starter signal of the station in rear shall be interlocked with the mid-section \nmodified semi-automatic stop signal in such a way that when working with ‘A’ sign \nextinguished, the Advanced starter shall assume ‘off’ aspect or be taken ‘off’ only \nwhen the line is clear upto an adequate distance beyond the mid-section modified semi-\nautomatic stop signal; similarly the mid-section modified semi-automatic stop signal \nshall assume ‘off’ aspect automatically or be taken ‘off’ only when the line is clear upto \nan adequate distance beyond the Home signal of the station ahead;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 242, + "text": "219 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________\n \n (d) during abnormal conditions like fog, bad weather impairing visibility, the mid-section \nmodified semi-automatic stop signal may be worked by extinguishing ‘A’ marker in \nthe manner prescribed under special instructions and this action shall also ensure that \nthe ‘A’ marker of the Advanced starter signal of the station in rear and Home signal of \nthe station in advance shall also be extinguished; \n (e) the adequate distance mentioned under clause (c) shall not be less than as prescribed \nunder sub-rule (2); \n (f) during normal conditions, mid-section modified semi-automatic stop signal shall work \nas normal automatic stop signal. \n (4) (a) when the Loco Pilot finds mid-section modified semi-automatic stop signal with ‘A’ \nmarker extinguished in ‘on’ position, he shall stop his train in the rear of the signal \nand inform this fact to the Station Master of the station ahead on approved means of \ncommunication as prescribed under special instructions; \n (b) the Station Master of the station ahead may authorize the Loco Pilot to pass the mid -\nsection modified semi-automatic stop signal working with ‘A’ marker extinguished in \n‘on’ position through approved means of communication after ensuring conditions and \nprocedure prescribed under special instructions; \n (c) in case the Loco Pilot is unable to contact the Station Master of station ahead, he shall \npass the signal at ‘on’ after waiting for five minutes at the signal and proceed \ncautiously and be prepared to stop short of any obstruction, at a speed not exceeding \nten kilometres an hour upto the next Signal and act as per aspect of this signal; and \n (d) the Loco Pilot shall report the failure of mid-section modified semi-automatic stop signal \nto the Station Master of the station ahead. \n9.04. MINIMUM EQUIPMENT OF FIXED SIGNALS IN AUTOMATIC BLOCK \nTERRITORY ON SINGLE LINE. - The minimum equipment of fixed signals to be provided for \neach direction shall be as follows - \n (a) Manual Stop signals at a station - \n (i) a Home, \n (ii) a Starter. \n (b) An Automatic Stop signal in rear of the Home signal of the station. \nNote. - Under approved special instructions, the Automatic Stop signal may be dispensed with. \n9.05. ADDITIONAL FIXED SIGNALS IN AUTOMATIC BLOCK TERRITORY ON SINGLE \nLINE. – \n(1) Besides the minimum equipment prescribed in Rule 9.04, one or more additional Automatic \nStop signals, as are considered necessary, in between block stations, may be provided. \n(2) In addition, such other fixed signals as may be necessary for the safe working of trains may be \nprovided. \n9.06. CONDITIONS FOR TAKING ‘OFF’ MANUAL STOP SIGNALS IN AUTOMATIC BLOCK \nTERRITORY ON SINGLE LINE. - \n(1) HOME SIGNAL. - When a train is approaching a Home signal, otherwise than at a terminal \nstation, the signal shall not be taken ‘Off’ unless the line is clear not only upto the Starter but \nalso for an Adequate distance beyond it. \n(2) LAST STOP SIGNAL. - The last Stop signal shall not be taken ‘Off’ for a train unless the \ndirection of traffic has been established and the line is clear upto the next Automatic Stop \nsignal, or when the next Stop signal is a Manual Stop signal for an adequate distance beyond it. \n(3) The adequate distance referred to in sub - rules (1) and (2) shall never be less than 120 metres \nand 180 metres respectively unless otherwise directed by approved special instructions. A sand \nhump of approved design, or subject to the sanction of the Commissioner of Railway Safety, a \nderailing switch shall be deemed to be an efficient substitute for the adequate distance \nreferred to in sub-rule(1).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 243, + "text": "220 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n9.07. DUTIES OF DRIVER AND GUARD WHEN AN AUTOMATIC STOP SIGNAL ON \nSINGLE LINE IS TO BE PASSED AT ‘ON’. - \n(1) When a Driver finds an Automatic Stop signal with an ‘A’ Marker at ‘On’, he shall bring his \ntrain to a stop in rear of that signal and wait there for one minute by day and two minutes by \nnight. \n(2) If after waiting for this period the signal continues to remain at ‘On’ and if telephone \ncommunication is provided near the signal, the Driver shall contact the Station Master of the next \nblock station or the Centralised Traffic Control Operator of the section where Centralised Traffic \nControl is provided, and obtain his instructions. The Station Master or the Centralised Traffic \nControl Operator, as the case may be, shall, after ascertaining that there is no train ahead upto \nthe next signal and that it is otherwise safe for the Driver to proceed so far as is known, give \npermission to the Driver to pass the signal in the ‘On’ position and proceed upto the next signal, \nas may be provided under special instructions. \n(3) If no telephone communication is provided near the signal or if the telephone communication \nprovided near the signal is out of order and can not be made use of, the Driver shall give the \nprescribed code of whistle and exchange signals with the Guard and then proceed past the signal as \nfar as the line is clear, upto the next Stop signal in advance, exercising great caution so as to stop \nshort of any obstruction. \n(4) The Guard shall show a stop hand signal towards the rear when the train has been so stopped at \nan Automatic Stop signal, except as provided for under sub-rule (6). \n(5) Where owing to the curvature of the line , fog, rain or dust storm, engine working the train \npushing it, or other causes, the line ahead cannot be seen clearly, the Driver shall proceed at a very \nslow speed, which shall under no circumstances exceed 8 kilometres an hour. Under these \ncircumstances, the Driver when not accompanied by a Fireman or Assistant Driver, and if he \nconsiders it necessary, may seek the assistance of the Guard by giving the prescribed code of \nwhistle. \n(6) When so sent for by the Driver, the Guard shall accompany him on the engine cab, before he \nmoves forward, to assist the Driver in keeping a sharp look out. \n(7) When an Automatic Stop signal has been passed at ‘On’, the Driver shall proceed with great \ncaution until the next Stop signal is reached. Even if this signal is ‘Off’, the Driver shall continue to \nlook out for any possible obstruction short of the same. He shall proceed cautiously up to that signal \nand shall act upon its indication only after he has reached it. \nS.R. 9.07(1) After passing an Automatic stop signal at ‘ON’ the Driver shall proceed with great caution at \na speed not exceeding 15 KMPH even in normal condition of visibility until the next stop signal is reached \nlooking out for any possible obstruction and should stop short of the same by at least 2 clear OHE masts in \nelectrified sections and 2 telegraph poles in non-electrified sections. \nS.R. 9.07(2) When a Driver finds an automatic stop signal flickering /bobbing or the signal showing \nmore than one aspect, simultaneously, he will observe S.R. 3.74(a) or (b) as the case may be. \nS.R. 9.07 (3) In an automatic Block territory, the Guard of a train shall watch that the Driver does not \nexceed the prescribed speed after passing an Automatic Signal in ‘ON’ position. If the Driver exceeds the \nprescribed speed, the Guard shall take action as per GR 4.45. \n In the case of EMU trains, if the Motorman exceeds the prescribed speed, the Guard (when not \ntravelling with the Motorman) shall also give two pause three rings on the bell code to warn to Motorman. \n9.08. PERSON IN CHARGE OF WORKING TRAINS ON AUTOMATIC BLOCK SYSTEM ON \nSINGLE LINE. – \n(1) Except where Centralised Traffic Control is in operation, the Station Master shall be \nresponsible for the working of trains at and between stations. \n \n(2) On a section where Centralised Traffic Control is in operation, the Centralised Traffic Control \nOperator shall be responsible for the working of trains on the entire section except as provided \nfor in sub- rule (3).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 244, + "text": "221 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \n(3) On a section where Centralised Traffic Control is in operation, the working of \ntrains at a station or part of a station may be taken over by or handed over to the \nStation Master during emergency or as prescribed by special instructions. When \nsuch emergency control is transferred, the Station Master shall be the person in \ncharge of working trains at the station or part of the station and the station shall be \nworked in accordance with sub-rule (1). \nC. RULES APPLICABLE TO BOTH DOUBLE AND SINGLE LINES \n9.09. WORKING OF TRAINS ON CENTRALISED TRAFFIC CONTROL \nTERRITORY. - On a section where Centralised Traffic Control is in operation, the \nworking of trains shall be governed by special instructions. \n9.10. PROTECTION OF A TRAIN STOPPED IN AN AUTOMATIC BLOCK \nSIGNALLING SECTION. - \n(1) When a train is stopped in an Automatic block signalling section, the Guard shall \nimmediately exhibit a stop hand signal towards the rear and check up that the tail \nboard or tail light is correctly exhibited. \n(2) If the stoppage is on account of accident, failure, or obstruction and the train cannot \nproceed, the Driver shall sound the prescribed code of whistle and the train shall be \nprotected immediately as per Rule 6.03 except that for the protection of the \noccupied line one detonator shall be placed at 90 metres from the train on the way \nout and similarly two detonators, 10 metres apart, not less than 180 metres from the \ntrain or at such distance as has been fixed by special instructions. \n9.11. DRIVER TO REPORT FAILURES. - \n \n(1) When a Driver has to pass an Automatic stop signal at ‘On’, he shall stop his \ntrain at the next reporting station or cabin as prescribed by special instructions \nand report particulars Automatic Stop signals passed at ‘On’ by him. \n \n(2) The Station Master or person in charge of the reporting station or cabin shall \npromptly report the fact to the signal and operating officials concerned. \n \nS.R. 9.11 Next reporting station / cabin will be next stopping station for the purpose of \nreporting such failures. \n \n9.12. PROCEDURE DURING FAILURE OF AUTOMATIC SIGNALLING.- \n \nWhen a failure of Automatic signalling is likely to last for some time or cause serious \ndelay, trains shall be worked from station-to-station over the section or sections \nconcerned under special instructions. \n \nS.R.9.12 (A) Failure of all automatic signal likely to last for some time and cause serious \ndelay when means of communications are available:- in the event of failure of all signals \noccurring in an area consisting of two or more stations worked under Automatic Block", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 245, + "text": "222 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \nsystem, the officials concerned of the signalling department shall take immediate steps to \ninform all concerned and the following procedure shall be adopted for train passing:- \n(1) Before any train is allowed to enter the effected section, it shall be brought to a \nstand and the driver of the train advised of the circumstances by the Station \nMaster and the Guard of the train advised through a copy of the “Authority to \nproceed” Form T /D 912 as prescribed in S.R. 9.12(A)(5) below. Controller and \nthe Station Master concerned ahead of the affected section shall also be informed. \n(2) The Station Master on duty at the Station in rear of the affected section shall \nobtain ‘Line Clear’ for the train by one of the following means of communications \nviz. \n (a) Inter cabin/Station telephone \n(b) Station to Station fixed telephones wherever available. \n(c) Fixed telephone such as Railway autophone & BSNL/MTNL phone. \n(d) Control Telephone. \n(e)VHFset \n(3) The Station Master on duty at the station in advance, shall not give such “Line \nClear” as per S.R. 9.12(A)(2) unless:- \n(i) The whole of the last preceding train has arrived. \n(ii) The line on which it is intended to receive the incoming trains is clear at \nleast 180 metres, beyond the platform Starter or the place at which the \ntrains usually come to a stand, and \n(iii) All points have been correctly set and all facing points locked for the \nadmission of the train on the said line. \n(4) The train shall pass through such sections on ‘Authority to proceed’ as per T/D \n912 for Up/ Down trains. \n(a) The Driver of the first train entering the affected section on ‘Authority to \nproceed’ Form T/D 912 as prescribed in Rule 9.12 (A)(5) below shall proceed \nwith utmost caution and must not run at a speed exceeding 25 KMPH under \nany circumstances, subject to other speed restrictions in force. The Driver \nshall continue to look out for any obstruction until he reaches the station \nahead. \n(b) After ensuring that the first train has arrived safely at the station ahead of the \naffected section, the drivers of all subsequent trains shall also proceed with \ngreat caution, subject to other speed restrictions in force and must continue \nto look out for any possible obstruction. \n(5) The Station Master shall give the Driver/Motorman of each train an ‘Authority to \nProceed’ on the prescribed form T/D 912. Distinguishing number/numbers of \ndeparture and gate signal /signals required to be passed, shall also be indicated \non the Authority authorising the Driver/Motorman to pass it/them. \n(B) Failure of all automatic signals likely to last for some time and cause serious delay when \nno means of communications are available.- \n In the event of failure of all automatic signals occurring in an area consisting of two or \nmore stations worked under Automatic Block System and when trains cannot be worked by \nany of the following means, viz.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 246, + "text": "223 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n (a) Inter cabin/Station telephone \n(b) Station to Station fixed telephones wherever available. \n(c) Fixed telephone such as Railway autophone & BSNL/MTNL phone. \n(d) Control Telephone. \n (e) VHFset \nThe following procedure shall be adopted for train passing:- \n(i) The section between the two block stations will be treated as a block section and the \nmovement on the block section will be controlled by the Station Master on either side. \n(ii) All the points over which the trains will run within the affected area shall be correctly \nset and facing points locked before the movement of any train is authorised over them. \n(iii) Whenever any power operated points have to be operated for diverting trains, these \nmay be released and operated locally under the written instructions of the station \nmaster on duty by signal Maintainer at stations where Signal Maintainers are \navailable. \n(iv) Before any train is allowed to leave the station as prescribed in S.R. 9.12(B)(i) above, it \nshall be brought to a stand and the Driver/ Motorman and the Guard of the train shall \nbe advised of the circumstances by the Station Master. \n(v) The Station Master shall give the Driver/Motorman of each train:- \n(a) An Authority to proceed without Line Clear on prescribed form T/B 912. The \ncounterfoil shall be retained by the Station Master and the foil given to the driver. \n(b) A Caution order restricting the speed to 25 KMPH over the straight with clear view \nand to 8 KMPH when approaching of passing any portion of the line where the view \nahead is not clear due to curve, obstruction, rain, fog or any other cause subject to \nthe observance of other speed restrictions imposed and speed over facing points, \nbeing restricted to 15 KMPH. \n(c) An authority on the prescribed form T/A 912, authorising the Driver/Motorman to \npass the Automatic Signals between the two stations. \nNOTE:- For passing manually operated signals in ‘ON’ position provisions under G.R. 3.68 \nto 3.72 will be applicable . The Gate signals shall be passed according to the provisions \nmade in G.R. 3.73 \n(vi) No train shall be allowed to enter an affected section unless there is a clear interval of \n15 minutes between the train about to leave and the preceding train. \n(vii) (a) In the event of a driver approaching or passing any portion of a line where view \nahead is not clear, the Fireman/Asstt. Driver or the Guard with hand signals must \nbe sent in advance to guide the further movement of the train. A sharp look out \nahead should be kept and the engine whistle freely used. \n(b) A tunnel shall be entered only after it has been ascertained that it is clear. If there is \nany doubt on this point, the train shall be piloted by a railway employee equipped \nwith hand signals and detonators. \n(viii) The Guard shall keep a sharp look out in the rear and be prepared to exhibit a danger \nsignal to prevent the approach of a train from the rear and to protect it, if necessary, as \nper extant rules. Before entering a section where there are tunnels, he shall also light \nthe side and tail lamps.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 247, + "text": "224 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n(ix) When approaching the next station the Driver shall bring his train to a stand \noutside the first stop signal and sound one long whistle. The Station Master after \nsatisfying himself that all points have been correctly set and facing points locked, \nshall arrange for a man in uniform to pilot the train from this signal, and he shall \nobey hand signals if any relayed from the station platform. Manual/ Semi-\nAutomatic Signal, if any, will, however, be passed on the written authority on the \nprescribed form to be issued by the Station Master. \n(x) The Drivers of all trains shall make over the ‘Authority to proceed without Line \nClear’ to the Station Master of the next station. These shall be kept by the Station \nMaster in his personal custody for inspection by the Transportation Inspector of \nthe section , who shall prepare a report on the working of trains and shall forward \nit along with his report to the Divisional Railway Manager, within 7 days of \nresumption of communications. \n(xi) A record of all trains passed over the affected section on ‘Authority to proceed \nwithout Line Clear’ during the course of total interruption of communication, \nshall be maintained in the Train Signal Registers to be opened at all the stations \nconcerned. \n(xii) Trains must continue to work on this system until either the signals are put right \nor any one of the means of communications is restored by the competent authority. \n(xiii) As soon as the signals are put right, normal working of trains shall be resumed, \nbut where signals continue to remain inoperative and any of the means of \ncommunications is restored, the Station Master shall immediately send a massage \nto the Station Master at the other end of the affected section in the following \nform:- \n \nFrom Station Master……………………………To Station Master…………………………………., \nNo…… ………..Train(Number & Description) ……………..arrived complete at ……... hours. \nLast train……...…………….(Number and Description) despatched to your station………… at \n…………hours. Cancel the present method of working of trains. Line Clear shall be obtained \nby means of…………………. ………………..Acknowledge. \nPrivate Number……………………. \n \n On receipt of the above message the Station Master at the other end of the affected \nsection shall acknowledge in the following form: \n \nFrom Station Master……………………………..To Station master…………………………………. \nNo……………..Your No………….Understand that Train (Number and Description) \n…………………………………which was the last train to leave my station has arrived complete \nat your station. Train no…………… which left your station has arrived complete at my station \nat ………….hours/not arrived. Present system of train working is being/will be cancelled \nimmediately after the complete arrival of the train no……………Line Clear for the next train \nwill be obtained by means of ……………………………. \nPrivate Number………………………………. \n \n(xiv) Line Clear shall not be obtained or given by any means of communications which \nhas been restored until both the Station Masters are satisfied that all trains \ndespatched from their stations have arrived complete at the other station. When the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 248, + "text": "225 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n trains referred to in sub clause (xiii) above arrive complete at the stations, their no. and \ntheir arrival time will be communicated to the other Station Master concerned under \nexchange of Private Numbers. Thereafter an intimation of this shall be given to the \nSection Controller, if possible. \n9.13. MOVEMENT OF TRAINS AGAINST THE DIRECTION OF TRAFFIC ON THE \nAUTOMATIC BLOCK SYSTEM. - In Automatic signalling territory, trains shall run in \nthe established direction of traffic only. Movement of trains against the established \ndirection of traffic is not permitted. When in an emergency it becomes unavoidably \nnecessary to move a train against the established direction of traffic, this shall be done \nonly under special instructions which shall ensure that the line behind the said train upto \nthe station in rear is clear and free from obstruction. \n \nS.R.9.13 In the event of obstructions of one or more lines in an area consisting of two or more \nstations worked under the Automatic Block System when no communications are available and \nsignals have also failed, trains shall be worked in accordance with the instructions contained in \nthe Block Working Manual. \n \n 9.14. PROCEDURE WHEN SEMI-AUTOMATIC STOP SIGNAL IS ‘ON’.- \n(1) When a Semi-Automatic Stop signal is worked as an Automatic Stop signal, Rule 9.02 \nor 9.07 shall apply, as the case may be. \n(2) When a Semi-Automatic Stop signal is working as a Manual Stop signal and becomes \ndefective, it may only be passed under relevant rules detailed in Chapter III, Section \n‘H’. \n(3) When a Driver is authorised to pass a Semi-Automatic Stop signal at ‘On’ by taking \n‘Off’ the Calling-on signal fixed below it, he shall follow the precautions stipulated in \nRule 9.02 or 9.07, as the case may be. \nS.R.9.14 When a Driver passes a Semi-Automatic Signal under the Authority of Calling-on signal \nfixed below the Stop signal which is at ‘ON’, he shall follow the instructions laid down in G.R. \n3.79. \n9.15. PASSING A GATE STOP SIGNAL AT ‘ON’ IN AUTOMATIC SIGNALLING \nTERRITORY. - If the Driver finds a gate Stop signal at ‘On’ in an Automatic signalling \nterritory. – \n(a) he shall comply with the provisions of Rule 9.02 or 9.07, as the case may be, if the ‘A’ \nmarker is illuminated, or \n(b) (i) if the ‘A’ marker light is extinguished, he shall sound the prescribed code of \nwhistle to warn the Gateman and bring his train to a stop in rear of the signal, \nand \n (ii) If after waiting for one minute by day and two minutes by night, the signal is not \ntaken ‘Off’, he shall draw his train ahead cautiously upto the level crossing, and \n (iii) if the Gateman is available and exhibiting hand signals, proceed further past the \nlevel crossing gate cautiously, or \n (iv) if the Gateman is not available, or, is available but not exhibiting hand signals, \nstop in rear of the level crossing and after ascertaining that the gates are closed \nagainst the road traffic and on getting hand signals from the Gateman, and in \nhis absence from the Assistant Loco Pilot, the Loco Pilot shall sound the \nprescribed code of whistle and cautiously proceed upto the next Stop signal \ncomplying with the provisions of rules 9.02 or 9.07 as the case may be.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 249, + "text": "226 THE AUTOMATIC BLOCK SYSTEM \n________________________________________________________________________________________________________________ \n \nS.R.9.15. Passing a semi-automatic gate stop signal, provided with illuminated ‘A’ and \nilluminated ‘AG’ markers, at ‘ON’ in Automatic signalling territory.- If the Driver finds a \ngate stop signal provided with illuminated ‘AG’ marker at ‘ON’ in an Automatic signalling \nterritory- \n \n(a) He shall comply with the provisions of General Rule. 9.02 or 9.07 as the case may be , if \nthe ‘A’ marker is illuminated but the ‘AG’ marker light is extinguished, or \n \n(b) If the ‘A’ marker light is extinguished but the ‘AG’ marker light is lit, he shall comply \nwith the provisions of clause (b) of General Rule 9.15, or \n \n(c) If both the ‘A’ marker and ‘AG’ marker lights are extinguished, he shall sound the \nprescribed code of whistle to warn the Gateman and bring his train to a stop in the rear \nof the signal. Thereafter, he shall proceed further only in accordance with the procedure \nlaid down to pass a defective manual stop signal on issue of T/A 912. \n \n9.16. ILLUSTRATIVE DIAGRAMS. - Automatic change of sequence of aspects behind \nthe train in three - aspect and four - aspect signalling is illustrated in the following \ndiagrams , which are not drawn to scale. \n \nAUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN \nTHREE ASPECT SIGNALLING TERRITORY \n \n \n \nAUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN \nFOUR ASPECT SIGNALLING TERRITORY \n \n \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 250, + "text": "227 THE FOLLOWING TRAINS SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER X \nTHE FOLLOWING TRAINS SYSTEM \n10.01. ESSENTIALS OF THE FOLLOWING TRAINS SYSTEM.- \n(1) Where trains are worked on the Following Trains System, they may be \ndespatched from one station to the next, following each other in succession in the \nsame direction on the same line in such manner and at such intervals of time as \nmay be prescribed by special instructions. \n(2) Trains shall not be worked on the Following Trains System unless the Station \nMaster of the block station in advance has exchanged messages regarding his \nreadiness to receive the trains and has, in addition, given his assurance that no \ntrain will be allowed to leave his station for the station from which the \nfollowing trains are to be despatched, until the latter have all arrived at his \nstation and until he has received permission to despatch trains in the opposite \ndirection. \nS.R.10.01 (1) “The following Trains System” shall be introduced with the express sanction of \nChief Operations Manager in terms of G.R. 7.01, and only when due to certain exceptional \ncircumstances the running time in the Block Section concerned becomes abnormally long, \nresulting in or likely to cause serious difficulties in operation if the trains are run under the \nnormal system of working on the section. \nS.R. 10.01 (2) The system shall not be introduced in thick, foggy or tempestuous weather. \n10.02 REPORT TO THE COMMISSIONER OF RAILWAY SAFETY. - When the \nFollowing Trains System is introduced on any portion of a railway under Rule 7.01, a \nreport shall be sent by telegram to the Commissioner of Railway Safety. \n10.03. CONDITIONS TO BE OBSERVED IN WORKING TRAINS ON THE \nFOLLOWING TRAINS SYSTEM.- When the Following Trains System is adopted, \nthe following conditions shall be observed, namely : - \n(a) no train shall start until the Driver has been given a written authority to proceed \nin the form prescribed for the purpose and a written acknowledgment thereof has \nbeen obtained from him, the train being stopped for the purpose, if not booked to \nstop; \n(b) the authority to proceed shall state the station at which the train is next to stop, \nthe speed at which it is to run and the actual time of departure of the preceding \ntrain; \n \n(c) the Driver and Guard of each preceding train shall have been informed of the \nfact that a train will follow, and of the probable period which will elapse before \nthe following train shall start; \n(d) a train shall not follow another from a station unless there has elapsed since the \ndeparture of the previous train, an interval of not less than 15 minutes, or such \nshorter interval as may be fixed by special instructions;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 251, + "text": "228 THE FOLLOWING TRAINS SYSTEM \n________________________________________________________________________________________________________________ \n \n(e) all the trains following the first train shall be timed to run at the same speed \nand such speed shall not exceed 25 kilometres an hour except under special \ninstructions; \n(f) the actual time of the departure of each train shall at once be intimated to the \nblock station in advance and the actual time of arrival of each train shall at once \nbe intimated to the block station in rear; and \n(g) the number of following trains running at the same time between any two \nblock stations shall not be more than one for each 5 kilometres of station \ninterval; and unless permitted by special instructions, shall never exceed four, \nwhatever may be the length of the station interval. \nS.R. 10.03(1) “The Following Trains System” shall not be adopted in respect of the \nmovement of passenger carrying trains. \nS.R. 10.03(2) Before introducing the \"Following Trains System” the relevant rules and \nprecautions must be carefully explained by supervisory staff to the running staff as well as to \nthe station staff concerned. \nS.R. 10.03(3) The working under this system should be supervised by an officer. \nS.R. 10.03(4) The speed of trains following the first train in terms of G.R.10.03 (e) shall be \nrestricted to 25 KMPH during the day and 15 KMPH at night or in poor visibility conditions \nand will be further subjected to speed restrictions in force. \n10.04 DELIVERY OF AUTHORITY TO PROCEED TO DRIVER OR GUARD ON \nTHE FOLLOWING TRAINS SYSTEM. - \n \n(1) Every authority to proceed shall be delivered to the Guard or Driver by the \nStation Master, or by some railway servant appointed in this behalf under special \ninstructions. \n(2) When such authority to proceed is delivered to the Driver under sub-rule (1), a \nduplicate shall be given to the Guard. \n(3) When an authority to proceed is delivered to the Guard under sub-rule (1), it shall \nbe either - \n(a) handed personally by the Guard to the Driver; or \n(b) countersigned by the Guard and then handed to the Driver either by the \nStation Master or by some railway servant appointed in this behalf by special \ninstructions. \n(4) An authority to proceed shall not be handed to the Driver under sub-rule(2)or(3) - \n(a) until the train is ready to start, and \n(b) if the train is waiting to pass another train, until the whole of the latter train \nhas come in and is clear of the running line for the former train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 252, + "text": "229 THE FOLLOWING TRAINS SYSTEM \n________________________________________________________________________________________________________________ \n \n10.05. AUTHORITY TO PROCEED ON THE FOLLOWING TRAINS SYSTEM.- \nThe written authority to proceed for use on the Following Trains System shall be in \nthe following form:- \n \n \n10.06. RESPONSIBILITY AS TO PROPER PREPARATION OF AUTHORITY TO \nPROCEED ON THE FOLLOWING TRAINS SYSTEM. - \n(1) When an authority to proceed is delivered to the Driver under sub-rule (1) of \nRule 10.04, the Station Master shall see - \n(a) that it is properly filled up in the form prescribed for the purpose, and \n(b) that it is signed in full and in ink. \n \n \n \n \n \n S.NO. __________ ___________ RAILWAY \n \nTHE FOLLOWING TRAINS SYSTEM \n \nAUTHORITY TO PROCEED \nUP ( OR DOWN) \n \n Train No. __________________ Up (or Down) Date______________ \n \n Time _____________________Hours_______________________Minutes. \n \n From________________________Station to ______________________Station. \n \n To Driver and Guard \n \n (1) You are hereby authorised to proceed with your train from __________station \nto_____________ station. \n \n * (2) Train no _____________ahead of your train left this station at __________ hours \n___________minutes. \n \n * (3) Train No. ________________shall follow your train from this station at _______ \nhours________ minutes. \n \n (4) You are required to observe a speed restriction of _______________ kilometres an \nhour. \n Signed _______________ \n Station Master at _________ \n (Station stamp) \n Signature of Guard at ________________________________station. \n \n * Strike out whichever is inapplicable. \n This ticket shall be given up by the Driver immediately on arrival to the Station Master or \nother person authorised to receive it and such person shall immediately cancel it and place it \non record.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 253, + "text": "230 THE FOLLOWING TRAINS SYSTEM \n________________________________________________________________________________________________________________ \n \n(2) When the authority to proceed is delivered to the Driver under sub-rule (1) of \nRule 10.04, he shall satisfy himself that the authority to proceed delivered to him \nhas been correctly and completely prepared in the form prescribed for the \npurpose and he shall not proceed with his train until he has done so and the \nmistake or omission, if any, has been rectified. \n(3) When an authority to proceed is delivered to the Guard of the train under sub-rule \n(3) of Rule 10.04, he shall, before it is handed to the Driver, satisfy himself \nsimilarly. \n10.07. OBSTRUCTION IN FACE OF APPROACHING TRAIN OR TRAINS ON \nTHE FOLLOWING TRAINS SYSTEM.- The line shall not be obstructed outside the \noutermost facing points in face of an approaching train as long as this system of \nworking is in force. \n \n10.08. CESSATION OF WORKING ON THE FOLLOWING TRAINS SYSTEM. - \nWhen it is intended that no more following trains shall be despatched in the same \ndirection, the Station Master shall intimate such intention by a message to the block \nstation in advance, after which no more trains in either direction shall be despatched \nbetween the two stations until the last train has arrived at the block station in \nadvance and the line has been cleared between the two stations. \n \n10.09. PROTECTION OF TRAINS ON THE FOLLOWING TRAINS SYSTEM. - \n(1) When a train is stopped between stations and if the detention exceeds or is \nlikely to exceed five minutes, it shall be protected in accordance with the \nprovisions of Rule 6.03, except that the Guard going back to protect the train \nshall place one detonator, at 250 metres from the train on the way out, and two \ndetonators, 10 metres apart, at 500 metres from the train, irrespective of gauge. \n \n(2) In case the train, stopped between stations, is unable to proceed on account of \naccident, failure, obstruction or any other exceptional cause, the Driver shall also \narrange to protect the train in the front in the manner laid down for the Guard. \n \n************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 254, + "text": "231 THE PILOT GUARD SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER XI \nTHE PILOT GUARD SYSTEM \n11.01. ESSENTIALS OF THE PILOT GUARD SYSTEM. - Where trains are worked \non the Pilot Guard System, - \n(a) a railway servant (hereinafter called a pilot Guard) shall be specially deputed to \npilot trains; and \n(b) no train shall leave a station except under the personal authority of the Pilot \nGuard. \n11.02. CONDITIONS TO BE OBSERVED FOR FOLLOWING TRAINS ON THE \nPILOT GUARD SYSTEM.- Trains shall not follow one another in the same direction \nbetween stations, unless - \n(a) the Driver has been properly warned of the time of departure of the preceding \ntrain and of the place at which it will next stop; \n(b) all the trains are timed to run at the same speed, and such speed shall not exceed \n25 kilometres an hour except under special instructions; and \n(c) an interval of fifteen minutes has elapsed since the departure of the preceding \ntrain. \n11.03. PILOT GUARD'S DRESS OR BADGE.- The pilot Guard shall be distinguished \nby a red dress or badge. \nS.R. 11.03 The Pilot Guard shall wear a red band on his right arm. \n11.04. PILOT GUARD TO ACCOMPANY TRAIN OR GIVE AUTHORITY TO \nPROCEED. - \n(1) No train shall be started from a station unless the Driver sees that it is \naccompanied by, or that the authority to proceed is given personally by the Pilot \nGuard wearing the dress or badge prescribed in Rule 11.03. \n(2) The Pilot Guard shall accompany every train: \n Provided that when it is necessary to start two or more trains from one end of the \nsection before a train has to be started from the other end, the Pilot Guard shall \naccompany only the last of such trains, and shall personally give the authority to \nproceed for the preceding trains. \n(3) When accompanying a train, the Pilot Guard shall ride on the foot-plate of the \nengine. \n11.05. PILOT GUARD'S TICKETS. - \n \n(1) When the Pilot Guard does not accompany a train, he shall deliver to the Guard \n(or, if there be no Guard, to the Driver) a Pilot Guard’s ticket on a printed form \nproperly filled up and signed in ink, as the authority to proceed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 255, + "text": "232 THE PILOT GUARD SYSTEM \n________________________________________________________________________________________________________________ \n \n \n(2) Every such ticket shall apply only to the single journey to the station named on it. \n(3) If the train is in charge of a Guard, he shall, before the train is started, deliver the \nticket to the Driver. \n(4) Immediately on the arrival of the train, the Driver shall deliver the ticket to the \nStation Master who shall at once cancel it. \n \n11.06. PROTECTION OF TRAINS ON THE PILOT GUARD SYSTEM.- In the event \nof a train, which is followed by another train, stopping on the line between stations, \nthe Guard and the Driver shall take action to protect the train in accordance with the \nprovisions of Rule 10.09. \n \n \n**************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 256, + "text": "233 THE TRAIN- STAFF AND TICKET SYSTEM \n________________________________________________________________________________________________________________ \nCHAPTER XII \nTHE TRAIN- STAFF AND TICKET SYSTEM \n12.01. ESSENTIALS OF THE TRAIN-STAFF AND TICKET SYSTEM. - Where \ntrains are worked between two stations on the Train- staff and Ticket System. - \n(a) a single Train-staff shall be kept at one of such stations, and \n(b) no train shall start from either of such stations to the other unless the said \nTrain-staff is at the station from which the train starts and has either been \nhanded to or shown to the Driver by the Station Master when giving such \npermission. \n12.02. SYSTEM WHERE APPLICABLE.- Trains may be worked on the Train- \nstaff and Ticket system only when the line is single and only between such stations \nas have been declared by special instructions to the Train-staff stations. \n12.03. CONDITIONS TO BE OBSERVED FOR FOLLOWING TRAINS ON THE \nTRAIN- STAFF AND TICKET SYSTEM.- Trains shall not follow one another in \nthe same direction between Train- staff stations, unless - \n(a) the Driver has been properly warned of the time of departure of the preceding \ntrain and of the place at which it will next stop; \n(b) all the trains are timed to run at the same speed, and such speed shall not exceed \n25 kilometres an hour except under special instructions; and \n(c) an interval of fifteen minutes has elapsed since the departure of the preceding \ntrain. \n12.04. DRIVER TO HAVE TRAIN-STAFF OR TRAIN-STAFF TICKET. - No train \nshall be started from a station unless the Driver has in his possession to be carried with \nhim on the journey, either the Train-staff or a Train-staff Ticket, for the section of the \nline over which the train is about to travel. \n \n12.05. TRAIN-STAFF OR TRAIN-STAFF TICKET: BY WHOM TO BE \nDELIVERED TO DRIVER. - The Train-staff or Train-Staff Ticket shall be delivered to \nthe Driver by the Station Master or by some railway servant appointed in this behalf by \nspecial instructions. \n \nS.R. 12.05 The Guard of the train shall deliver the Train Staff or Ticket to the Driver of the \ntrain. The Guard and the Driver shall both be responsible for seeing that the Staff and Ticket \nare applicable to the section over which the train is required to run. \n \n12.06. TRAIN-STAFF OR TRAIN-STAFF TICKET: WHEN TO BE DELIVERED TO \nDRIVER. – \n(1) When no other train is intended to follow before the Train-staff will be required \nfor a train running in the opposite direction, then subject to the provisions of \nsub-rule (3), the Train-staff shall be delivered to the Driver.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 257, + "text": "234 THE TRAIN- STAFF AND TICKET SYSTEM \n________________________________________________________________________________________________________________ \n \n(2) When other trains are intended to follow before the Train-staff can be returned, \nthen, subject to the provisions of sub-rule (3), a Train-staff Ticket indicating that \nthe Train-staff is following, shall be delivered to the Driver of each train except \nthe last; and the Train-staff shall be delivered to the Driver of the last train. \n(3) When a train is assisted by a second engine in the rear, a Train- Staff Ticket shall \nbe delivered to the Driver of the front engine and the Train-Staff shall be \ndelivered to the Driver of the rear engine; \nProvided that if both the engines attached to the train are to travel over the \nentire length of line to which the Train-Staff applies, and the train is to be \nfollowed by other trains, a Train-Staff Ticket shall be delivered to the Driver of \neach of the engines attached to the first mentioned train. \n(4) When a train is assisted by a second engine in the front, the Train -Staff or a \nTrain-Staff Ticket, as the case may be, shall be delivered to the Driver of the \nleading engine. \n(5) When a material train has to stop between stations, the Train-Staff shall be \ndelivered to the Driver. \n(6) The Train-Staff or a Train-Staff Ticket shall not be delivered to the Driver of any \ntrain until the train is ready to start. \n(7) The Driver shall not accept a Train-Staff Ticket unless he sees the Train- Staff at \nthe same time in the possession of the person who delivers the Train-Staff Ticket to \nhim. \n \n12.07. TRAIN-STAFF TO BE KEPT ON ENGINE. - When the Train-Staff is delivered \nto the Driver of a train, he shall place it in a conspicuous place provided for the purpose \non the engine. \n \n12.08. TRAINS NOT TO BE STARTED UNTIL TRAIN- STAFF RETURNED. - When \nthe Train-Staff has been taken away from a station by the Driver of a train, no other \ntrain shall be started from that station to follow the first mentioned train until the \nTrain-Staff has been returned to the station. \n \n12.09. TRAIN- STAFF OR TRAIN-STAFF TICKET TO BE GIVEN UP AND \nTICKET TO BE CANCELLED ON ARRIVAL OF TRAIN. - \n \n (1) Upon the arrival of a train at the station to which the Train- Staff or a Train \n-Staff Ticket extends, the Driver shall immediately give the Train- Staff or \nTrain - Staff Ticket to the Station Master, or to some railway servant \nappointed by special instructions to receive it. \n \n (2) The person to whom any such Train-Staff Ticket is so delivered shall \nimmediately cancel the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 258, + "text": "235 THE TRAIN- STAFF AND TICKET SYSTEM \n________________________________________________________________________________________________________________ \n \n12.10. PROCEDURE WHEN ENGINE IS DISABLED ON THE TRAIN-STAFF AND \nTICKET SYSTEM.- \n(1) If an engine which carries the Train- Staff breaks down between two stations, the \nFiremen shall take the Train- Staff to the staff -station in the direction when \nassistance can best be obtained, in order that the Train- Staff may be available at \nthat station for delivery to the Driver of the assisting engine. \n(2) If an engine which carries a Train- Staff ticket breaks down between two stations, \nassistance shall ordinarily be obtained only from the station at which the Train-\nStaff has been left; but if assistance can more readily be obtained from another \nstation in the opposite direction, immediate steps shall be taken to have the Train- \nStaff transferred to the other end of the section. \n(3) Whenever an engine has broken down between two stations, the Fireman shall \naccompany the assisting engine to the spot. \n12.11. TRAIN- STAFF TICKETS: HOW KEPT. – Train- Staff Tickets shall be kept in \na ticket- box provided for the purpose and fastened by an inside spring, the key to open \nthe box being the Train- Staff to which the tickets apply. \n12.12. TRAIN- STAFF: HOW KEPT. - The Train- Staff, when at a station, shall not \nbe left in the box but shall be kept by the Station Master in safe custody. \n12.13. DISTINGUISHING MARKS ON TRAIN- STAFF TICKETS AND BOXES. - \n \n(1) Each Train- Staff shall have shown upon it the name of the Train- Staff station at \neach end of the portion of line to which it applies. \n(2) The Train- Staff and Train -Staff Tickets and boxes for the different portions of \nthe line shall be distinguished by different colours. \n(3) ‘UP’ and ‘DOWN’ Train- Staff Ticket shall also have distinguishing marks. \n12.14. FORM OF TRAIN STAFF TICKET.- Every Train-Staff Ticket shall be in the \nfollowing form- \n \nTicket No_____________ _____________ Railway \n \nTRAIN - STAFF TICKET \nUP(OR DOWN) \n Train No. _____________________ \n Time __________________________ Hours _________________________ Minutes \n From _________________________________ To ___________________________ \n \n To Driver and Guard. \n You are authorised to proceed from __________________________________ \nstation to ________________ station and the Train -Staff will follow. \n \nTrain No. ________ in front left___________hours ________________ minutes. \n \n Signed _________________ \nDate : ___________________ Station Master at _________ \n (Station stamp)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 259, + "text": "236 THE TRAIN- STAFF AND TICKET SYSTEM \n________________________________________________________________________________________________________________ \n \n \n(Back of Ticket ) \nThe Driver shall not accept this ticket unless he sees the Train-Staff for the \nportion of line which he is about to enter. \n \nThis ticket shall be given up by the Driver, immediately on arrival, to the Station \nMaster or other person authorised to receive it, and such person shall immediately \ncancel it. \n \n \n12.15. Record of Train- Staff Tickets issued. - The Station Master shall keep a record in \na book of each Train -Staff Ticket issued, showing the number of each ticket and the \nparticular train for which it was issued. \n \n12.16. Obstruction outside the Home signal. - The line outside the Home signal shall not \nbe obstructed unless the Train- Staff of the portion of the line to be obstructed is at the \nstation. \n \n12.17. Protection of trains on the Train- Staff and Ticket System. - In the event of a \ntrain, which is followed by another train, stopping on the line between stations, the \nGuard and the Driver shall take action to protect the train in accordance with the \nprovisions of Rule 10.09. \n \n************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 260, + "text": "237 THE ONE TRAIN ONLY SYSTEM \n_____________________________________________________________________________________________________ \nCHAPTER XIII \nTHE ONE TRAIN ONLY SYSTEM \n \n13.01. Use of the One Train Only System. - Trains may be worked on the One Train \nOnly System, only on short terminal branches on the single line. \nSR 13.01 (1) The working of trains on “One Train Only System” in use on the sections of this \nRailway are shown in the Working Time Table in force. \n \nSR 13.01 (2) A train, light engine, motor trolly or material lorry will normally run on the \nSection during the hours of day light only, unless otherwise permitted by the Authorised \nOfficer. For working during night, in the event of emergency see S.R. 13.04(3). \n \n13.02. Essentials of the One Train Only System. - Where trains are worked on the One \nTrain Only System, only one train shall be on the section on which this system is in \nforce, at one and the same time. \n \nS.R. 13.02 (1) All the rules referring to the working of trains also apply to One Train Only \nSystem except as otherwise provided for in the Rules in this Chapter. \nS.R. 13.02 (2) Definitions – In so far as this chapter is concerned – \n \n(i) “Authority” means the metal token or paper authority when the metal token is lost \ngiven to the Driver of the train as ‘Authority to Proceed’ to enter the Section: \n(ii) “Base Station” means the station from where trains originate: \n(iii)“Token” means the metal token used as an ‘authority to proceed’ from base station \nto terminal station and vice versa: \n(iv) “Terminal Station” means the last station on the section: \n(v) “Trains” means a train or light engine or coupled light engines. \n \n13.03. Authority to enter the section. - A Driver shall not take his train into the section \nunless he is in possession of the authority to proceed as prescribed by special \ninstructions. \nS.R. 13.03 (1) (a) Authority to Proceed.- \n \nA Rectangular brass token of 100 mm X 75 mm size with the names of the base and \nterminal station of the section on which the system is in force engraved on it shall be \nprovided as the ‘Authority to Proceed’ for the Driver to enter the section and proceed upto \nthe terminal station and return back to the base station. When not in use this token shall be \nkept locked in a separate box with a glass front and the key of the padlock shall remain in the \npersonal custody of the Station Master of the base station. The absence of the token from the \nbox must be regarded by the Station Master as Section “Occupied”. \n \nAt a terminal station where Station Master is not provided, the token shall be handed \nover by the Driver, on arrival at the terminal, to the Guard of the train for safe custody.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 261, + "text": "238 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \n(b)(i) No train is permitted to enter the section unless the Driver is in possession of the \n‘Authority to Proceed’ i.e. the token. \n(ii) A material lorry or motor trolly would normally enter the section only when the \nofficial-in-charge of the section is in possession of “Authority to Proceed” i.e. the \nToken. For certain exceptions in case of Motor trolly or material lorry, see S.R. 13.03 \n(5). \n \n (iii) Token will be delivered to the Driver of the train by the Station Master of the base \nstation through the Guard. In case of light engines, Motor trolleys, material lorries, \nthe same shall be delivered to the Official-in-charge by the Station Master. \n \n At a terminal station where Station Master is not provided, the token shall be \ndelivered to the Driver by the Guard. \n \nThe token shall be retained by the Driver of light engines, official-in-charge of motor \ntrolly / material lorry at a terminal station where Station Master is not provided. \n \n(c) A train register in the following proforma shall be maintained by the Station Master \nof the base and terminal station. The Guard and Drivers shall also sign in the \nrelevant column of this register. \n \nAt a terminal station where Station Master is not provided, entries in the relevant \ncolumns, excluding column Nos.8 and 12, shall be maintained by the Guard. The \nregister shall be kept in the custody of the official-in-charge of terminal station. \n \nDate Train No. Engine \nNo. \nLoad of \nTrain \nTime when token is handed over to the Driver \nin case of outgoing train \nTime Signatures \nHrs - Mts Driver Guard SM \n1 2 3 4 5 6 7 8 \nTime when token is surrendered by the Driver in case of incoming train. \nTime Signatures Remarks \nHrs – Mts Driver Guard SM \n9 10 11 12 13 \n(d) A train register in the following proforma shall also be maintained by the Station \nMaster of the intermediate stations, if any, and shall be filled in immediately after the \ntrain has left.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 262, + "text": "239 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \nDate Train \nNo. \nArrival \nTime \nDeparture \nTime \nParticulars \nof work \ndone \nSignature \nof Station \nMaster \nRemarks \n1 2 3 4 5 6 7 \n \nS.R. 13.03 (2) (a) Loss of Token. - \nIf the token is lost, the station master of the base station shall at once report the \nmatter by the quickest means to the Station Masters of the other stations in the \nsection. Transportation Inspector, Junior Engineer (P.Way), SSE (Loco)/Shed-in-\ncharge and Sr. Divisional Operations Manager/Divisional Operations Manager. This \nshall be followed by a detailed report along with the version of staff responsible for \nthe loss to the Sr. Divisional Operations Manager/Divisional Operations Manager. \nThe Sr. Divisional Operations Manager/Divisional Operations Manager shall \narrange to supply another token. The word “DUPLICATE”, shall be engraved on the \ntop of new token supplied. \n \nTill such a “DUPLICATE” token is received, the Station Master of the ‘base’ station \nwill issue to the Driver serially numbered written authority on the following \nproforma, which may either be on cyclostyled form or a manuscript one. \n \nPAPER AUTHORITY IN LIEU OF LOST METAL TOKEN UNDER THE \nONE TRAIN ONLY SYSTEM. \n \n Note:- This authority is valid for one day only. \n \n TOKEN LOST ON ……………………………………………………………………………. \n SERIAL No. ………………………………………… Date …………………………………. \n BASE STATION ………………………………………………………………………………. \n TERMINAL STATION ………………………………………………………………………… \n ISSUED TO TRAIN No. ……………………………………………………………………… \n \n ……………………………. \n Signature of Station Master \n \n \nThe above authority will cover both the journeys. At the terminal station, this paper \nticket shall be handed over to the Station Master, who shall on the back of this ticket \nrecord the arrival and departure time, date and train number, sign in full and affix his \nstation stamp. After doing so, the ticket shall be made over to the Driver through the \nGuard of the train. \n \nAt a terminal station where Station Master is not provided, the paper ticket shall be \ncollected by the Guard and arrival, departure time, date and train No. shall be \nrecorded on the back of the ticket and signed by him. He will then hand it back to the \nDriver. \n \n \n \nStation Stamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 263, + "text": "240 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \nOn arrival at the base station, the Driver shall hand over this paper ticket to the \nStation Master, who shall file the same. These paper tickets shall be scrutinised by the \nTransportation Inspector and may be destroyed after three months. \n \n(b) If the token is lost en route on the journey, the Driver shall inform the Guard in \nwriting. The Guard will inform the base station and terminal station, if necessary, \nasking the Station Master concerned to issue the message referred to in sub Para (a) \nabove. \n \n(c) If the original token is subsequently found, it should be sent to the Transportation \nInspector alongwith a report, who shall examine the same, and if a new token is not \nsupplied by that time, the original token should be returned to the base station for \nbringing the same into use. \n \nS.R. 13.03 (3) Point shall normally be set and locked for the platform line:- \n \nThe other lines at the station, shall be isolated by means of traps. In absence of traps, \nthe wagons on the non-isolated lines shall be secured by means of scotch blocks, \nwhich shall be set and locked across the lines. Immediately after the movement is \ncompleted, the Station Master shall personally see that all the points scotch blocks \nhave been locked in their normal position and that all the relevant keys, kept in the \nkey box or returned to the incharge pointsman. At a terminal station where Station \nMaster is not provided, the Guard will attend to this duty. \n \nS.R. 13.03 (4) Reception of Trains:- \n \n(i) A board with the legend “Dead Stop – Proceed Cautiously” shall be provided on \neither side of the station at a distance of atleast 180 metres from the outer most facing \npoints. The Driver shall bring his train to stop outside this board and whistle and \nrestart only when a proceed hand signal is exhibited by pointsman from the outermost \nfacing points. \n \nThe pointsman will display a danger signal to the approaching train until, it has come \nto a stop at the “Stop Board” after which a “Proceed” hand signal be displayed by \nhim to the Driver of the train. \n \nBefore permitting the pointsman on duty to display “Proceed” signal for receiving the \ntrain it shall be the responsibility of the Station Master to personally inspect the \npoints for their correct setting and locking and to ascertain that line is clear and free \nfrom obstruction. At a terminal station where Station Master is not provided, this duty \nwill be performed by the Guard. \n \n(ii) However, at stations where correct setting and locking of facing points is ensured by \nexchange of Line labels and badges personal inspection of points by Station Master \nmay by dispensed with.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 264, + "text": "241 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \nS.R. 13.03 (5) Working of Motor Trolly and Material Lorry:- \n(a) When it is not possible to despatch a Motor Trolly in the section on the Authority of the \nToken the same may be permitted to enter the section without carrying the “Authority” \nprovided a Competent Officer of Engineering / Signal / Operating / Mechanical Branch \nis incharge of it. Before putting the Motor Trolly on the line, it is obligatory for the \nofficer-in-charge to refer the time table and also to ascertain from the Station Master, \nthe whereabouts of any train that is likely to be encountered in the section. He shall \nthen advise the Station Master in writing of his intention to enter the section and the \ntime he is expected to be back to the same station, and obtain the Station Master’s \nsignature on the record foil. The Station Master shall then authorise the officer in \nwriting to enter the section without the “Authority”. In the remarks column of the Train \nRegister, an entry shall be made that – \n“Motor Trolly of …………………………….. entered into the section \n……………………… at …………………… hrs. and expected to be back at ………hrs.” \nThe Officer, thus entering the section, shall be responsible for safety of the trolly and \na train that may be in section and on return, shall advise immediately in writing to the \nStation Master that he has cleared the section and arrived at the station at \n……………………. hrs. and also sign in the Remark’s column of the Train Register. \n(b) Material Lorry:- \n(i) When the section is clear:- \nA material lorry shall not be placed on the line without the permission of the \nStation Master of base station. When such Lorry is required to work beyond the \nstation section of the base station, the Official in charge of the Lorry shall inform \nthe Station Master of base station in writing about his intention of working the \nlorry into the section and in this written memo he shall specifically state the time \nthe lorry shall return to the station. If the period during which the lorry is \nrequired to be placed on the line does not interfere with the working of trains, the \nStation Master of base station shall permit the lorry work into the section. The \nofficial-in-charge of the lorry must carry the “Authority” which shall be handed \nover to him by the Station Master of the base station and on returning back he \nshall personally hand over the “Authority” to the Station Master of base station. \nThe official-in-charge of this Material Lorry shall be responsible to return to the \nstation at the time specified in the memo. \n(ii) When the section is occupied by train / light engine:- \nWhere a material lorry is required to work on the section occupied by a train / \nlight engine the Station Master may permit the authorised official to work the \nmaterial lorry after taking the following precautions:- \n(1) On receipt of a written memo from the official as indicated in Clause (b) (i) \nabove, the Station Master will give a message to the Station Master at the \nother end of the section as under :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 265, + "text": "242 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \n“Material Lorry No.……………….. In-charge of ……………………………… is \nbeing permitted to work in the section from …………………………………hrs. \nto ……………………….hrs. Issue caution order to Driver.” \n“Private Number ……………………….” \n \n(2) The Station Master at the other end of the section, shall acknowledge this \n message, supported by a private number. \n \n(3) After the receipt of the acknowledgement, the Station Master of the base \nstation, will issue a memo to the official-in-charge of the lorry in the following \nform:- \n \n “To \n ………………………………………….. \n ………………………………………….. \n \n (Name and Designation of the Authorised Official) \n \n \n Date ………………………… \n Time ………..Hrs………Mts \n \nYou are here by permitted to work Material Lorry from …………Station to \n…………………………. Station. You shall clear the section and bring your \nmaterial lorry back to this station not later than …….hrs. You are authorised to \npass the starter and / last stop signal of this station at danger. Train/Light Engine \nNo. ………………….in the section. The Station Master of \n…………………………….station has been instructed to issue caution order to the \nDriver. \n \nNote:- Ordinarily, a Station Master of the base station issuing the above authority \nwill enter the time at which the Material Lorry is about to enter the section. But if \nat this time the train / light engine has already left the terminal station, or such \nstation where there is no telephonic/ telegraphic communication or the \ncommunications have failed, the Station Master of the base station will amend the \nlast sentence of the authority to read as under:- \n“The Driver working train / light engine No. ……………………… has not been \nadvised of your material lorry working in the section.” \n After obtaining the aforesaid authority, the authorised official-in-charge will not \nleave the Material Lorry till such time he returns to the base station and shall \nremain alert and watchful irrespective of whether the driver of train/light engine \nhas been issued with a Caution Order or not. He shall take measures to protect \nthe lorry in accordance with provisions of G.& S.R. 15.27 till the lorry is removed \nfrom the track. On approaching the base station, the lorry shall be stopped at the \nfirst Stop Signal of the station and thereafter be guided by the instructions of the \nStation Master. He shall inform the Station Master in writing about his arrival. \n \nStation Stamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 266, + "text": "243 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \n(c) The particulars of the working of the material lorry shall be recorded in the Train \n Register and the official in charge of the lorry shall also sign in the “Driver” column \n of the Train Register before leaving the station and also after returning to the station. \n \n13.04. Procedure in case of Accident or Disablement on The One Train Only System. – \n \n(1) (a) If the train becomes disabled and requires assistance or if an accident occurs \nwhich renders it impossible for the train to proceed, the train shall be protected \nin accordance with the provisions of Rule 6.03 in the direction from which \nassistance, if necessary, is being obtained. \n (b) The Guard of the train shall convey advice of the circumstances under \nwhich the train has become disabled and is not able to proceed, to the Station \nMaster of the station from which assistance can best be obtained, and if it is \nnecessary for such Guard to proceed to such station, he shall instruct the \nDriver in writing to keep the train stationary until his return, and obtain his \nwritten acknowledgement. \n(2) (a) Such Station Master, if he is not the Station Master of the base station, shall \ncommunicate this information to the Station Master of the base station. On \nreceipt of such information, the Station Master of the base station may allow \nanother engine to enter the line. \n (b) The engine so sent shall either be accompanied by the Guard of the disabled \ntrain, who shall explain to the Driver where and under what circumstances the \ndisabled train is situated, or the Driver of the engine so sent shall be given a \nwritten authority, containing such instructions as to where and under \nwhat circumstances the disabled train is situated and such other particulars \nas may be necessary to enter the line unaccompanied by the Guard of the \ndisabled train. \n(3) The Guard of the disabled train shall be responsible for the safe and proper \nworking of the line until the disabled train has been moved and any other engine \nsent to the assistance of the disabled train has been returned to the base station. \n(4) If there is no Guard of a disabled train, the Fireman or the Assistant Driver or if \nnecessary, the Driver shall perform the duties imposed by this rule on the \nGuard, provided that the engine is not left unmanned in terms of Rule 4.20. \nS.R. 13.04 (1) Engine Failures:- \n(i) If a train engine fails or is unable to proceed, the Driver shall inform the Guard in \nwriting as to why he is not able to proceed, and also to hand over the “Authority” to \nthe Guard. The Guard shall instruct the Driver in writing to be in-charge of the train, \nand keep the engine stationary and will obtain his acknowledgement for this. The \nGuard shall then proceed to the nearest station provided with Telephone / Telegraph \nby the quickest means available to call for necessary assistance. If a push trolly is \navailable or if the Guard meets one on the way, the Official-in-charge of the trolly \nshall pick up the Guard for carrying information to the nearest station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 267, + "text": "244 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \nAfter the Guard has left, the Driver shall arrange to protect the train, in the direction \nfrom which the assistance is expected, as per GR. 6.03. \n(ii) On receipt of the information from the Guard, the Station Master shall convey the \ninformation, supported by a Private Number, where in use, to the Station Master of \nthe base station, who shall arrange for necessary assistance and inform the Chief \nTraffic Controller by means of electrical communication instrument. At a terminal \nstation where there is no Station Master this duty shall be performed by the Guard of \nthe train. \n The Guard may thereafter, either proceed to the station or return to his train \nand guide further movement on arrival of the assisting engine. \n The Station Master of the base station shall advise the Driver of the assisting \nengine of the circumstances in writing and kilometres at which the train engine has \nfailed. \n S.R. 13.04 (2) Accident:- \nIn case of an accident involving rolling stock and / or injuries to passengers etc., \nthe Guard shall take measures to depute a responsible railway employee or the Assistant \nDriver of the train and convey in writing necessary information to the Station Master of \nthe nearest station provided with telephone/telegraph by the quickest means possible. The \nengine of the train that has met with the accident, should be utilised if possible, or if a \npush trolly or a State Transport Bus or such other vehicle, where available, should be \nutilised for conveying information. If a public telephone is available in the vicinity, the \nsame may also be utilised. \nThe Guard shall render first aid to the injured and obtain medical assistance as laid \ndown in the Accident Manual. After doing this, he shall depute a responsible railway \nemployee to protect the train. \nOn receipt of the information at the base station, the Station Master shall take all \naction as laid down in the Accident Manual and sent the Relief Train into the section in \naccordance with the procedure laid down in Clause (ii) of S.R. 13.04(1). In such cases, if \na Guard is not available, an Inspector of Engineering/ Mechanical/ Operating/ Signal \nBranch should be asked to accompany the train to perform the duties of Guard. In the \nevent when the aforesaid Inspector is not available, the Station Master should himself \naccompany the Relief Train. \n \nS.R. 13.04 (3) Working in Emergency:- \n \n(i) In case of an Emergency, when a train or a material train has to work on the section \nduring the hours of night, the speed of the train must not exceed 15 KMPH on the \nstraight and 8 KMPH while passing over curves or cuttings. While approaching \nintermediate or the terminal station, if the facing point is not manned by a railway \nservant as laid down in S.R. 13.03 (4) the Driver shall stop outside the facing points \nand shall examine the setting and locking of this point (for the platform line), and after \nsatisfying the every thing is all right, shall proceed at a speed not exceeding 8 KMPH. \nWhile working on the section, Driver shall whistle frequently.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 268, + "text": "245 THE ONE TRAIN ONLY SYSTEM \n________________________________________________________________________________________________________________ \n \n \n(ii) Motor Trolly and Material Lorry :- \n \nIn case of any emergency a Motor Trolly and / or Material Lorry may work on the \nsection during the hours of night. In such cases, these may work into the section \nwithout carrying the prescribed authority but in such cases, it shall work under the \ndirect control and supervision of the Officer/Inspector-in-charge of Motor Trolly/ \nMaterial Lorry, who shall take all precautions for the safe working. However, before \nputting the Motor Trolly/ Material Lorry on the Line, Officer/ Inspector shall inform \nthe Station Master in writing about the necessity of working during the night. The \nStation Master may then authorise the Trolly / Lorry-in-charge to enter the section in \naccordance with S.R. 13.03 (5). \n \n(iii) The cases of emergency referred to in S.R. 13.04 (3) (i) above, shall be decided by an \nOfficer / Inspector of the Operating / Engineering Branch present at the base station. \nIn the event of an accident, when an Officer / Inspector may not be available, the \nStation Master of the base station, will take such a decision as warranted by \ncircumstances and before despatching the train, report it to the traffic control on \nelectrical communication instrument. \n \n*************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 269, + "text": "246 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nCHAPTER XIV \nBLOCK WORKING \n \nA. GENERAL PROVISIONS \n \n14.01. MEANS OF GRANTING OR OBTAINING LINE CLEAR.- The running of \nevery train shall, in its progress from one block station to another, be regulated by \nmeans of any one of or a combination of the following :- \n(a) electrical block instruments of token or tokenless type, \n(b) track circuits, \n(c) axle counters, or \n(d) electrical communication instruments. \n \nS.R.14.01 In addition to these rules, all rules contained in the Block Working Manual shall \nalso be applicable for working the trains by any of the above means. Block Working Manual \nshall be supplied to each station and block cabins. \n \n14.02 PROVISION OF INSTRUMENTS.- \n(1) Electrical communication instruments shall be provided at every station, except at \nclass ‘D’ stations where they may be provided under special instructions. \n(2) (a)The electrical block instruments, where provided, and electrical communication \ninstruments at any station shall be of a type approved by the Commissioner of \nRailway Safety and shall not be brought into use in the first instance unless \nthey have been passed by him. \n (b)The person in charge of the maintenance of electrical block instruments or \nelectrical communication instruments shall not without the approval of the \nCommissioner of Railway Safety, permit the substitution, for the instruments \nand installation brought into use in the first instance, of any instruments or \ninstallation which do or does not satisfy the conditions prescribed in clause (a). \n \n14.03. CONSENT REQUIRED BEFORE INTERFERING WITH BLOCK \nWORKING EQUIPMENT.- No railway servant shall interfere with the block working \nequipment, or their fittings for the purpose of effecting repairs, or for any other \npurpose, except with the previous consent of the Station Master. \n \nS.R. 14.03(1) Disconnection of S&T Apparatus - Whenever any work is to be executed \nwhere it becomes necessary to interfere with any point, signals or their fittings, signal wires, \nany interlocking gear, switches, locking or any other gear, any block working equipment or \ntheir fittings, for the purpose of affecting, repairs or for any other purpose or for making \nalteration in the circuit, the Station Master on duty must be advised in writing on prescribed \nform(Disconnection Memo)and his signature obtained before the work is started and after it \nis completed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 270, + "text": "BLOCK WORKING 247 \n________________________________________________________________________________________________________________ \n \n The disconnection memo should be prepared and offered by the Maintainer / \nInspector, who is authorised to maintain the equipment under his control. In case of \nemergency to prevent a possible accident, a disconnection memo may be issued by any staff \nauthorised to issue disconnection memos but the reconnection portion of the memo will be \nissued only by the proper staff authorised to maintain the equipment. \n The situations, where issue of disconnection memo is called for, can be judged by the \nMaintainer/ SSE(Signal) keeping in view the nature of work involved. A few examples where \ndisconnection memos should be issued and got accepted by the Operating Department before \nexecuting repairs/renewals, or interference of any signalling gear are given below:- \n1. Repairs and replacement of facing point locks and SLM Mechanism along with rod \ntransmission and fittings including lock bar and connecting rods for points and locks. \n2. Repairs and replacement of detectors and their fittings both Mechanical and Electrical. \n3. Changing of Signal point motor, reversers including their controls, cables etc. \n4. Alterations in the SMs slide control frames. SM key locking boxes. \n5. Alterations in locking of lever frames of all types. \n6. Changing of signalling cable. \n7. Repairs to lever locks, circuit controllers, HKTs and other electromechanical \napparatus. \n8. Addition and alterations to wiring of signalling circuits. \n9. Change of signal arms in Semaphore Signalling territories. \n10. Removal of any relay or control of any signal point or any other signalling circuit. \n11. Alterations to axle counters. \n12. In case of route relay panel interlocked installations conducting of various safety \nchecks by simulating condition should only be done under advice of disconnection \nmemo to the operating staff. \n13. Replacement of any parts in the Block Instruments. \n14. Annual testing of signalling cables. \n15. Conducting of broken wire tests should be carried out under disconnection memo. \n The above list is not exhaustive but only a few of the examples have been tabulated. \n For carrying out normal maintenance check and testing signal and interlocking \nequipment which does not involve any disconnection/interference/repair of signalling gear, \nwhich does not involve any unsafe working for train operation, issue of disconnection memo \nis not considered necessary. \n Pre-planned programme for taking disconnections should be normally organized to \navoid repercussions on train services. However, where the issue of disconnection memo \nbecomes essential to ensure safety these can be issued without waiting for prior programme. \nThe Station Master on duty should receive and acknowledge the disconnection memo and \naccept the same normally except when the traffic condition does not permit. In case the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 271, + "text": "248 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nproposed opening of the gear is not permitted the disconnection memo should be returned \nwith clear cut remarks assigning reasons for refusal and an entry to this effect should be \nmade by the SM in his register with the remarks that “could not be accepted due to......... \nreason”. \nS.R. 14.03(2) Disconnection of apparatus - Before taking in hand any block working \nequipment or their fittings for effecting repairs or for any other purpose, the Electric Signal \nMaintainer authorised to do so or the SE (Signal) incharge of the section shall advise the \nStation Master in writing and obtain his signatures before the work is started and after it is \ncompleted. \nS.R. 14.03(3) Precaution to be observed by staff during such working:- \nSMs/ASMs \n(i) Ensure that traffic staff are properly drilled in the work when S&T gears have been \ndisconnected. \n(ii) Permission of Section Controller to be always obtained before accepting disconnection \nmemo. \n(iii) Be sure that a telephone at the site is installed as far as possible by S&T staff and \nconnected with SM/ASMs except at roadside stations. \n(iv) Date and time of permitting disconnection is clearly indicated on the disconnection \nmemo. \n(v) Cabin ASM/Switchman/Cabinman on either side are advised under exchange of Private \nNumber. Station concerned is also advised for issue of Caution Order. \n(vi) Necessary entries are made in the Disconnection register. \n (vii) During the period of time between disconnection and reconnection in case it becomes \nnecessary to pass a train or perform any shunting, a written memo should be given to \nthe SE (Signal) or S&T staff incharge of work about the line and the position of the \npoint in which is required to be set giving details of the shunting to be done/reception \nor despatch of train required. \n(viii) Ensure that the points are set and clamped for the correct route, before any movement \nis permitted. \n(ix) Put your padlock on the clamp to prevent any interference and remove the padlock \nafter completion of movement. \n(x) Train should be received/despatched on “Authority to pass signal in ‘On’ or defective \nposition”. \n(xi) Resume normal working only after reconnection memo is received. \n(xii) Necessary entries should be made in the register and concerned cabins/section \ncontroller be advised under exchange of Private Number and the restriction of speed \nimposed is cancelled. \n(xiii) Entries in the register must be made for all disconnection memo offered by S&T staff, \nincluding those which are rejected, giving reasons for the rejection of the disconnection \na memo in each case.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 272, + "text": "BLOCK WORKING 249 \n________________________________________________________________________________________________________________ \n \nS.R. 14.03(4) Opening of Cabin basement/Relay rooms by S&T staff. \n Whenever any cabin basement/relay room is required to be opened for \nmaintenance/attending failures etc., the following procedure shall be observed:- \n(i) Double lock should be provided on all the cabin basement/relay room including \nstation where S&T maintenance staff are available round the clock. \nOne key of the lock shall be kept with the Station Master in his custody and the \nother with the S&T maintenance staff. Whenever required, the key in the custody \nof the Station Master shall be given to the S&T Maintenance staff and the \ntransaction properly recorded in the Cabin Basement/Relay Room Register \nmaintained at the Station and duly signed by the Station Master and the S&T \nMaintenance staff concerned. Key of each location should be kept single with \nproper label for identification. All keys should not be kept in a bunch. \nThe opening of relay room door shall be progressively linked to data logger. \n (ii) Before parting with the keys of cabin basement, the SM on duty will inform the \nconcerned cabin under exchange of Private Numbers. The entries in this regard \nshould be made in the Train Signal Register/Cabin basement register and cabin \nlog books. \n(iii) On return of the SM’s padlock key by S&T staff, SM on duty should ensure \npersonally or through the concerned cabin that the cabin basements/ relay rooms \nare properly locked. For the cabin basement the SM shall get it ensured through \nthe respective Cabin ASM /Cabinman / Switchman under exchange of Private \nNumbers. \n(iv) During the period when the key of the cabin basement/relay room is with the \nS&T staff, the cabin staff concerned should pre-warn the S&T officials in writing \nregarding the movement of trains. \n(v) S&T staff while carrying out maintenance work / inspection etc. in the cabin \nbasement/ relay room will be personally responsible to ensure that no unsafe \npractices are adopted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 273, + "text": "BLOCK WORKING 249 A \n________________________________________________________________________________________________________________ \n \n(vi) When the key of cabin basement/ relay room is handed over to S&T staff at the \ntime of any failure of Signal/S&T gear the SM should remain extra vigilant and \nin case of the failure of any S&T gear, the first train should invariably be \ndespatched/received on “Authority to pass signal in ‘On’ or defective position” \nand rules prescribed for reception/despatch of trains at the time of failure of \nsignal points should be strictly followed. If a train movement is covered by \n“Authority to pass signal in ‘On’ or defective position”, it should be completed \nas per procedure even if the work of S&T staff is completed and keys are handed \nover back, during the train reception/despatch. Normal working should be \nresumed for subsequent train movements only. \n(vii) At the time of inspection the inspecting official should check that the field staff \nrigidly follows these instructions. \nSR 14.03(5) Action in case of fire in Relay Room if fire Alarm System is installed in \nRelay Room:- \n(A) Custody of Relay Room Key and Procedure for its handing over and taking over \nbetween Station Master and S&T Maintenance Staff:- \nOne extra key of S&T lock of relay room has been provided in a sealed box in ASM’s \nroom. Whenever, there is exigency to take out key of S&T lock of relay room (which \nshall be taken out in emergency such as fire during non availability of S&T Staff at \nstation), seal of the box shall be broken and entries shall be made in Relay Room Key \nregister. S&T Staff shall be advised to again seal the box after the purpose is met for \nwhich key was taken out. \n(B) Action to be taken in case of fire in Relay Room:- \nWhenever hooter of audio alarm system provided in ASM’s room sounds, on duty \nASM should immediately inform section controller on control phone and nearest fire \nstation on phone/mobile. In addition, below mentioned procedure shall be followed:- \n(i) When S&T Staff with S&T Key of relay room is available at station (Panel room \n/Equipment room/Battery room/Duty room):-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 274, + "text": "250 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nWhenever hooter of audio alarm system provided in ASM’s room sounds or fire is detected/ \nsuspected in the relay room, S&T Staff shall take both ASM key & S&T key, open the locks of \nrelay room immediately and extinguish the fire by using fire extinguisher provided in relay room. \nIf need be, extra fire extinguisher available at the station shall be utilized. S&T Staff shall take \nhelp of operating and other Railway staff available at station to assist in controlling relay room \nfire. There is acknowledgement button on fire alarm panel provided in ASM’s room. It shall be \nacknowledged only when fire has been brought under control. Continuous ringing of fire alarm \nhooter till such time fire has been brought under control will ensure that more and more Railway \nstaff and general public will get attracted to alarm sound and maximum assistance can be \nobtained. \n(ii) When S&T Staff with S&T Key of relay room is not available at station:- \nWhenever hooter of audio alarm system provided in ASM’s room sounds or fire is detected/ \nsuspected in the relay room, on duty ASM shall immediately take out S&T key of relay room by \nbreaking the seal of box. He should also take out ASM key of relay room and use both these keys \nto open the relay room and check for fire in relay room and extinguish it by using fire \nextinguisher provided in relay room. If need be, extra fire extinguisher available at the station \nshall be utilized. ASM shall take help of another Railway staff available at station to assist in \ncontrolling relay room fire. There is acknowledgement button on fire alarm panel provided in \nASM’s room. It shall be acknowledged only when fire has been brought under control. \nContinuous ringing of fire alarm hooter till such time fire has been brought under control will \nensure that more and more Railway staff and general public will get attracted to alarm sound \nand maximum assistance can be obtained. \n \nB. BLOCK STATIONS AT WHICH ELECTRICAL BLOCK INSTRUMENTS TRACK \nCIRCUITS OR AXLE COUNTERS ARE PROVIDED. \n14.04. CERTIFICATE OF COMPETENCY.- \n (1) No person shall operate the electrical block instruments until he has passed a test in \nthe operation of block instruments and unless he holds a certificate of competency \ngranted by a railway servant appointed in this behalf by the Railway \nAdministration. \n(2) The certificate of competency referred to in sub-rule (1) shall only be valid for a \nperiod of three years or such longer period as may be laid down by special \ninstructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 275, + "text": "250 A BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nS.R. 14.04 The Principal, Zonal Railway Training Institute, Udaipur is authorised to examine and \nto issue and renew, certificate of competency valid for a period of three years from the date of the \nprevious test as shown in the certificate. \n However, in exceptional circumstances, the validity of a competency certificate issued by the \nPrincipal, Zonal Railway Training Institute, Udaipur, to Class III Transportation staff may be \nextended locally by an officer not below the rank of an AOM/ATM. Such extension will be valid \nfor a period of two years only and in no case shall the validity of a Competency Certificate be so \nextended more than once. \n14.05. BELL CODE.- For the signalling of trains, the prescribed code of bell signals as \ndetailed below, shall be used, and a copy thereof shall be exhibited in each block station \nnear the place of operation of the block working equipment:– \n \nRef \nNo. Indication Code How \nsignalled \nHow \nacknowledged \n1. CALL ATTENTION, OR ATTEND \nTELEPHONE. O One stroke \nor beat. \nOne stroke \nor \nBeat. \n2. IS LINE CLEAR, OR LINE CLEAR \nENQUIRY. OO Two Two \n3. TRAIN ENTERING BLOCK SECTION OOO Three Three \n4. (A) TRAIN OUT OF BLOCK SECTION \n(B) OBSTRUCTION REMOVED OOOO Four Four \n5. (A) CANCEL LAST SIGNAL \n(B) SIGNAL GIVEN IN ERROR OOOOO Five \n \nFive \n \n6. (A) OBSTRUCTION DANGER SIGNAL \n(GENERAL). OOOOOO Six Six \n(B) STOP AND EXAMINE TRAIN OOOOOO–O Six pause \nOne \nSix pause \nOne \n(C) TRAIN PASSED WITHOUT TAIL \nLAMP OR TAIL BOARD OOOOOO–OO Six pause \nTwo \nSix pause \nTwo \n(D) TRAIN DIVIDED OOOOOO–OOO Six pause Three Six pause \nThree \n(E) VEHICLES RUNNING AWAY IN \nWRONG DIRECTION ON DOUBLE \nLINE OR INTO THE BLOCK \nSECTION ON SINGLE LINE. \nOOOOOO–\nOOOO \nSix pause \nFour \nSix pause \nFour \n(F) VEHICLES RUNNING AWAY IN \nRIGHT DIRECTION ON DOUBLE \nLINE. \nOOOOOO–\nOOOOO \nSix pause \nFive \nSix pause \nFive \n7. TESTING. OOOOOOOO \nOOOOOOOO Sixteen Sixteen", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 276, + "text": "251 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nNote.- (1) ‘O’ INDICATES A STROKE OR A BEAT AND ‘—’ INDICATES A PAUSE. \n (2) EACH SIGNAL SHALL BE GIVEN SLOWLY AND DISTINCTLY. \n(3) EXCHANGE OF BELL CODES UNDER REFERENCE NUMBER 3 AND 4 ARE \nNOT REQUIRED IN A SECTION WITH BLOCK PROVING AXLE COUNTER \nOR TRACK CIRCUIT HAVING COMPLETE TRACK CIRCUITING OF \nSTATION YARD EXCLUDING NON RUNNING LINES ON EITHER END. \n \n14.06. ACKNOWLEDGEMENT OF SIGNALS.- \n \n(1) Each signal received shall be acknowledged by sending its authorised \nacknowledgement. \n(2) No signal shall be acknowledged until it is clearly understood. \n(3) A signal shall not be deemed to be complete until it is acknowledged. \n(4) If the station to which a signal is sent does not reply, the signal shall be repeated at \nintervals of not less than 20 seconds until reply is received. \n \n 14.07. TRAIN SIGNAL REGISTER.– \n \n(1) A Train Signal Register shall be kept by the Station Master or under his orders. \n(2) All signals received or sent on the electrical block instrument and the timings of \nreceipt and despatch shall be entered therein, immediately after \nacknowledgement, by the person operating the block instrument. \n(3) The timings entered in the register shall be the actual timings, except that any \nfraction of a minute shall be counted as one. \n(4) All entries in the register shall be made in ink. \n(5) No erasure shall be made in the register, but if any entry is found to be incorrect, a \nline shall be drawn through it, so that it may be read at any time and the correct \nentry shall be made above it. \n(6) The person who keeps the register for the time being shall be responsible for all \nentries made therein and for correctly filling in each column thereof. \n \nS.R. 14.07(1) Train Signal Register - The Specimens of Train Signal Registers for single line \nand double line are given in the Block Working Manual. \nS.R. 14.07(2) When an entry is found to be incorrect, corrections made vide G.R. 14.07(5) \nshould be initialled by S.M. on duty. \nS.R.14.07 (3) The Station Master, who makes any entry for a train shall continue on duty till \nall entries affecting that train are completed. By this is meant that the person who gives \npermission for a train to enter the Block Section shall remain on duty till the train has \narrived and “Train Out of Block Section” signal has been given and acknowledged. The \nperson who received permission for a train to enter the Block Section shall also remain on \nduty till the “Train Out of Block Section” signal is received and acknowledged.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 277, + "text": "252 BLOCK WORKING \n________________________________________________________________________________________________________________ \nS.R. 14.07(4) In the case of a Material Train working in the Block Section or a train that has \nbeen disabled in the Block section or a train which cannot proceed due to impassable \nobstruction. S.R.14.07 (3) need not be observed but the entry in the Train Signal Register \nshall be initialled by both. An entry shall also be made in the diary and initialled by both. \nS.R.14.07 (5) Keeping of Train Signal Register - The date at the top of the page will be at the \ndate of the first entry on the page. When going off duty, the Station Master must enter into the \nTrain Signal Register “Relieved……hrs. date………..”, sign his name and draw a line across \nthe book below his signature. \n The relieving Station Master will first inspect the block instrument and Train Signal \nRegister and see that the indications on the block instruments correspond with the entries in \nthe Train Signal Register and that all is in order. When he is satisfied, he will enter below the \nline “Taken over ………….hrs. date………….” and sign the full name. \nS.R.14.07(6) Receipt and disposal of Train Signal Register - On receipt, Station Master will \ncheck the pages of the Train Signal Register and, if correct, sign a certificate on the first \npage to this effect. Books not in use must be kept locked. Used books will be kept for a period \nof 12 months. \n \n14.08. AUTHORITY TO PROCEED. - The Driver shall not take his train from a block \nstation unless he has been given an authority to proceed - \n \n(a) on the double line, by the taking ‘Off’ of the last Stop signal, and \n(b) on the single line, either - \n(i) by a token for the block section, taken from an electrical block instrument, \nor \n(ii) by a Line Clear Ticket duly signed by the Station Master, or \n(iii) by any document prescribed in this behalf by special instructions, or \n(iv) by the taking ‘Off’ of the last Stop signal in lieu of tangible authority as \nmentioned in sub-clauses (i) to (iii) on sections provided with electrical block \ninstruments of tokenless type or track circuits or axle counters. \n \nS.R. 14.08 On a double line section, when the failure of the last stop signal does not render \nBlock instrument out of commission, Line Clear working shall continue to be done on the \nBlock instrument itself, but while despatching a train into the Block section, an endorsement \nshall be made on the form T 369-(3b) “Authority to pass signal in ‘On’ or defective position” \nby the Station Master to the effect that “Line clear has been obtained on block instrument”. \nThe Private Number received from the Block station in advance shall also be recorded \nthereon. The driver shall not take his train into the Block section unless this remark has been \nmade on form T 369-(3b) “Authority to pass signal in ‘On’ or defective position”. Also see \nSR 3.70. \n \n14.09. DRIVER TO EXAMINE AUTHORITY TO PROCEED. – \n \n(1) The Driver shall ensure that the authority to proceed given to him is the proper \nauthority under the system of working and refers to the block section he is about \nto enter, and if the said authority is in writing that it is complete and duly signed \nin full and in ink.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 278, + "text": "253 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n(2) If the conditions mentioned in sub - rule (1) are not complied with, the Driver shall \nnot take his train past or start from the station until the mistake or the omission is \nrectified. \n \n14.10. CONDITIONS FOR CLOSING THE BLOCK SECTION.- \n \n(1) When the block section has been cleared by the arrival of the train or by the \nremoval of the cause of blocking, the block section shall be closed by the block \nstation in advance by giving the prescribed bell code signal. \n(2) Before such signal is given, the Station Master shall satisfy himself - \n(a) that the train has arrived complete, or the cause of blocking the section has \nbeen removed, and \n(b) that the conditions under which Line Clear can be given, are complied \nwith. \n(3) The provision of clause (b) of sub-rule (2) may be relaxed at class ‘A’ single line \ncrossing stations. In such cases, the Station Master shall satisfy himself that the \ntrain is standing at its Starter clear of the line on which the second train is to run. \n(4) In a section with block proving axle counter or track circuit and complete track \ncircuiting of station yard, excluding non-running lines on either end, block section \nclear indication provided with such equipment shall also ensure compliance of the \nprovision of sub rules (1),(2) and (3) above. \n \n14.11. RESPONSIBILITY OF STATION MASTER AS TO AUTHORITY TO \nPROCEED.- \n \n(1) An authority to proceed shall not be given to the Driver until the procedure \nprescribed for the purpose, so far as it is applicable in the particular case, has been \nfollowed. \n(2) An authority to proceed shall not be given to the Driver except by the Station \nMaster or by some railway servant appointed in this behalf by special instructions. \n(3) The Station Master shall see that the authority to proceed given to a Driver is \naccurate and that, when it is in writing, it is complete and is signed in full and in \nink. \n(4) If the train stops at the station and is waiting to cross another train, the authority \nto proceed shall not be given to the Driver until the whole of the latter train has \narrived and is clear of the running line for the former train. \n(5) If two engines are coupled together or if one engine is in front and another in rear \nof the train, the authority to proceed shall be given to the Driver of the leading \nengine.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 279, + "text": "254 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \nS.R. 14.11 The authority to proceed may be given to the Driver by any railway servant on \nduty under instructions of the Station Master. \n(Detailed instructions are given in the Block Working Manual) \n \n14.12. SPECIAL RESPONSIBILITY AS TO ELECTRICAL TOKEN INSTRUMENTS \nAND TO THE TOKEN.- \n(1) The Station Master shall be responsible to ensure that - \n(a) no one but himself operates the electrical block instruments; \n(b) the procedure regarding bell signals and in addition any Communication made \nby electrical communication instruments including the use of a Private \nNumber, as laid down under special instructions, is correctly carried out; \n(c) in the case of stopping trains, the incoming token is surrendered by the \nDriver before an outgoing token is delivered to him; \n(d) when he receives the token of an incoming train, it is put in the electrical \nblock instrument immediately; and \n(e) no one except the person authorised by special instructions opens the \nelectrical block instruments. \n(2) (a) A token shall not be taken out of an electrical block instrument earlier than \nnecessary and when taken out, its number shall be recorded in the Train \nSignal Register, and it shall be kept in the personal custody of the Station \nMaster till issued to a Driver or returned to the instrument. \n(b) On arrival of the train at the block station in advance, the Driver shall \ngive up the token in accordance with special instructions and this token \nshall then be placed in the electrical block instrument at that station. \n(c) If the train has to return to the block station from which it started, the token \nshall, on such return, be replaced in the electrical block instrument from \nwhich it was extracted. \n \nS.R. 14.12 (1) Details of use of private number as laid down in Block Working Manual shall \nbe followed. \n \nS.R. 14.12 (2) Electric Signal Maintainer authorised to do so and the SSE(Signal) incharge of \nthe section are authorised to open the Electrical Block Instruments.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 280, + "text": "255 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n14.13. FAILURE OF ELECTRICAL BLOCK INSTRUMENTS OR TRACK \nCIRCUITS OR AXLE COUNTERS.- \n(1) If the electrical block instruments, track circuits or axle counters or their electric \nconnections fail, Line Clear shall be obtained through the electrical \ncommunication instruments. \n(2) When Line Clear has been so obtained, an entry to that effect shall be made in the \nTrain Signal Register, and the train may be allowed to proceed on the issue of a \nwritten authority to proceed, which shall also bear a remark to that effect. \n \nS.R. 14.13 Detailed instructions for taking Line Clear in case of failure of Block instruments \nshall be incorporated in the Block Working Manual. \n \n14.14. CLOSING OF INTERMEDIATE BLOCK POST.- If the electrical block \ninstruments provided at the stations on either side of an Intermediate Block Post or \nthe track circuiting provided beyond the Last Stop signal, or the axle counters \nprovided at either end of block section fail, the Intermediate Block Stop signal shall \nbe treated as defective and the Intermediate Block Post shall be deemed to be closed \nand the section between the stations on either side of the Intermediate Block Post shall \nbe treated as one block section. \n \n \nC. BLOCK STATIONS AT WHICH ELECTRICAL BLOCK INSTRUMENTS ARE \nNOT PROVIDED. \n \n14.15. TRANSMISSION OF SIGNALS .- For the working of trains at such stations \nwhere electrical block instruments are not provided, signals as prescribed under \nspecial instructions shall be transmitted, as occasion may require, on the electrical \ncommunication instruments. \nS.R. 14.15 Detailed instructions regarding work of trains at such stations where Electrical \nBlock Instruments are not provided, are included in the Block Working Manual. \n \n14.16. TRAIN SIGNAL REGISTER. - The Train Signal Register referred to in Rule \n14.07 shall also be maintained at block stations where block instruments are not \nprovided. \n \n14.17. FORMS FOR MESSAGES AND WRITTEN AUTHORITY TO PROCEED.- \n(1) All messages despatched in connection with the working of trains, and all written \nauthorities to proceed, shall be written on forms specially provided for the \npurpose by the Railway Administration. \n(2) Such forms shall be bound up in books and kept at each block station by the \nStation Master, or by some railway servant appointed in this behalf by special \ninstructions. \n \nS.R. 14.17 Details of various forms for the purpose of GR 14.17, as laid down in the Block \nWorking Manual shall be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 281, + "text": "256 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n14.18. DISTINCTION OF MESSAGES.- \n(1) Every messages despatched in connection with the working of a train shall \ndistinctly describe the train to which it relates. \n(2) For every train, a separate inquiry and reply shall be sent. \n \n14.19. WRITING AND SIGNING OF MESSAGES AND WRITTEN AUTHORITIES \nTO PROCEED.- \n \n(1) All messages despatched in connection with the working of trains, and all written \nauthorities to proceed, shall be written up in ink and signed by the person \nauthorised to despatch or issue the same. \n(2) No messages or written authority to proceed shall be written out, either in full or \nin part, or signed, until necessary. \n \n14.20. COMPLETION OF MESSAGES .- No part of any message shall be despatched \nor acted upon until the whole message has been written out except with a view to the \nprevention of an accident or in some other case of emergency. \n \n14.21. PRESERVATION OF MESSAGES AND WRITTEN AUTHORITIES TO \nPROCEED.- Messages and written authorities to proceed shall be destroyed at such \ntime after issue as may be prescribed by special instructions : \n Provided that no message or written authority to proceed shall be destroyed before \none month after issue. \n \n14.22. CANCELLATION OF LINE CLEAR.- On a single line when a Line Clear has \nbeen cancelled, no train shall be allowed to leave in the opposite direction until a \nmessage has been received acknowledging such cancellation and stating that the train \nfor which the Line Clear has been given is and shall be detained. \n \n14.23. DRIVER TO HAVE AUTHORITY TO PROCEED .- The Driver shall not take \nhis train from a station unless he has in his possession, as his authority to proceed \n,a Line Clear Ticket duly signed by the Station Master. \n \n14.24. AUTHORITY TO PROCEED : WHEN TO BE GIVEN TO DRIVER .-An \nauthority to proceed shall not be given to the Driver until the procedure prescribed for \nthe purpose, so far as it is applicable in the particular case, has been followed. \n \nD. PAPER LINE CLEAR TICKETS. \n \n14.25. PAPER LINE CLEAR TICKET.– \n \n(1) When owing to failure or non-provision of electrical block instruments the \nauthority to proceed is a Line Clear Ticket, it shall be in prescribed format.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 282, + "text": "257 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n \nForm No. T/D 1425 \n ………………. Railway Sr.No…………… \nPAPER LINE CLEAR TICKET \nDown (Driver/Record) \n \nNumber of Train ……………… Down Description……………………………. \nDate ………………. Time …………..hours…………….Minutes………………… \n \nFrom : Station Master …………………………………. \nTo : The Driver of Train No. ……………… Down \n \nThe line is clear and you are authorised to proceed to ……………… station. \nLast Train No………… cleared section at …………………………... station. \nPrivate No. (in words)…………………………(in figures) …………………. \n \nAUTHORITY TO PASS SIGNAL AT \"ON\" POSITION \n \n* You are authorised to pass the Last Stop Signal in danger, when the signal is interlocked with Block \nInstrument. \n……………………………. \nSignature of Station Master \n Station Master's Stamp \n* Strike out which ever is not applicable. \nForm No. T/C 1425 \n ………………. Railway Sr.No…………… \nPAPER LINE CLEAR TICKET \nUp (Driver/Record) \n \nNumber of Train …………………… Up Description……………………………………… \nDate ………………. Time …………..hours…………Minutes…………………….. \n \nFrom : Station Master …………………………………. \nTo : The Driver of Train No. ……………… Up \n \nThe line is clear and you are authorised to proceed to ………………………… station. \n Last Train No……………… cleared section at ……………………………….. station. \n Private No. (in words)………………………… (in figures) ……… \n \nAUTHORITY TO PASS SIGNAL AT \"ON\" POSITION \n \n* You are authorised to pass the Last Stop Signal in danger, when the signal is interlocked with Block \nInstrument. \n……………………………. \nSignature of Station Master \n. Station Master's Stamp \n* Strike out which ever is not applicable", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 283, + "text": "258 BLOCK WORKING \n________________________________________________________________________________________________________________ \n \n(2) Each such ticket shall bear a serial number which shall be recorded in the Train \nSignal Register, the numbers for the Down direction being clearly distinguished \nfrom those for the UP direction. \n(3) The ticket referred to in Sub-rule (1) and (2) shall be printed on white paper with \nblue font. To distinguish Paper Line Clear Ticket for Up and Down direction, \nwatermark arrow pointing Up and Down will be printed on the ticket. \n \n \nE. USE AND OPERATION OF BLOCK WORKING EQUIPMENT. \n14.26. USE AND OPERATION OF BLOCK WORKING EQUIPMENT. - The use \nand operation of electrical block instruments shall be governed by special instructions \nto be issued with the prior approval of the Railway Board. \n \nS.R. 14.26 Instructions for use and operation of block working equipment are embodied in \nthe Block Working Manual. \n \n*************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 284, + "text": "259 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nCHAPTER XV \nPERMANENT WAY AND WORKS \n \nA. RAILWAY SERVSANTS EMPLOYED ON THE PERMANENT WAY OR WORKS. \n \n15.01. CONDITION OF PERMANENT WAY AND WORKS. - Each Inspector of Way \nor Works shall be responsible for the condition of the permanent way and works under \nhis charge. \n \n15.02 MAINTENANCE OF LINE. - Each Inspector of Way or Works shall - \n(a) see that his length of line or works in his charge are efficiently maintained, and \n(b) promptly report to the Engineer-in-charge all accidents to, or defects in the \nway or works, which he considers likely to interfere with the safe running of \ntrains, at the same time taking such actions as may be necessary to prevent \naccidents. \n \nSR.15.02 SE/JE (P.WAY), who receives a report about a defect in permanent way, shall \nimmediately inspect way and take all possible measures to ensure the removal of defects \nfound and shall take action as indicated in GR. 15.02. \n \n15.03. KEEPING OF MATERIAL. - Each Inspector of Way or Works shall see to the \nsecurity of all rails, chairs, sleepers and other material in his charge, and ensure that \nsuch of the said articles as are not actually in use are properly stacked clear of the line \nso as not to interfere with the safe running of trains. \n \nS.R. 15.03 The stock of permanent way materials, tools, etc., not in use, shall not be left \nunguarded. \n \n15.04. INSPECTION OF PERMANENT WAY AND WORKS. - \n \n(1) Every portion of the permanent way shall be inspected daily on foot by some \nrailway servant appointed in this behalf by special instructions: \nProvided that the interval between such inspections may, under approved special \ninstructions, be increased to once in two days in the case of lines with light and \ninfrequent traffic. \n(2) All bridges and works including signals, signal wires, interlocking gear, points and \ncrossings, overhead equipment and any other equipment affecting the safety and \nworking of trains shall be inspected regularly in accordance with special \ninstructions. \n \nS.R. 15.04(1) The special instructions referred to in the General Rule 15.04(2) are laid down \nin the respective manuals and codes. \nSR 15.04 (2) SE/JE (P.Way) must trolly over the running lines on their length at least twice a \nweek. During these inspections the condition of bridges, cuttings, level crossings, fastenings \nbesides that of the permanent way must be attended to.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 285, + "text": "260 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nSR 15.04 (3) Inspection of signals and interlocking – SE/JE (Signal) must inspect all the \nmechanical and electrical signals and interlocking apparatus and must make a night \ninspection of signal lights once a month. \nSR 15.04 (4) Joint Inspection of Points & Crossings – SE/JE (P.Way) and SE/JE (Signal) will \ncarry out inspection of Points & Crossings as per the laid down schedule. \n \n15.05. PATROLLING OF LINES. - \n \n(1) In addition to the inspection referred to in Rule 15.04, whenever any portion \nof a railway is likely to be endangered by abnormal conditions such as heavy \nrains, breaches, floods, storms and civil disturbances, the line shall be patrolled \nin accordance with special instructions. \n(2) When a railway servant deputed to patrol the line, notices any condition likely to \naffect the safety of trains or otherwise apprehends danger, he shall take action in \naccordance with special instructions prescribed for the purpose to protect the \nobstruction on line and thereafter inform the nearest Station Master by the most \nexpeditious means. \nSee also GR 3.62. \n \nSR 15.05 (1) Weather Warning and patrolling of line:- \n(A) Weather Warning- Arrangements exist with the Meteorological Department of \nGovernment of India for issuing telegrams of warning whenever storms, gales or heavy \nrainfall are expected. \n \n The Station Master on duty on receiving a telegram or message regarding the weather \nwarning will immediately pass on the information to the A.E.N., SSE/ JE(P.Way), or the \nMate, as the case may be, and obtain his acknowledgement. The mate at the station on \nreceiving the warning message will depute two reliable gangmen for alerting gangs \nbetween stations on either side. \n \n(B) Patrolling of the line:- \n (i) Detailed instructions for patrolling the line including bridges etc., as also the duties of the \npatrolmen and others concerned are issued by the Engineering Department to all concerned. \n \n(ii) Patrol Charts- Patrol charts for each section where patrolling is required \nto be carried out, will be prepared by the Divisional Engineer after the \npublication of the Time Table to come into force according to the \ninstructions in force. Copies of these patrol charts together with a statement \nshowing places where drivers, when running to time, may expect to pass patrolmen, shall, in \naddition to others concerned, be supplied to the SSE(Loco) concerned for information \nof the drivers. This would enable the drivers to know where to expect patrolmen, as they can", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 286, + "text": "261 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nthen proceed with confidence when the men are present and be cautious when men are found \nabsent. \n \n(iii) Patrol Books- \n \n (1) Patrol Books containing a sufficient number of pages should be supplied to each \npatrolman with a tin case. \n(2) The books shall be serially numbered to correspond with the number of the \npatrolman on each section. The first page of the book shall contain the name of the \npatrolman, kilometrage of the patrol section and its number. The remaining pages \nwill contain columns for date, station, time of arrival and departure and signature \nof Station Master on duty. \n(3) The Patrolman whose beat terminates at station shall present the patrol book in his \npossession to the Station Master on duty who will enter therein the time of arrival \nand departure and sign the book. \n Patrolmen at the meeting place of their beats will exchange their patrol books and \nreturn in accordance with their charts. In this way each patrol book will be \nconveyed from one station to the other and back again. \n(4) If a patrolman on arrival at the end of his beat does not find the next patrolman to \ntake over the book, he must proceed ahead until he meets him. The patrolman \nshould report the absence of any man from his beat to the Mate on the same day if \nhe passes the gang quarter otherwise the next day as early as possible. \n(5) The Station Master on duty will see that men come on duty fully equipped with their \nlamps which are trimmed and filled with oil and that they leave for their beats \naccording to time. \n(6) If a patrolman, who is due to arrive at a station does not turn up at the appointed \ntime or does not turn up at all, the Station Master on duty will take the following \naction:- \n(a) Stop run through train proceeding into the Block section; \n(b) advise the Station Master at the other end of the section to take similar action \nand also advise the controller; \n(c) issue caution order on Form T-409 to all trains proceeding into the block \nsection advising the driver to be on the alert and specify a speed restriction of \n40 KMPH during the day when the visibility is clear and 15 KMPH during the \nnight or when visibility is impaired. \n The caution order referred to under item (c) above will be issued until the \npatrol man from the other end of the patrol section arrives at the station and \nreports that all is well. In cases where the patrolman does not turn up at all, \nthe Station Master concerned should initiate action to ascertain the reasons \nthereof.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 287, + "text": "262 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(7) Whenever a patrolman detects any damage to the line, he will immediately arrange \nto protect the line with detonators and red signal lamps, and will arrange to send \ninformation to the nearest station or if cut off by an impassable obstruction, to the \nstation in opposite direction reporting the occurrence to the Station Master. He will \nalso send information to the Mate and SE (P.Way). \nThe Station Master receiving this advice will:- \n(a) stop trains entering block section; \n(b) advise the Station Master at the other end of the block section of the position; \nand \n(c) advise the control and the other concerned. When subsequently he receives \nadvice, that the line is clear of obstruction and fit for train running, he will \nadvise control and all other concerned immediately. \n(C) Vulnerable points:- All the vulnerable points will be required to be watched by static \npatrols, all such points being carefully selected by the D.E.N. All vulnerable points \n(including vulnerable bridges) will be provided with sign-boards fixed at a distance of \n800 metres on either side of the vulnerable points. These sign boards will consists of \n600 mm square board painted yellow and bearing 300 mm high letter ‘P’ in black. Its \nheight will be 2150 mm from rail level to the under side, and the post on which it is \nfixed should be painted with 300 mm high bands painted in white and black. It should \nbe so located that it falls within the beam of engine head light so that it can be easily \nspotted by the driver at night. When the driver of the train comes across such a sign \nboard, whether by day or by night, he will remain specially vigilant and be prepared at \nany moment to reduce the speed of his train or stop, should he receive the signal form \nthe static watchmen or patrolmen at site or should he himself observe any danger to the \ntrack. The rear of the sign-board beyond the vulnerable point will indicate to the driver \nthat the vulnerable point has been completely passed by his train and the letter ‘E’ 300 \nmm high (Black on yellow) will appear. The locomotive drivers will be made aware of \nthese instructions by the SSE(Loco) of the Shed, which the D.M.E. of the division will \nensure. These instructions will apply only during the period these sign-boards exist. The \nDEN’s have orders to fix these boards immediately before the monsoon and remove \nimmediately after the monsoon. \n(D) Officers and Supervisors of Engineering and Transportation Departments during \ninspection of station should check station diaries to ensure the Station Master record \ncorrectly the time of arrival and departure of patrolman as required vide item (B) (iii) \n(3) above. \nSR 15.05 (2) Patrolling of the line by Gangmate and Gangman during storm and heavy rain:- \nWhen there are sudden storms or heavy rain at any period during the year, the Mate and as \nmany of his men as are necessary must patrol the line by day and night, especially parts \nknown to be weak, high banks which dam up water, bridges through which there is an \nabnormal flow of water and the ends of the cuttings. The SE (P.Way) shall ensure that such \npatrolling is carried out. Special direction for the patrolling of the sections with steep \ngradients or tunnels are contained in the Ghat Rules.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 288, + "text": "263 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nSR 15.05 (3) The special instructions also include instructions as laid down in ‘Monsoon \nInstructions’ issued by the Chief Track Engineer, North Western Railway. \n \n15.06. WORK INVOLVING DANGER TO TRAINS OR TRAFFIC.- A gang shall not \ncommence or carry on any work which will involve danger to trains or to traffic \nwithout the previous permission of the Inspector of Way or Works, or of some \ncompetent railway servant appointed in this behalf by special instructions; and the \nrailway servant who gives such permission shall himself be present to superintend \nsuch work, and shall see that the provisions of Rules 15.08 and 15.09 are observed . \n \n Provided that, in case of emergency, when the requirements of safety warrant the \ncommencement of any such work before the said railway servant can arrive, the \nGangmate may commence the work at once and shall himself ensure that provisions of \nRule 15.09 are observed. \nS.R. 15.06 Officials authorised to give permission to commence works:- These persons shall \nbe- \n (a) A Signal Maintainer whether Electrical or Mechanical who has been granted a \ncertificate of competency by artisan school or as a temporary measure by the SE (Signal) \ndeclaring that he understands all the relevant rules and instructions pertaining to his duties \nand is competent to undertake the work which may necessitate interference with points, lock \nbars, detectors, signals, etc., independently may also undertake such works except \ninterference with the locking arrangement in an interlocked lever frame. This certificate of \ncompetency shall be valid for a period of five years when issued by artisan school and for a \nperiod not exceeding three years if issued by a SE (Signal). \n(b) A Permanent Way Mistry, holding written certificate issued by the Divisional Executive \nEngineer concerned that he knows and understands the General and Subsidiary Rules and \ninstructions in the Way and Works Manual, relevant to the duties and procedure involved and \nspecially authorised for the purpose, may also undertake removal/renewal of a rail or sleeper \nonly. The certificate will be valid for three years from the date of issue and will only be \napplicable to the particular section or sections mentioned therein. \n \n15.07. WORK IN THICK, FOGGY OR TEMPESTUOUS WEATHER IMPAIRING \nVISIBILITY. - In thick, foggy or tempestuous weather impairing visibility, no rail \nshall be displaced and no other work which is likely to cause obstruction to the \npassage of trains shall be performed, except in cases of emergency. \n \n15.08. PRECAUTIONS BEFORE COMMENCING OPERATIONS WHICH WOULD \nOBSTRUCT THE LINE. – \n \n(1) No person employed on the way or works shall change or turn a rail, disconnect \npoints or signals, or commence any other operation which would obstruct the line \nuntil Stop signals have been exhibited and where prescribed detonators used; \nand if within station limits, he has also obtained the written permission of the \nStation Master and all necessary signals have been placed at ‘‘On’’. \n(2) No work involving removal of any rail from the track shall be under taken without \ntraffic block, except as provided in sub - rule (3).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 289, + "text": "264 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(3) In emergent cases, the engineering official not below the rank of Permanent Way \nInspector grade – III, under taking such operations shall first bring the train to \nstop and advice the driver of the train about the need to stop the train through a \nwritten memorandum. The engineering official shall simultaneously arrange to \nsend a message to the Station Master for the need to block the track and obtain a \nwritten confirmation of the same. In such emergent cases, work shall be \ncommenced only after advising the driver and bringing the train to a stop. \n Provided that the exhibition of Stop signals may be dispensed with, if such \noperations are performed or carried out after the necessary signals, other than \nAutomatic Stop Signals, have, in addition to being placed in the ‘On’ position, \nbeen disconnected, so that such signals cannot be taken ‘Off’ again until it is safe \nto do so and the corresponding adequate distance beyond such signals is kept \nclear. \n Provided further that when the area of work is controlled by Automatic signals, \nthe railway servant in charge of the work shall post a competent railway servant at \nan adequate distance in rear of the site of the work to stop and warn any train \napproaching the affected area. \nS.R. 15.08(1)(a) The SE (Signal) or the person incharge of the work shall, before taking in \nhand any disconnection of points, signal lock bars, or detector etc. will advise the Station \nMaster in writing on form S&T (T/351). After the work has been completed and the \ndisconnected gear reconnected he will again give written notice on the prescribed form to the \nStation Master and obtain his written acknowledgement. \n(b) In the interval between disconnection and reconnection, if it is necessary to pass train or \nperform any shunting movement the Station Master on duty must advise the SE (Signal) or \nthe person incharge of the work, by a memo stating in which position the points are to be set. \nThe Station Master or other authorised staff on this behalf, shall with the permission of the \nSE (Signal) or the person incharge of the work, then arrange to set and clamp the points in \nthe desired position making it safe for the passage of trains. It shall be the duty of the Station \nMaster or any authorised person on this behalf to see that the points are set and clamped for \nthe correct route and then put his padlock on the clamp so as to prevent any interference \ntherewith subsequently until the completion of the train or shunting movement, as the case \nmay be. The padlock or clamp should be removed by the Station Master, or the authorised \nperson, after completion of the train or shunting movement, and then the SE (Signal) or the \nperson incharge the work can resume work on the gear. \nS.R.15.08 (2) Acquaintance with the Movement of Trains- The Officials referred to in SR \n15.06 must study the Working Time Table and special train notices so that they may be \nthoroughly acquainted with the timings of trains on sections concerned where works are to be \nundertaken. \n \nS.R. 15.08 (3) Works Requiring Total Block of line in a Station Yard:- \n(a) Work involving the removal of rails, renewal of switches, crossing or sleepers or any \nwork which will affect the safe working of trains in station limits, must not be commenced by \nthe E ngineer in g offic ial s in charge of the w ork witho ut previous advice", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 290, + "text": "265 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nin writing to the Station Master on duty and except in an emergency in the case of interlocked \npoints, to the SE (Signal) as well. Acknowledgement of the Station Master must be received \nbefore commencement of work. Such acknowledgement shall not be given until the relevant \nsignals have been placed at ‘ON’. \n \n(b) Before commencing work on a line which can be isolated from other running lines, the \nEngineering official should ensure that the line has been isolated and retain the keys of the \nlocking devices in his possession. Where isolation is effected by the setting of points, they \nmust be locked by means of clamps or bolts and cotters. \n \n(c) Before commencing work on a line which can not be isolated from other running lines, the \nEngineering official should provide the prescribed hand signals, detonators and banner \nflags, at point not less than 30 metres on both sides of the work. \n \n(d) On completion of the work, The SE (P.Way) shall issue a notice of cancellation in writing \nto the Station Master and, where necessary, to the SE (Signal) as well. \n \n(e) If it becomes necessary to pass a train during the time the works is in progress or when \npoints are disconnected, the Engineering official in charge of the work will be responsible for \nrestoring the track to a condition to ensure the safe passage of the train and will give a \nwritten assurance to the Station Master that he has done so. The Station Master will then be \nresponsible to ensure that the points are correctly set and locked as required by the rules for \nthe passage of the train. The engineering official shall not again interfere with the track until \nhe has received a written intimation from the Station Master that work may be resumed. \n \nS.R. 15.08 (4) Works requiring total block of the line between stations:- \n \n(a) Works requiring total block- \n \n (1) where breaking the permanent way for period exceeding half an hour is involved, work \nshould be done under block protection. \n \n(2) On sections where the traffic position permits, even casual renewals of rails may \npreferably be carried out under protection of block. If for any reasons, it is not possible to \ncarry out the work under ‘ Block Protection’ the work should be done under the supervision \nof an official not lower in rank than P.W. Mistry who should be equipped with a field \ntelephone to keep in touch with control and to ascertain the position of trains. \n \n(3) In all cases on relaying/renewal of track on the approach to a bridge or on a high \nembankment exceeding 2 meters in height, engineering block must be imposed. \n \n(b) Preliminary arrangements for imposing the Block:- \n \n(1) Except in very urgent cases, arrangements for blocking the line between stations must be \ndiscussed by the Sr.DEN/DEN with the Sr. Divisional Operations Manager/DOM some time", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 291, + "text": "266 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nbefore the block is imposed. The designation of the Engineering official who will impose and \nremove the block must also be decided at the same time. \n \n(2) The Sr. Divisional Operations Manager/DOM will then issue instructions to the Station \nMaster on each side of the section which may be blocked and Station Master of the train \nordering stations concerned, stating the dates and the time during which the section is to be \nblocked, the number of the last train, which is to pass over the section, before the block is \nimposed on each occasion, the trains which must be cancelled because of the block and any \nother particulars, and will conclude by stating which engineering official will impose and \nremove the block on each occasion . The instructions are to be issued by letter, if there is \ntime. The instructions must be acknowledged by the those to whom these are issued. \n \n(3) A block must always be imposed in relation to the passing of a particular train. \n \n(4) In an emergency, when there is no time to refer to the Sr. Divisional Operations \nManager/DOM, or when the block will not interfere appreciably with traffic, the Station \nMaster (after consulting control, if on a controlled section) will arrange direct with the \nofficial requiring the block. \n \n(c)Procedure for actual imposition of the Block- \n \n(1) The Engineering Official who is to block the line will issue a joint message to the Station \nMaster on both sides of the block section to be blocked copy to ‘Control’ or, on a non-\ncontrolled section, to the Sr. Divisional Operations Manager/DOM, the Sr.DEN/DEN and \nSSE (Loco) or Shedman incharge of the sheds concerned, advising them of the time from \nwhich the block is to be imposed and asking for an acknowledgement from each, as in the \nfollowing example (official abbreviations to be used): \n \nFrom SE (P.Way) \n………………………… \nTo \nStation Masters…………and …………..copy to Control and Sr.DEN……………………. SSE \n(Loco)……………………..and Shedman incharge…………… \nNo.4 Up line between………and …………………………..will be blocked after arrival of 9708 \nUp of date at …………………Reasons changing damaged rail. Acknowledge. \n \n(2) On receipt of the Engineering official’s advice, the Station Masters at either end of the \nblock section which is required to be blocked will check with each other the particulars of the \nmessage received to ensure that the information received by both of them is the same. Each of \nthem will then acknowledge receipt of message to the Engineering official giving copy to the \nStation Master at the other end of the block section as per following example and arrange the \nblock:- \n \nFrom To \nStation Master, SE (P.Way)……………………………………. \n Copy to Station Master……………………… \n Control…………………………………………", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 292, + "text": "267 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nNo. 24 Your No. 4 received at …………….Up line between ……………and……………….. will \nbe blocked after arrival of 9708 Up of date at……………. \n \n(3) On receipt of his this message, the Station Master of the Station from which the blocking \nmessage was transmitted, will block the line, i.e., block back or block forward the line, as the \ncase may be, in accordance with the procedure laid down in the Block Working Manual. \nStation Master will record “Block Back/Block forward” in the Train Signal Register \nendorsing time and reasons for blocking the line. The advice from the Engineering official or \nany other advice in connection with the block must be attached to the Train Signal Register \nor line clear enquiry book. \n \n(d) Procedure for removal of the block- \n \n(1) Block back/Back forward must not be removed until the advice of removal of the block by \nthe Engineering official is received by the Station Master. \n \n(2) When removing a block, the Engineering official responsible will send a joint message to \nthe Station Masters on both sides of the Block Section that has been blocked copy to \n‘Control’ or, if a non-controlled section, to the Sr. Divl. Operations Manager/Divl. \nOperations Manager, the Sr.DEN/DEN and SSE (Loco) or Shedman incharge of the sheds \nconcerned, advising them of the time from which the block is to be imposed and asking for an \nacknowledgement. The message must be worded as follows, but official abbreviations will be \nused. \nFrom To \nSE (P. Way) Station Master................ \nCopy to Control and Sr.DEN/DEN................... \nSSE (Loco) ............... and Shedman Incharge............... \nNo. 6 Block between .......................... .and .............................removed at ........ ........... \nAcknowledgement. \n \n(3) The Station Master at either end of the Block section concerned will acknowledge receipt \nof the message, each giving copy to other Station Master as per example below:- \n \nFrom To \nStation Master, SE(P. Way).................................. \n Copy to the Station Master ......... \n Control......................................... \nNo. 26. Your No. 6, received at ........................... notifying removal of block between \n................... and ......................... at....................................Noted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 293, + "text": "268 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(4) On receipt of this acknowledgement message, the Station Master, who originally imposed \nthe block will remove it in accordance with the procedure laid down in the Block Working \nManual. Station Masters will record \"Block Back/Block Forward removed \nat...................................\" in the Train Signal Register. Control or the Sr. Divl. Operations \nManager./Divl. Operations Manager must advise the Station Master of train originating \nstations when block is finally removed. \n(5) If the official, who should remove the block is, for any reasons unable to do so personally, \nthis may be done by the official of the Engineering Branch, who is incharge of the work for \nthe time being. \n \n15.09 SHOWING OF SIGNALS. – \n \n(1) Whenever due to lines being under repair or due to any other obstruction it is \nnecessary to indicate to the Driver that he has to stop or proceed at a restricted \nspeed, the following signals shall be shown and, where prescribed, detonators used, \nif on a double line in the direction from which trains approach, and if on a single \nline in each direction :- \n(a) When the train is required to stop and the restriction is likely to last only for a \nday or less. - A banner flag shall be exhibited at a distance of 600 metres on \nthe Broad Gauge and 400 metres on the Metre Gauge and the Narrow \nGauge and three detonators shall be placed, 10 metres apart, at a distance \nof 1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and \nNarrow Gauge from the place of obstruction. In addition, Stop hand signal \nshall be shown at a distance of 30 metres from the place of obstruction, at the \nbanner flag and at a distance of 45 metres from the three detonators. The \nrailway servant at the place of obstruction shall give proceed hand signal to \nindicate to the Driver when he may resume normal speed after the train has \nbeen hand-signalled past the place of obstruction. \n(b) When the train is required to stop and the restriction is likely to last for more \nthan a day. – \nA stop indicator shall be exhibited at a distance of 30 metres from the place of \nobstruction and a caution indicator at 1200 metres on the Board Gauge and \n800 metres on the Metre Gauge and the Narrow Gauge from the place of the \nobstruction. In addition, termination indicators shall be provided at the place \nwhere a Driver may resume normal speed. \n(c) When the train is not required to stop and the restriction is likely to last only \nfor a day or less. – \nProceed with caution hand signals shall be exhibited at a distance of 30 metres \nand again at a distance of at least 800 metres from the place of obstruction. \nThe distance of 800 metres shall be suitably increased by special instructions, \nwhere required. The railway servant at the place of obstruction shall give \nProceed hand signal to indicate to the Driver when he may resume normal \nspeed after the train has been hand-signalled past the place of \nobstruction. \n(d) When the train is not required to stop and the restriction is likely to last for \nmore than a day. –", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 294, + "text": "269 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nA speed indicator shall be exhibited at a distance of 30 metres from the \nplace of obstruction and again a caution indicator at a distance of at least \n800 metres from the place of obstruction. The distance of 800 metres shall be \nsuitably increased by special instructions, where required. In addition, \ntermination indicators shall be provided at the place where a Driver may \nresume normal speed. \n(2) In case the place of obstruction is within station limits – \n(a) the provision of sub-rule (1) may be dispensed with if the affected line has \nbeen isolated by setting and securing of points or by securing at ‘On’ the \nnecessary manually controlled Stop Signal or signals, and \n(b) approach signals shall not be taken ‘Off’ for a train unless the train has been \nbrought to a stop at the first Stop signal, except in cases where the Driver \nhas been issued with a Caution Order at a station in rear, informing him of \nthe obstruction and the details thereof. \n(3) If the place of work is situated in Automatic Signalling territory, and if the \ndistance between the place of obstruction and the Automatic signal controlling \nthe entry of train in the signalling section concerned is less than 1200 metres on \nthe Broad Gauge and 800 metres on the Metre Gauge and provided the \nAutomatic Signal has been secured at ‘On’ :- \n(a) the banner flag and three detonators referred to in clause(a) of sub-rule (1) \nmay be provided at 90 and 180 metres respectively; and \n(b) the caution indicator referred to in clause(b) of sub-rule (1) may be dispensed \nwith. \n(4) The shapes and sizes of the indicators referred to in clauses (b) and (d) of sub-rule \n(1) may be prescribed by special instructions. \n S.R. 15.09(1) (a) Works requiring speed restrictions within Station limits - When undertaking any work within station limits which may involve, danger to trains and traffic, without the need for imposition of a total block of the line, the Engineering officials responsible under S.R. 15.06 shall take action as per para V of Appendix 'A'. In addition, he shall also advise except in the case of an emergency, the Signal and Interlocking Inspector where interlocked points are concerned. \n(b) Caution orders shall be issued as per Appendix 'A'. \n(c) Except in an emergency, the advice should be issued by the Engineering official in \ncharge of the work at least one day before the work is to be undertaken so that all \ndrivers leaving the sheds concerned may be informed in time. \n(d) During the execution of any work within Station Limits which obstructs or may \nobstruct any running line/lines and create unsafe conditions dangerous to running of \nthe trains all necessary signals must be kept at 'ON' in terms of G.R. 15.08. When the \nwork is over but the need for cautious driving continues to exist within station limits \nand the driver of an approaching train could not be informed of such restriction \nthrough a caution order at the previous station the approach signals should be kept at \n'ON' and the train received only after it has been brought to a stand at the first stop \nsignal. When the necessary caution order has been served on a driver at previous \nstation, the Warner/distant signal may be taken off at an interlocked", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 295, + "text": "270 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nstation for a run through train provided the Block Section ahead is clear and Line \nClear has been obtained from the block station in advance. \n \nS.R. 15.09 (2) Works requiring speed restriction outside station limits – \n \n(a) When undertaking any work which may involve danger to train and traffic outside station \nlimits without the imposition of engineering block, the engineering official under S.R. \n15.08(2) shall take action as per para V of Appendix 'A' and advise also, except in the case of \nan emergency, the SSE (Signal) where interlocked points in mid-section are concerned. \n(b) Caution orders shall be issued as laid down in Appendix ‘A’. \n(c) Except in an emergency, the advice should be issued by the Engineering official at least \none day before the commencement of the work so that drivers leaving the sheds may be \nadvised in time. \n(d) In the case of work which can be completed by sunset of the day on which it is \ncommenced, the engineering official in charge of the work must arrange to take the following \nsteps :- \n \n (i) Post a Flagman with hand signals at a point not less than 30 metres in rear of the \n work. \n \n (ii) Post a Flagman with hand signals and place a banner flag across the line at a point \n not less than 600 metres on Broad Gauge or 400 metres on Metre Gauge and Narrow \n Gauge in rear of the site of work. \n \n (iii) Post a Flagman with hand signals and detonators at a point not less than 1200 metres \n on the Broad Gauge or 800 metres on Metre Gauge and Narrow Gauge in rear of the \n site of work. The Flagman must fix 3 detonators on the line about 10 metres apart and \n take his stand at a place from which he can obtain a clear view of an approaching \n train. \n \n(iv) At places where there are curves or falling gradient and at times of poor visibility, \n the distances laid down in sub-para (i), (ii) and (iii) may be suitably increased \n wherever necessary and intermediate Flagman posted to relay hand signals. \n \n (v) On single line the steps described in (i) to (iv) above shall be taken on both sides of \n the site of the work. \n \n (vi) For intermediate tracks on triple or multiple lines, Engineering Indicators should be \n fixed between tracks within 300 mm. from rail level to avoid infringement of Standard \n dimensions. \n \n(vii) If it is necessary to stop an approaching train, the Flagman farthest from the site of \nthe work must show a danger hand signal to the train. The driver of an approaching \ntrain must come to a stop on seeing the danger hand signal shown by the Flagman at \nthe point farthest from the site of work. After the train has come to a stand, the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 296, + "text": "271 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n Flagman must remove the detonators and allow the train to proceed by showing \n \"Proceed with Caution\" hand signal. When the train has passed, the Flagman shall at \n once replace the detonators and continue to show danger hand signal towards the \n direction from which the train will approach. \n \nIf train can be permitted to pass over the site of work at reduced speed, the Flagman \n at the point farthest from the work must exhibit a caution hand signal to the \n approaching train. \n \n On single line section when a train is approaching from the other direction after \n passing the site of work, this Flagman shall remove the detonator and allow the train \n to pass after which he shall again place the detonators. \n \n (viii) The driver who receives the, \"Proceed with Caution” hand signal from the Flagman \n farthest from the site of work shall then proceed with caution and be prepared to stop \n his train short of the banner flag fixed across the line 600 metres, or 400 metres, as \n the case may be, from the site of work. If it is necessary to stop the approaching train \n short of the banner flag, the Flagman who is near the banner flag must show a danger \n hand signal to the train and stop it. If the train can be permitted to pass the site of \n work at reduced speed, this Flagman must make sure that the speed of the train has \n been reduced and then remove the banner flag, give a 'Proceed with Caution' hand \n signals to the driver to move. After the train has passed, he must replace the banner \n flag across the line(on single line section this Flagman, in the case of train \n approaching from the opposite direction viz. from the site of work, shall remove the \n banner flag and allow the train to pass after which he shall replace the banner flag). \n \n (ix) The Flagman who is 30 metres in rear of the site of work must if it is necessary to \n stop the approaching trains show a danger hand signal to the approaching train if the \n train is to be allowed to pass over the site at reduced speed, he must show a 'Proceed \n with Caution ' hand signal and hand signal the train to move forward. \n \n (x) If, in an emergency, it becomes necessary to carry out such work, after sunset the \n provision for protection of the site as detailed above must be complied with except \n that red lights must be exhibited in the direction of the approaching trains in place of \n red hand signalling flags and banner flags. \nS.R. 15.09(3) Temporary Engineering Indicators – \n(a) In the case of such works which cannot be completed on the day on which they are taken in hand and which necessitate cautious driving during both day and night, the Engineering official responsible under S.R. 15.06 shall arrange to display the following indicators :- \n(1) The first indicator shall be fixed 800 metres from the point where restriction of speed has actually commenced. Provided that on the Broad Gauge when the trains are required to stop dead, this distance should be increased to 1200 metres instead of 800 metres. This Indicator shall be in accordance with the diagram shown and shall consist of a horizontal board 1400mm. long and 400mm. wide, fish tailed at one end pointed at the other, and painted yellow and black. This board shall be fixed on a 2.0 mtr. high post (from the rail level to the bottom of the Board) painted with 300 mm. high bands of white and black.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 297, + "text": "272 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n \n \n This indicator shall be provided both for the permanent and temporary restrictions and \nthe indicator, when used for temporary restrictions, shall display at night two horizontal \nyellow lights to approaching trains or shall be provided with luminous paint/ fluorescent \ntape. \n \n(2) The second indicator shall be either a speed indicator or a stop indicator and shall be \nfixed 30 metres from the point of commencement of restriction. \n \n \n \n \n (i) In the case of restrictions without 'Stop Dead' speed indicator shall be provided. This speed indicator shall be in accordance with the diagram shown above and shall consist of a yellow equilateral triangular board with 1mtr sides and 300 mm. high and 40 mm thick black figures indicating the speed at which the train may proceed. The Board shall be fixed on a 2.0 mtr. high post (from the rail level to the bottom of the board) painted with 300mm. high bands of white and black. This indicator shall be illuminated at night by fixing a hand signal lamp in front of it as shown in the diagram or provided with luminous paint/fluorescent tape.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 298, + "text": "273 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(ii) In the case of restriction with 'stop dead' a stop indicator in accordance with the diagram shown below should be provided. This indicator shall consist of a horizontal board 1400 mm. long and 400 mm. wide and painted with red and white vertical strips. \n The board shall be fixed on a post 2.0 mtr. high (from the rail level to the bottom of the board) painted with 300 mm. high bands of white and black. This indicator shall display two red lights at night or provided with fluorescent paint/luminous tape. \n \n \n \nA signalman shall be provided for signalling. As soon as the train stops the signalman shall \nobtain signature of the driver on the 'restriction book' (specimen given below) and allow the \ntrain to proceed by showing green hand signal light at night and green hand signal flag \nduring day. \nThe restriction book shall be in the following form:- \nEngineering stop indicator at Km.___ Restricted speed____ Kilometers per hour. \n \nDATE TRAIN NO. TIME SIGNATURE OF DRIVER \nNote:- The above will be filled up by the Driver of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 299, + "text": "274 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n \n (3) The third indicator shall be termination indicator [T/P] for passenger trains and fourth indicator shall be a termination indicator [T/G] for goods trains. These indicators shall be fixed at a distance equal to the length of the longest passenger/goods train running on the section concerned beyond the end of the portion of line under restriction. [T/G] shall be fixed normally 610 meter beyond the point up to which restriction is so be observed which is considered adequate to cover all the goods trains of average length. The indicators shall be in accordance with the diagram shown above and shall consist of one meter diameter disc painted yellow bearing 250 mm high and 40mm thick letter ‘T’ and 'G' in black. The board shall be painted with 25 mm thick black band at the circumference. It should be fixed on a post 1650 mm (from the rail level to the bottom of the disc) and shall be painted with 300 mm high bands of white and black. The termination indicators should be illuminated at night by a fixed hand signal lamp as in case of speed indicator or should be provided with luminous paint/fluorescent tape. The guard of a passenger/goods train shorter than the longest passenger/goods train, will signal to the driver as the brakevan has passed over the restricted length and then the driver may resume normal speed after receiving this signal. In the case of light engines or single unit cars, the drivers will resume normal speed after clearing the restricted length. \n(4) The details of fixtures of Engineering indicators for reduced speed shall be as under: -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 300, + "text": "275 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(5) The details of fixtures of Engineering indicators for stop dead restriction shall be as \nunder: - \n \n (6) All indicators shall be placed on left hand side as seen by the driver. \n(7) For intermediate track, triple or multiple lines, engineering indicators should be fixed \nbetween tracks within 300 mm from rail level to avoid infringement of the standard \ndimensions. \n \nS.R.15.09(4) In an emergency, when it is necessary on consideration of safety, the authorised Engineering official under SR 15.06 may commence such work after protecting the lines before issuing notice to the Station Masters concerned, if the work is likely to be prolonged, he shall notify to the Station Master/s concerned as soon as possible. The location of banner flags, detonators and hand signals must be selected so as to avoid stopping of trains as far as possible on continuous steep rising gradient. \nS.R.15.09 (5) Permanent speed restriction indicators - (a) For permanent speed restriction in \nforce as notified in the working time table, indicators are to be erected, in the same manner \nand at sites as temporary engineering indicators to indicate to drivers where such \nrestrictions are to be observed. These indicators should not be lit at night. \n(b) Where the speed over the facing points at a station is less than the speed sanctioned at other stations on the same section, a permanent speed indicator should be fixed on the post of the first approach signal of the station. \nS.R.15.09 (6) Periodical notice of Engineering restriction- For works involving restrictions of \nspeed of trains the Sr.DEN/D.E N. will arrange publication in the periodical gazette of the \nRailway, furnishing the following details :- \n \n(i) Names of block stations on either side of the site of work for the purpose of the issue of \ncaution orders; \n(ii) Kilometrage of the site or work; \n(iii) The restricted speed limit and/or stops to be observed by the drivers;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 301, + "text": "276 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(iv) Nature of the work being under taken or reasons for the restriction; \n(v) Probable duration of the restriction. \n15.10 ASSISTANCE IN PROTECTION OF TRAINS.- Every railway servant employed \non way or works shall, on the requisition of the Guard of a train or the Driver thereof, \nrender assistance for the protection of the train. \n15.11 GANGMATE IN EACH GANG. - Each Inspector of Way or Works shall see that \nin every gang employed in his length of line there is a competent Gangmate. \nS.R. 15.11 Gangmate's responsibility for the safety of his men- Every Gangmate shall take \nevery reasonable precaution to ensure safety of the men working in his gang. \n15.12 KNOWLEDGE OF SIGNALS AND EQUIPMENT OF GANG. - Each Inspector \nof Way or Works shall see – \n \n(a) that every Gangman and Gangmate employed under him has a correct \nknowledge of hand signals and detonating signals; and \n(b) that every gang employed in his length of line is supplied with a permanent \nway gauge, two sets of flag signals, two hand signals lamps and twelve detonators, \nin addition to such other tools or implements as may be prescribed by special \ninstructions. \n \n15.13 INSPECTION OF GAUGES, SIGNALS, TOOLS AND IMPLEMENTS. – \n \n(1) Each Inspector of Way or Works shall at least once in every month inspect the \npermanent way gauges, flags, signal lamps, detonators, tools and implements \nsupplied to the gangs under clause (b) of Rule 15.12 and ascertain whether the \nabove equipment is complete and in good order. \n(2) He shall also see that any defective or missing articles are replaced. \n \n15.14 RESPONSIBILITY OF GANGMATE AS TO SAFETY OF LINE. - Each \nGangmate shall – \n \n(a) see that his length of line is kept safe for the passage of trains; \n(b) that the signals supplied to him under clause (b) of Rule 15.12, are kept in \nproper order and ready for use; \n(c) that the men in his gang each have a correct knowledge of hand signals and \ndetonating signals; \n(d) endeavour to prevent any trespassing by persons or cattle on his length of line or \nwithin the fences thereof, and \n(e) when repairing, lifting or lowering the line or when performing any other \noperation which shall make it necessary for a train to proceed cautiously, himself \nbe present at the spot and be responsible that the caution signals prescribed in \nRule 15.09 are shown.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 302, + "text": "277 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ S.R. 15.14 Cattle straying on line- Cattle found straying on the line are, if possible to be made over to the Railway police or sent to the nearest pound. \n \n15.15 BLASTING. - No railway servant employed on the way or on any works shall \ncarry on any blasting operations on or near the railway except as permitted by special \ninstructions. \n \nS.R. 15.15 In normal circumstances, blasting operations, the effect of which may cause \ndanger to the line or trains thereon, shall only be carried out with the prior sanction of the \nSr. DEN/DEN, who will be responsible for ensuring that instructions for protective measures \nare issued before the work is commenced. In emergent circumstances, where such works \nhave to be carried out immediately for the urgent restoration of traffic, or to prevent an \naccident, SSE (P.Way/Works) may commence operations without prior sanction, and shall \nhimself be responsible for taking such measures as may be necessary for the protection of \ntrains. \n \n15.16 PUTTING IN OR REMOVING POINTS OR CROSSINGS.- Except in cases of \nemergency, no railway servant shall put in or remove any points or crossings \notherwise than as permitted by special instructions. S.R. 15.16(1) Procedure in regard to putting in points- Each set of points on or leading directly on to the main line must be provided with a locking apparatus of approval type, the key of which will be kept by the SSE (P. Way) until the points are made over to the transportation staff. S.R. 15.16(2) When points are put into the main line outside station limits, they must be locked and spiked, and protected by temporary engineering indicators as described in SR 15.09(3). The speed of train over them is limited to 15 KMPH until the points are made over to the transportation staff. \nS.R. 15.16(3) When a set of points is laid inside station limits- The points must be kept \ndisconnected from the working lever. They should be locked and spiked, until they are \nformally made over to transportation staff. \n \nS.R. 15.16(4) Alteration to running line- No alteration shall be made to a running line as \ndefined in General Rule 1.02 (47) or to any trap or other points protecting a running line \nwithout the previous permission of the Commissioner of Railway Safety except in case of \nemergency. \n \nS.R. 15.16(5) (a) When in an emergency, and interlocked station has been altered so as to \naffect the interlocking, the transportation staff must be informed at once that the station is no \nlonger to be treated as interlocked. If the alteration refers to passenger running line the \nCommissioner of Railway Safety must always be informed. \n(b) When extensive alterations are to be made in a station yard, special rules must be drawn \nup for working the yard during the progress of the work.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 303, + "text": "278 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n15.17 DUTIES OF GANGMATE AND GANGMAN WHEN APPREHENDING \nDANGER.- \n \nIf a Gangmate or Gangman considers that the line is likely to be rendered unsafe, or \nthat any train is likely to be endangered in consequence of any defect in the way or \nworks or of abnormal rain or floods or any other occurrence, he shall take immediate \nsteps for securing the stability of the line and the safety of trains, by using the \nprescribed signals for trains to proceed with caution or to stop, as necessity may \nrequire; and shall as soon as possible report the circumstances to the nearest Station \nMaster and the Inspector of Way or Works. \n \nS.R. 15.17 Precaution in case of fractures of rails- If a rail is fractured, danger signals must be exhibited until it can be renewed or if the rail is broken and suspended, the nearest sleeper may be shifted under the fracture so that the sleeper or chair will take both ends. Trains may then by allowed to run slowly until the SE/JE (P.Way) replaces the affected rail. The SE/JE (P.Way) must, however, ensure that the affected rail is replaced, as soon as possible. \n \nB. THE WORKING OF LORRIES, TROLLIES AND MOTOR TROLLIES. \n15.18 DISTINCTION BETWEEN TROLLY, LORRY AND MOTOR TROLLY. - \n \n(1) A vehicle which can be lifted bodily off the line by four men shall be deemed to be \na trolley and any similar but heavier vehicle shall be deemed to be a lorry. \n(2) Any trolley which is self-propelled, by means of a motor is a Motor Trolley. \n(3) A trolley shall not, except in cases of emergency, be used for the carriage of \npermanent way or other heavy material; and when a trolley is so loaded, it shall be \ndeemed, for the purposes of these rules, to be a lorry. \n \nS.R. 15.18(1) (a) Definition of a diplorry - A lorry consisting of 2 or more separate bored \nwheels which form a single vehicle when joined together is termed as 'diplorry’. The diplorry \nshall not be used for carrying men on it. \n \n(b) Rail Dolley - Rail Dolley is a device with two or more wheels, which in balanced \ncondition can be moved manually on one rail of track and can carry one rail/sleeper in \nsuspended condition. When necessary the suspended material can be dropped and the rail \ndolley cleared off the track. \nNote :- Instructions for working of Rail Dolley have been given in S.R. 15.27(7). \n \nS.R. 15.18(2) (a) Every trolly shall be accompanied by not less than four men for working it. \nSee S.R. 15.27(1) and S.R. 15.25(1) regarding manning of lorries and motor trollies. \n \n(b) Trollies/Lorries/Motor trollies should always be pushed and not pulled, except on up \ngradient steeper than 1 in 200, where lorries may be pulled in addition to pushing. Use of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 304, + "text": "279 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nsails or any other unauthorised aid for their propulsion is strictly prohibited. On falling \ngradient, the speed of a lorry must not exceed 8 KMPH. \n(c) Each lorry/trolly/motor trolly shall be marked on its body as well as on its axle, its \nnumber and the designation and code initials of the headquarter station of the person \nauthorised to use it. \n \nForm No. T/1518. \nSr. No.________ \n \nNORTH WESTERN RAILWAY \n \nTROLLEY/LORRY/OHE \nLADDER TROLLEY NOTICE \n \nA \n \nNotice No._______ \nDate_______ \nTime______hours. \nDepatment___________ \nStation______________ \n \nTo \nStation Master_________ \n \nTrolley/Lorry/OHE Ladder \nTrolley No.________is required \nto work between ___________ \nstation and ________station on \nUp/Down line at ________KM \nform _____hrs.______minutes \nto _____hrs.______minutes. \n \nIt will leave _________station \nat _____hrs.______minutes of \nthis day for station/KM No___. \n \n I am aware that I should clear \nthe Block Section by _____hrs. \n______minutes. \n \n__________________ \nSignature of official In Charge \n \n_________________ \nSignature of Station Master \nStation Master Stamp \n \nForm No. T/1518. \nSr. No.________ \n \nNORTH WESTERN RAILWAY \n \nTROLLEY/LORRY/OHE \nLADDER TROLLEY NOTICE \n \nB \n \nTo \nThe Official in Charge of \n_________Lorry/ Trolley/OHE \nLadder Trolley. I have \nexchanged advice with station \nand shall issue caution order to \nall trains until I receive advice \nof the removal of lorry/trolley. \n \nThe line has been blocked for \nyour Lorry/ Trolley/OHE \nLadder Trolley between \n_____station and ______station \non UP/Down line and block will \nbe removed only on receipt of \nthe removal report of Lorry/ \nTrolley/OHE Ladder Trolley. \n \nPrivate Number(in words) \n__________(in figures)_______ \n \nYou are advised to ensure \nclearance of Block Section \nwithin Block permitted. \n \n____________ \nSignature of Station Master \nStation Master Stamp \nDate__________ \nTime__________ \n \n \nForm No. T/1518. \nSr. No.________ \n \nNORTH WESTERN RAILWAY \n \nTROLLEY/LORRY/OHE \nLADDER TROLLEY NOTICE \n \nC \n \nREMOVAL REPORT \nReference:- Lorry/ Trolley/OHE \nLadder Trolley Notice \nNo._______ Dated_______. \n \n______ Lorry/ Trolley/OHE \nLadder Trolley No.______ \narrived at was removed from \nthe track at \n_____hours________minutes at \nkm_______. Block Section is \nfree from obstruction to resume \nnormal Train Working. \n \n__________________ \nSignature of official In Charge \n \nRemoval report received at \n______hours ________minutes \non date_____20____. \n \n____________ \nSignature of Station Master \nStation Master Stamp", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 305, + "text": "280 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n15.19 RED FLAG OR LIGHT TO BE SHOWN. - Every lorry or trolley when on the \nline shall show a red flag by day and a red light by night, during thick, foggy or \ntempestuous weather impairing visibility or in a tunnel in the directions from which a \ntrain may come. \n \n15.20 EQUIPMENT OF TROLLY, LORRY OR MOTOR TROLLY. - Each trolley, \nlorry or motor trolley shall have the following equipment: – \n \n(a) two hand signal lamps, \n(b) two red and two green hand signal flags, \n(c) sufficient supply of detonators, \n(d) a chain and a padlock, \n(e) a copy of the Working Time Table and all correction slips and appendices, if any, \nin force on that section of the railway over which the trolley, lorry or Motor \nTrolley is to run, \n(f) a motor horn and a search light (for Motor Trolley only), \n(g) two banner flags (for lorry only), and \n(h) such other articles as may be prescribed by the Railway Administration in this \nbehalf. \n \nNote : The Official in charge of the trolley, lorry or Motor Trolley shall also be \nin possession of a watch in addition to the prescribed equipment. \n \n15.21 EFFICIENT BREAKS. - No lorry or trolley shall be placed on the line unless it is \nfitted with efficient breaks. \n \nS.R.15.21 Trolleys in use on grades steeper than 1 in 50 must have two efficient and \nindependent brakes which must brake all four wheels. On other sections, the trolly need have \nonly one brake capable of braking all four wheels efficiently. These brakes must be tested \nbefore each journey is commenced. \n15.22 QUALIFIED PERSON TO BE INCHARGE OF LORRY OR TROLLY WHEN \nON THE LINE - \n(1) No lorry or trolley shall be placed on the line except by a qualified person \nappointed in this behalf by special instructions. \n(2) Such qualified person shall accompany the lorry or trolley, and shall be \nresponsible for its proper protection and for its being used in accordance with \nspecial instructions. \n \nS.R. 15.22(1) (a) The following officials are permitted to drive the trollies, lorries and motor \ntrollies provided they hold a current certificate of competency referred to in SR 15.22(1) (b) .", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 306, + "text": "281 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(i) TROLLIES :- All officers and Inspectors of the Engineering, S&T, Optg., Commercial \nand Electrical (OHE) department, P. Way Mistries, Gangmates, Head Trolly men and \nSr. Trolly men. \n \n(ii) LORRIES: - All Inspectors of Engg. and S&T department, P. Way Mistries & \nGangmates. \n \n(iii) MOTOR TROLLIES:- All officers of the Engineering, S&T, Operating, Commercial, \nElectrical (OHE) departments, Motor trolly drivers and such Inspectors as may be \nauthorised. \n \n(b) (i)Certificate of Competency :- No Railway servant is permitted to work a trolly/motor \ntrolly or lorry unless he is certified to do so by the authorised officer. Each certificate \nof competency issued shall be valid upto 31st December from the date of issue. \nCertificate issued from June to December may be made valid for the next calendar \nyear also. \n \n(ii) The Authorised Officer for issue of a competency certificate for push trolly/lorry as \nalso to hold necessary examination in the relevant rules shall be not lower than an \nAssistant Officer of the Engineering, Electrical, Signal or Operating department for \nall staff of his department. The Authorised Officer for issuing competency certificate \nto officers shall not be lower than a senior scale officer of that department. \n \n The Authorised Off icer shall then grant a Competency Certificate in the \nfollowing form:- \nShri...............................S/o...............................(Designation)...................................at \nstation ........................... is found fully conversant with the sections on which he has to \nuse a push trolly/lorry and also with all the relevant rules in respect of use of push \ntrolly/lorry as well as the latest changes made in them and is authorised to work a \npush trolly/lorry on ............................section (each section to be separately \nmentioned). \n This certificate is valid upto 31st December. \nStation............................ Signature......................... \n (Authorised Officer) \nDated............................ Designation.......................... \n \nThe Competency Certificate referred to above should be renewed for each calendar \nyear. \n(iii) The authority to drive motor trolly shall be granted according to the rules quoted \nbelow:- \nOfficers or staff requiring the permission to drive a motor trolly will apply in writing \nto the D.R.M. in the case of Divisional Officer or to the C.O.M./Chief \nEngineer/C.S.T.E. in case of Hd. Qtrs. office with the following certificates :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 307, + "text": "282 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n\"I(name)...................................working in the capacity of \n(Designation)............................ at station ....................................hereby certify that I \nam fully conversant with all the sections on which I have to use the motor trolly and \nalso with all the rules in respect of driving motor trollies as well as the latest changes \nmade in them and undertake to conform strictly to these rules. In case of my failure to \ncomply with these rules, I shall alone be held responsible. \n \nSignature ................................ \n Date ....................................... \n \nThe applicant will then be given an oral test by the Sr. D.O.M./D.O.M./D.R.M. in the \nDivision and by Dy. COM (Safety) or COM in the Hd. Qtrs. Office and if he passes \nthe oral test, competency certificate shall be issued to him by Dy.COM (Safety) or by \nCOM in the Head Quarters Office and by the Sr.D.O.M./D.O.M. in the Division. The \ncompetency certificate shall be made valid upto 31st December from the date of issue. \nCertificate issued from June to December may be made valid for the next calendar \nyear also. \n \n(iv) The Competency Certificates referred to in sub paras (ii) and (iii) for trolly/motor \nlorry or lorry may be further renewed for one calendar year, at each time, on receipt \nof the following certificate. \n\"I,(name).........................................working in the capacity of (Designation) \n........................... ...at Station ..........................hereby certify that I am fully conversant \nwith all the sections on which I have to use my trolly/motor trolly/lorry and also with \nall the rules in respect of driving trollies/motor trollies/lorries as well as the latest \nchanges made in them and undertake to conform to these rules. In the event of my \nfailure to comply with these rules, I shall alone be held responsible. \n Signature……………………… \n Date ................................... \n(v) Supervising officers and officials should test the permit holders in their knowledge \nrelating to driving of trollies/motor trollies/lorries as often as possible. \n \n(vi) In the event of an officer or staff getting transferred from one station to another it is \nnecessary for him to acquaint himself with all the rules in regard to any special \nconditions obtaining on any of the sections within his jurisdiction and to furnish the \nrequired certificate to the DRM. \n \nS.R. 15.22(2) Where licence has been granted to the Manager of a Mill, coal or other \ncompany to run a trolly on the railway within the prescribed limits, the Head Trollyman, \nincharge of the trolly shall be a Railway servant appointed by the DRM and he is to hold a \ncurrent competency certificate. \n \nS.R. 15.22(3) The Head Trollyman appointed to have charge of a private trolly shall equip himself with a copy of the General & Subsidiary Rules and with any special orders relating to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 308, + "text": "283 PERMANENT WAY AND WORKS ________________________________________________________________________________________________________________ \n the working of trollies on the Section of line to which the private trolly license applies and shall give an assurance for the same to the DRM concerned. \nS.R. 15.22(4) A pass shall be issued for every private trolly to be kept by the Head Trollyman \nand shown on demand by the Station Master or other official of the railway. \n \nS.R. 15.22(5) (a) Responsibility for safe working - When there are two or more competent officials on the trolly/motor trolly/lorry, officials working the vehicle shall be responsible for its safe working. \n(b) While approaching level crossings, the official-in-charge of the lorry/trolly/motor trolly \nshould look out for road traffic and ensure safe passage of his vehicle. \n \nS.R. 15.22(6) Conveyance of non-railway officials- \n \n(a) Trolly/motor trolly shall not be used for conveyance of persons other than railway \nofficials. In special cases, Magistrates, Police, Civil, Telegraph, Military and Medical \nOfficials or a person requiring medical aid may be conveyed by trolly by order of the \ncompetent authority not lower than an Assistant Officer after a bond on Form as given in \nAnnexure11/1 of para 1112 of the IRPWM is signed indemnifying the Railway from all \nliabilities and risks. \n \n(b) Officials belonging to P & T and Police Departments, contractors and their agents may \nbe conveyed on trollies in connection with works, provided they have executed a general \nindemnity bond similar to the Form referred to in the preceding sub para. \n \n15.23 ATTACHMENT TO TRAIN PROHIBITED. - No lorry or trolley shall be \nattached to a train. \n \nS.R. 15.23(1) No trollies are to be carried by Mail trains except in case of an accident of \ngreat emergency. \n \nS.R. 15.23(2) Trollies shall only be carried in the brake-vans of passenger, mixed and goods \ntrains provided there is room, and that when being so carried they will not cause damage to \nthe other contents of the van, or inconvenience or delay to the Guard in checking and \ndelivering Luggage etc. When conveyed by goods train trollies shall be loaded in an empty \ntruck or wagon if there is one available on the train. In case there is no empty truck or \nwagon, the trolly shall be loaded in the brake-van of the goods train. \nS.R. 15.23(3) Trollies shall not be loaded in road vans on a van goods train. \n \nS R 15.23(4) No trolly shall be loaded into any vehicle of a train without the consent of the \nGuard incharge of the train who shall direct where it is to be placed and Inspectors and \nother requiring their trollies to be loaded in train shall give notice of the same to the Station \nMaster sufficiently before the arrival of the train. The Station Master shall advise the Control \nif it is necessary to stop a Goods train out of course and act upon instructions given. \n \nS.R. 15.23(5) When there is room in train the Guard shall not refuse to receive a trolly.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 309, + "text": "284 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nS.R. 15.23(6) When loading a motor trolly with petrol in the tank the relevant rules of Red \nTariff, as applicable to motor vehicles are to be adhered to, namely ........................................ \nquantity of petrol not exceeding 10 litres may be left in the tank provided that:- \n(i) the flow of petrol to the carburettor has been cut off; \n(ii) any pressure has been released from the tank; \n(iii) the tank is in sound condition and closed by a well fitting cap; and \n(iv) the engine has been run by a person incharge until the carburettor has become \n exhausted and the engine stops automatically. \n \n15.24 TIME OF RUNNING. - A lorry shall ordinarily be run only by day and when the \nweather is sufficiently clear for a signal to be distinctly seen from an adequate distance, \nwhich shall never be less than 800 metres. \n S.R. 15.24(1) Removal of a lorry from the line when visibility is reduced - If the visibility becomes reduced to less than 800 metres due to storm, rain, fog or any other cause while a lorry is on the line, the lorry must be immediately removed from the line unless running under block protection. \nS.R. 15.24(2) Working on track circuited section - On track circuited sections the official \nincharge shall observe the rules as prescribed. Trollies and motor trollies (unless worked \nunder block protection) working on track circuited sections are to be insulated. \n \n15.25 MOTOR TROLLY. - A Motor Trolley shall only be run in accordance with \nspecial instructions. \n \nS.R. 15.25(1) Motor trollies shall, in all cases, be manned by not less than 4 trolly men and \nmay carry upto 9 persons including the trollymen. \n \nS.R. 15.25(2) While a motor trolly is running it should be ensured that there are at least two \npersons seated in front and the load is evenly distributed between two axles. \n \nS.R. 15.25(3) The speed of the motor trolly is limited to 15 KMPH when passing through a \nstation yard or over a point, crossing or turn out subject to other restrictions in force. \n \nS.R. 15.25(4) Running of Motor Trollies - A motor trolly is normally permitted to run on line clear only. It may, however, be permitted to follow a fully vacuum Air braked train or another motor trolly in the same block section during day light hours and even then in clear weather only. For this purpose, the official incharge of the motor trolly shall obtain a 'Motor Trolly Permit' from the Station Master concerned before entering the block section. The Trolly permit shall be prepared in duplicate by carbon process. One copy must be retained by the Station Master issuing the permit and other will remain in the custody of the official incharge of the Motor Trolly till the block station in advance is reached where this permit shall be handed over to the Station Master. Regular message, supported by private number should be exchanged between the two Station Master concerned and suitable entries made in the Train Signal Registers of the stations. The 'IN' & 'OUT' report for the preceding train/motor trolly and the following motor trolly shall be sent separately and recorded in the Train Signal Register. The line must not be closed until the following motor trolly also has cleared the block section. A specimen form of the Trolly Permit is reproduced below :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 310, + "text": "285 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nForm No. T/1525 \n Sr. No.................. \n \nNORTH WESTERN RAILWAY MOTOR TROLLEY PERMIT (Original/Duplicate) \n \nStation………………… Date…….20…… \n \nFrom Station Master…………………. \nTo \n…………………………………………(Officer In charge) Motor Trolley No……………… \n \n You are permitted to follow Train No…………………/Motor Trolley No………….. in \nBlock Section between Station…………….. and Station…………………………which left this \nstation at …………….hours…………minutes for station……………………………. \n \n You are also authorized to pass Up/Down…………….. signals at ‘ON’ position. \nOn arrival at………………………..station you are required to hand over this permit to Station \nMaster……………………… \n \nPrivate No. received (in words)………………………..(in figures)…………………………… \n \n \n \n………………………………. \nSignature of Station Master \nStation Master Stamp \n___________________________________________________________________________ \n \nReceived……………………………………… \nSignature of * {Official Incharge & designation} \n{Motor Trolley Driver} \n \n*Strike out which ever is not applicable. \nA Station Master who has signed a trolly permit is personally responsible that he neither \nasks nor gives line clear for a train over the section on which the trolly is running until it \nclears the section and the 'IN' report has been received. The Station Master who has signed \nfor ‘Trolly Permit' shall not change over his duty until the receipt of 'IN' report. \n \nA Motor Trolly, however, shall not be allowed to run on a Motor Trolly Permit even \nduring day light hours and clear weather on section where sharp curves, cuttings, tunnels, \nbridges etc. exist. These sections are shown in the working time table.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 311, + "text": "286 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nS.R. 15.25(5) Reception of a motor trolly at a station when following a train – \n(a) When a motor trolly is following train, a light engine or another motor trolly on the \nauthority of motor trolly permit, the signals taken off for the preceding train, light engine or \nmotor trolly shall not be restored to 'ON' position until the following motor trolly has been \nalso passed such signals. In such cases, the motor trolly shall be admitted on the same line as \nthe preceding train/light engine/motor trolly. \n \n(b) If, in any case, motor trolly which is following a train fails to arrive at the next station \nwithin a reasonable time after the arrival of the preceding train/light engine/motor trolly, and \nis also not in sight, the Station Master may put back the reception signals to 'ON' to perform \nany shunting, conduct other movement or to open a level crossing previously closed for the \ntrain/motor trolly movement but shall not, in any case, obstruct the block section in the face \nof the approaching motor trolly. In such cases the motor trolly will be received as mentioned \nin para (c) below: \n \n(c) At stations where electric reversers are provided, or where the reception signals \nautomatically go back to 'ON' position with the passage of the train, the person incharge of \nthe motor trolly shall proceed cautiously upto the Home Signal on the double line and upto \nthe opposite shunting limit board or the advanced starter signal in the opposite direction on a \nsingle line section, and thereafter he shall be guided by the hand signals of the \nCabinman/Pointsman at the facing points. In such cases all levers including signal levers, \nwhich were pulled for the reception of the preceding train, must not normally be put back till \nthe following motor trolly has arrived. If, however, for any reason, the levers have to be put \nback to perform any shunting, conduct any other movement or open a level crossing \npreviously closed for the train/motor trolley movement, the Station Master will not allow \nobstruction of the block section in the face of the approaching motor trolly. \n \n(d) In case of (b) and (c) above, it will be the personal responsibility of the person incharge \nof the Motor trolly to ensure that, before he goes across any level crossing, the level crossing \ngates are closed against the road traffic. \n \nS.R. 15.25(6) Motor Trolly breakdown. \n \n(a) In the event of the complete breakdown of a motor trolly (i.e. it cannot be propelled even \nby hand) the official incharge shall have it removed from the line at once. If the \nbreakdown occurs between stations and the motor trolly is running on an \"Authority to \nproceed\" or Motor Trolly permit, the official-in-charge shall at once employ the quickest \nmeans at his disposal to advise the nearest Station Master in writing that the trolly has \nbeen removed from the line, and will return the \"Authority to proceed\" or the Motor Trolly \npermit at the same time. The Station Master receiving this advice shall immediately inform \nto the Station Master at the other end of the section, \"Motor Trolly which left yours (or \nmine) at ............... hrs. has failed in the Block Section, and has been removed from the \ntrack; private number............. \n \n(b) A copy of this message shall be recorded in the train signal registers or line clear enquiry \nand reply books. Following this, the station towards which the trolly was proceeding or, \nin the case of Neal's Token working, the Station Master who received the token, shall give \nthe \"Train Out of Section\" signal for the trolly in the usual manner.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 312, + "text": "287 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(c) When the motor trolly has been made fit to run, whether by hand propulsion or under its \nown power, the official-in-charge shall notify the nearer Station Master in writing that \nthe Motor Trolly is fit to run to the station to which he wishes to proceed, and shall give \nthe estimated time will be taken for the journey and will ask for the \"Authority to \nproceed\" or Motor Trolly Permit. The Station Master receiving the message will inform \nthe Station Master at the other end of the Block Section concerned accordingly and will \nthen give or obtain the permission to proceed to the destination and send it to the official-\nin-charge. \n \nS.R. 15.25(7) Motor Trollies running together - When two motor trollies are running \ntogether in the same direction, they must be kept at a sufficient distance apart so that the rear \nmotor trolly may be stopped within a safe distance if a trollyman should slip from the front \nMotor Trolly or if the front motor trolly should be stopped suddenly etc. On the level or on an \nuphill gradient the distance between two motor trollies should not be less than between 3 \nconsecutive telegraph posts or about 180 metres and on a down grade or with a strong wind \nbehind, it should not be less than 6 consecutive telegraph posts or 360 metres. \n \n15.26 PROTECTION OF TROLLY ON THE LINE.- The qualified person in charge of \na trolley shall, before leaving a station, ascertain the whereabouts of all approaching \ntrains, and shall , when a clear view is not obtainable for an adequate distance.- \n \n(a) on a single line, in both directions, or \n(b) on a double line, in the direction from which trains may approach, \ntake such precautions for the protection of his trolley as may be prescribed by \nspecial instructions. \nS.R. 15.26(1) Responsibility of a person incharge of a trolly and the Station Master - Before a \ntrolly is allowed to enter a block section, the person incharge must enquire from the Station \nMaster the whereabouts of the trains which he is likely to encounter. While the person \nincharge has a right to accept such information to be reliable, it does not relieve him of his \npersonal responsibility, to ensure the safety of the trolly or for exercising necessary \nprecautions when the view is restricted. \nS.R. 15.26(2) When it is necessary to place a trolly on the line at night or during fog, storm, \nsand-storm etc. or whenever the weather is not sufficiently clear for a signal to be distinctly \nseen from a distance of 1200 metres on BG and 800 metres on MG or NG, the trolly must be \nworked under block protection. \nS.R. 15.26(3) When after placing the trolly on line without block protection, the visibility \nbecomes reduced to less than 1200 metres on BG and 800 metres on MG or NG on account \nof fog, storm, sand-storm, rain or any other cause, the trolly must be immediately removed \nfrom line. \nS.R. 15.26(4) Trolly Signals – \n(a) On certain portions of the line where, owing to curves and cuttings, or other causes the \nview of the line from a running trolly is limited to less than 800 metres, trolly signal \nstations are established at sites commanding the best views in both directions. These \nsignals are of two types and are intended for day working only. The signals on some", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 313, + "text": "288 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nsections consist of a ball or revolving disc on a staff or suitable height. The normal \nposition of the ball is \"lowered\" and of the disc is parallel to the track. The raising of the \nball or the turning of the disc at right angles to the track to an approaching trolly \nindicates that no train is in sight on the line the ball or disc refers to. The rapid raising \nand lowering of a ball signal or the turning, on and off the disc signal indicates that a \ntrain is approaching and trolly should be cut off the line immediately. On other sections \nthese signals consist of two white and black discs (1200 mm dia) intersecting each other \nin a vertical plane suspended from a post. The \"ON\" position is indicated by discs being \nat the bottom of the post and implies \"train on section\" and that the trolly must be \nremoved from the line. That \"OFF\" position is indicated by the discs being at top of the \npost and means \"section clear\" and that the trolly may proceed. \n \n(b) No trolly shall pass a trolly signal till signalled past except when it can follow a train \nand keep it in sight. In the absence of signal stations on the single line, one man shall \nproceed and one man follow the trolly at an interval of 366 metres carrying and \ndisplaying danger signal in both directions. Intermediate man or men to repeat signal \nshall be provided if the man 366 metres away from trolly is not in sight of the trolly. On \nthe double line, signals shall be similarly displayed in the direction from which a train \nmay be expected. \n \nS.R. 15.26(5) Running of a trolly on a section where the view is frequently, restricted, and \nwhere special trolly signals have not been provided:- \n \n(a) The trolly permit holder must advise the Station Master in writing to issue caution order \nto drivers of all trains entering the block section concerned ordering them to keep a \nsharp look out for trolly and to whistle frequently when the view is obstructed. The \npermit holder shall specify the period or periods during which the caution orders are to \nbe issued and shall obtain a written acknowledgement from the Station Master. On \ndouble line sections or where there are one or more adjoining lines, Caution Order shall \nalso be issued to Drivers of trains running on the other line or adjoining lines, indicating \nthe line on which trolly is running. \n(b) The Station Master concerned shall, before giving the acknowledgement, pass on the \ninformation to the Station Master of the other end of the block section concerned under \nexchange of private numbers. From that time onwards both Station Masters shall be \nresponsible for issuing the prescribed Caution Orders to the driver of all trains \nconcerned until the trolly has cleared the section. \n \nThe precautions laid down in G.R. 15.27 (2) for lorries shall also be followed. The \nflagman shall be in addition to the number of trollymen required vide S.R. 15.18(2). The \nflagmen so posted shall only be withdrawn when a clear view of at least 1200 metres on \nBG and 800 metres on the MG and NG can be obtained in the direction from which \ntrains may approach. \n \nS.R. 15.26(6) When a trolly is removed from track it should be ensured that it does not foul \nany running line. \n \nS.R. 15.26(7) Trollies running together -When two trollies are running together in the same \ndirection, they must be kept at a sufficient distance apart so that the rear trolly may be stoped", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 314, + "text": "289 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nwithin a safe distance if a Trollyman should slip from the front trolly or if the front trolly \nshould be stopped suddenly. On the level, or on an uphill gradient the distance between light \ntrollies should not be less than that between two consecutive telegraphs posts or about 100 \nmetres, and on a down grade or with a strong wind behind, it should not be less than 180 \nmetres. \n15.27 PROTECTION OF LORRY ON THE LINE.- \n(1) Whenever it is proposed to place a lorry, whether loaded or empty on the line, the \nline shall, if it is possible to do so, without interference with the working of trains, \nbe blocked under the rules for working of trains. \n(2) Except under approved special instructions, when the line has not been so blocked \nand a lorry whether loaded or empty is placed on the line, the lorry shall be \nprotected- \n(a) on double line, by one or two men as required, at a distance of 600 metres on \nthe Broad Gauge and 400 metres on the Metre Gauge and the Narrow Gauge, \ncarrying a banner flag across the track and another man plainly showing a \nStop hand signal at a distance of not less than 1200 metres on the Broad \nGauge and 800 metres on the Metre Gauge and the Narrow Gauge from \nthe lorry in the direction from which trains may approach, or \n(b) on single line, by one or two men as required ,following and preceding the \nlorry at a distance of 600 metres on the Broad Gauge and 400 metres on \nthe Metre Gauge and the Narrow Gauge, carrying a banner flag across \nthe track and another man plainly showing a Stop hand signal at a distance \nof not less than 1200 metres on the Broad Gauge and 800 metres on the \nMetre Gauge and the Narrow Gauge from the lorry on either side. \n(3) Each man so following or preceding the lorry at a distance of 1200 metres on the \nBroad Gauge and 800 metres on the Metre Gauge and the Narrow Gauge shall be \nprovided with detonators and place three on the line, 10 metres apart, \nimmediately the lorry comes to a stand for the purpose of either unloading or \nloading or should any train be seen approaching ,and continue to display the Stop \nhand signals. \n(4) The man or men carrying the banner flag shall immediately fix the banner flag \nacross the track immediately the lorry comes to a stand or a train is seen \napproaching, and continue to display the Stop hand signal. \n(5) In all cases where the Flagmen in advance or in rear cannot be kept in view from \nthe lorry, additional intermediate Flagmen shall be posted to relay the signals. \n(6) The Stop Signals and detonators shall not be removed until the Flagmen have \nreceived the Order to withdraw them from the official-in-charge of the lorry. \nS.R. 15.27(1) (a) The lorry must be manned by enough able bodies men to lift it, when not \nloaded, readily off the line but in no case a lorry shall be manned by less than six \nmen. The Head Lorry-man must be fully acquainted with the rules for working \nlorries. \n(b) In addition to the above mentioned number, the lorry must always have sufficient \nnumber of Flagmen required for protection of the lorry in terms of G.R. 15.27 (2).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 315, + "text": "290 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nThe number must be at least one on the double line and two on single line. When conditions \nare such that a Flagman either preceding or following the lorry at the prescribed distance \ncannot be seen by the official incharge of the lorry, the latter must before entering the \nsection, take with him additional men with hand signals, who can be in suitable position \nbetween the lorry and the Flagmen so that signals from the Flagmen can be repeated to the \nperson in charge of the lorry and vice versa. \nS.R. 15.27(2) Responsibility of official-in-charge of a lorry and the Station Master:- \n(a) No lorry loaded with material shall be placed on the line without permission of Station \nMaster concerned in writing or by wire and unless it is in charge of an Engineer, \nInspector or such other person of the Engineering & S&T Branches as may be \nauthorised by the Divisional Railway Manager. \n(b) Where it is impracticable to comply with G.R. 15.27 (1) the following procedure shall be \nfollowed:- \n(i) The person incharge of the lorry shall inform the Station Master on portion (A) of \nthe Lorry Notice form no. T/1518, confirming the advice to one block section at a \ntime so that the block may be kept to the minimum and the punctuality of trains is \nnot affected. This form shall be written out in triplicate and shall show the \nkilometres over which and the time during which the lorry is required to be worked. \n(ii) The Station Master shall on receipt of this advice, pass on the information under \nexchange of private numbers to the Station Master at the other end of the block \nsection concerned and ascertain what trains are expected from that direction \nspecially during the period specified on portion 'A'. He shall then fill up portion 'B' \nof all the three foils of the form and return two foils to the official incharge of the \nlorry, retaining one for his own record. \n(iii) Caution orders will be issued, according to Appendix 'A' of the General and \nSubsidiary Rules, to the Drivers of all trains entering the block section ordering \nthem to keep a sharp look out for the lorry and to whistle frequently whenever the \nview is restricted to less than 1200 metres on the Broad Gauge and 800 metres on \nthe Metre Gauge and Narrow Gauge, due to any reason, e.g. fog, storm, poor \nvisibility, curve, etc. On double line section, or where there are one or more \nadjoining lines \"Caution Order\" shall also be issued to drivers of trains running on \nthe other lines or adjoining lines; indicating the line on which the lorry is running. \nThese 'Caution Orders' will continue to be issued till the lorry clear the section. \n(iv) If telephonic communication is interrupted and the Station Master is unable to \ncommunicate with the Station Master at the other end of the block section, portion \n'B' of the form referred must be endorsed accordingly. As soon as communication \nbetween the two stations is restored the message referred to in clause (ii) above will \nbe exchanged if the lorry has not already cleared the section. As a reminder that the \nlorry is working in the block section and 'Caution Order' must be issued, a small \nplacard bearing the words 'Lorry on Line' shall be hung in front of the Block \nInstrument until advice of the removal of the lorry is received.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 316, + "text": "291 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(v) On arrival of the lorry at the other end of the block section the official incharge \nshall fill in portion 'C' of both foils of the form referred and send these foils to the \nStation Master, who will sign and return one foil, retaining the other for his own \nrecord. This Station Master will then advise the Station Master at other end of the \nblock section of the fact that the lorry has cleared the section. Action will be taken as \nin Appendix 'A' of the General and Subsidiary Rules to discontinue issue of Caution \nOrders. \n(vi) If the lorry is removed from the track in the Block section and if it is not intended to \nplace it on the track again, the Official incharge of the lorry shall fill in portion 'C' \nof the form referred to and send it to the Station Master of the nearest station. If this \nstation happens to be a non-block station, the Station Master will forward the advice \nby first available train to the next block station. The Station Master of the block \nstation receiving the advice shall then advise the Station Master at the other end of \nthe block section by telephone or telegraph of the removal of the lorry exchanging \nprivate numbers for the message. Action will be taken as in Appendix 'A' of the \nGeneral and Subsidiary Rule to discontinue the issue of caution order. \n(vii)Station Masters at both ends of the block section enter remarks in the Train Signal \nRegister showing the time at which the lorry entered and cleared the block section. \n(c) The person incharge of the lorry shall advise the Station Master of the removal of the \nlorry from the line as soon as it is possible. \n(d) On sections where control working is in force, the Station Master shall advise controllers \nof the running of lorries to enable them to make necessary arrangements with regard to \ntrain services and to enable them to act as per Appendix 'A' of the General and \nSubsidiary Rules. \n(e) A lorry shall be worked by blocking the section, when \n(i) it is necessary during an emergency to run it at night, or \n(ii) the visibility is restricted as on certain sections, or \n(iii) it is to be run during storm, rain, fog, or tempestuous weather or when the \nconditions of G.R. 15.24 cannot be fulfilled. \n(iv) it is loaded with rails, girders or specially heavy material which will cause delay \nin unloading, and \n(v) when it is to run on a section where sharp curved, cuttings, tunnels, bridges etc. \nexist. These sections are shown in the working time table. \n(f) Working under block protection:- \n(i) Before obtaining line clear, the Official Incharge of a lorry should advise the \nStation Master/Cabin Signalman whether it is his intention to return to that \nstation or to run to the other end of the block section, or to remove the lorry in \nmidsection. \n(ii) On the double line, the Official-in-charge should run the lorry on the proper line, \ni.e. along the line in the direction which trains run, except when returning to the \noriginal starting station/block post.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 317, + "text": "292 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(iii) In case the official incharge of the lorry advises the Station Master/Cabin \nSignalman his intention to go to the end of the block section then: \n(a) On the single line, the official incharge should have in his possession the \ncorrect authority to proceed viz. the token/tablet/line clear ticket etc., as the \ncase may be. \n(b) On the double line, the Official Incharge should have the proper authority to \nproceed or the authority to pass the last stop signal in the 'ON' position, as \nrequired by the rules for block working. \n (iv) If the lorry is required to enter the block section and return to the station from \nwhich it started, the rules given in the Block Working Manual for blocking \nforward or blocking back must be complied with. \n(v) Under no circumstances, the adjacent line or lines shall be allowed to foul either \non double line or where there is one or more adjacent lines. \nS.R. 15.27(3) (a) Flagman should be handpicked men, duly trained and experienced in the \nworking of lorry. They should have passed in medical category A-3. \n(b) Flagmen should know fully the rules to protect and work the lorry. They should be tested \nboth orally and practically, in respect of these rules either by an AEN or by a \nSE (P.Way). On being found fit to protect and work a lorry, a certificate of competency \nshall be given to a Flagman in the following form.- \nShri................................. s/o............................ (designation)......................................at \n(station) ............................. has been tested and is found fully conversant with the \nsections on which the lorry is to be used, all relevant rules in respect of protection of \nlorries and for working them, as well as the latest changes made in them. He is \nauthorised to work as a Flagman on .....................section. This certificate is valid upto \n31st December.................... \n Station ............................ Signature ................ \n (Authorised Official) \n Date................................ Designation ............. \n The certificate of competency must be renewed for each calendar year after a fresh test \nas prescribed to clause (b) above. \n(c) Flagmen should be chosen from permanent or temporary staff and not from casual \nlabour. However, in case of emergency or where sufficient permanent and/or temporary \nmen are not available, a panel of Flagmen may be formed out of casual labourers who, \nbefore being put on the panel, must be tested in accordance with the rules and also \nshould be qualified in Medical Category A-3. But such use of casual labourers shall be \nrestricted to minimum extent necessary and their use shall be authorised personally by \nan officer, not below the rank of Assistant Engineer. Every time such casual labourers \nare put on to work as flagmen, the official incharge of the lorry should ensure that those \nFlagmen are aware of their duties and responsibilities. \nS.R. 15.27(4). (a) The SE (P.Way) should ensure that Flagmen have a correct knowledge of \nthe rules in regard to the use of detonators and hand signalling, by examining them once \nin three months. \n(b) Each Flagman should be equipped with a banner flag, six detonators and a red hand \nflag.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 318, + "text": "293 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(c) On sighting an approaching train or the Flagmen's Signal, the lorry must be removed \nclear of the line and kept in such a manner that it cannot roll towards the line or obstruct \nit in any manner. \n(d) Orders to remove signals and advice as mentioned in para 6 of GR. 15.27 will be in the \nform of hand signal from the official incharge by waving green flag or a lamp to indicate \nwhether lorry has been removed and placed clear of the track. \nS.R. 15.27(5) When two lorries are running together in the same direction the official incharge of the lorry in rear shall be responsible to see that the distance between them is adequate to stop the rear lorry within a safe distance in case a lorryman slips from the front lorry or the front lorry is stopped suddenly etc. S.R. 15.27(6) The \"Trolly Signals\" referred to in S.R. 15.26(5) (a) shall also be used in a manner similar to that indicated in S.R. 15.26(5) (a) for official incharge of lorries working without block protection to get information whether any train is in sight or if any train is approaching. When signals are not forthcoming from the observation post, the indication given by the flagman preceding/following the lorry in terms of G.R. 15.27 and Subsidiary Rules thereto shall be acted upon. \nS.R. 15.27(7) Use of Rail dolleys - (1) Manning of Rail Dolley - Every Rail Dolley shall be \nmanned by not less than two able-bodied men. The person incharge of the Rail Dolley shall \nbe a railway servant not lower in rank than a Gangmate/Keyman. He should have passed in \nmedical category A-3 and must hold a certificate of competency for working a rail dolley. \nCertificate of competency shall be issued either by an AEN by a SE (P.Way) of the section \nwho must satisfy himself that the person to whom the competency certificate is being issued, \nis fully aware of the rules of working of Rail Dolley and is also well acquainted with the \nconcerned section. \n \n Certificate of Competency shall be issued in the following form:- \nShri.....................................s/o.........................................Designation................at (Station).. \n......... has been tested and is found fully conversant with the section on which the Rail Dolley \nis to be used, all the relevant rules in respect of protection of Rail Dolley and for working \nthem, as well as the latest changes made in them. He is authorised to work a rail dolley on \n......... section (each section to be mentioned separately). \n This certificate is valid upto 31st December........................... \n \nStation ............................... Signature ....................... \n (Authorised Official) \nDate..................................... Designation ....................... \nThe Certificate of Competency must be renewed for each Calendar year after a fresh test. \n(2) Working of rail dolley :- \n \n(i) The Railway servant incharge of rail dolley(s) must inspect the section, particularly, in \nreference to heaping of ballast, girder, bridges, and any other special features which", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 319, + "text": "294 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nmake it difficult to drop the materials and remove the rail dolley. He shall get the \nballast and heaps cleared and work the dolley(s) in such locations only when visibility \nis clear for at least 1200 metres and the rails can be dropped safely without affecting \ntrain safety. \n(ii) Rail dolley shall not be worked on sections having gradients steeper than 1 in 200. \n(iii) Not more than 6 rail dolleys may be worked in a group in any one block section. \n(iv) Normally not more than 3 rail welded panels should be carried by rail dolleys. \n(v) The rail dolley must not be worked after sunset and before sun-rise and in bad weather \nwhen the visibility is poor. Rail dolley should not be worked in deep cuttings, sharp \ncurves, heavily built up areas etc. where the visibility is not clear for 1200 metres. In \nsuch locations the rail dolley may be worked under block protection. \nNote :- For working under block protection provisions under S.R. 15.27(2) (f) should be \nfollowed. \n(3) Protection of rail dolley:- \n(i) No traffic block or caution order is normally necessary for working of rail dolley \nexcept as indicated in S.R.15.27(7)(2)(v) above. Every rail dolley, when on line, shall \nbe protected by a Flagman at a distance of 1200 metres on BG and 800 metres on \nMG/NG from the rail dolley, on double line in the direction from which the train may \napproach, and by 2 flagmen, one on either direction on single line. The flagman shall \nalso carry 3 detonators for the use in any emergency. \n(ii) The Official Incharge of the rail dolley shall keep a sharp look out for approaching \ntrains and will get the rail dolley and material/s cleared off the track as soon as an \napproaching train is sighted. \n(iii) The Official Incharge shall be fully responsible for the safe working of rail dolley/s. \n(iv) While approaching level crossings the Official Incharge shall look out for road traffic \nand ensure safe passage of rail dolley. \n15.28 LORRIES AND TROLLIES OUT OF USE. - A lorry or trolly, when not in use, \nshall be placed clear of the line, and the wheels thereof be secured with a chain and \npadlock. \n \nS.R. 15.28(1). When a trolly/lorry/motor trolly is placed on a platform to be loaded in a train, it should be invariably placed parallel to the track and put in charge of a trollyman who is specially to be nominated by the person authorised to use the trolly/lorry/motor trolly and placed where it will not come in the way of passengers, working staff or trains. \n \nS.R. 15.28(2). As soon as a trolly/lorry is removed from the track and placed clear of it, the \nred flag/light referred to in G.R. 15.19 shall be removed, but care should be taken to ensure \nthat this signal is not removed before the line has been cleared of all obstructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 320, + "text": "295 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nAPPENDIX ( I ) \nRULES FOR WORKING OF ‘ON TRACK’ TIE-TAMPERS:- \n \n(1) (i) \"On Track” Tie-Tampers are self propelled vehicles. These shall be worked as a train under the system \nof working in force and shall be treated and signalled as a train except as provided below. However, \nthere need not be any Guard or Brake van attached to these vehicles. \n (ii) During Day when the vision is clear up to five \"On Track\" Tie-tampers may be allowed under one \n\"authority to proceed\" for working within the Block Section and proceed to next station or come back. \nAll \"On Track\" Tie-tampers must leave and enter the station at a time one after another and during \nthe course of the run the official-in-charge of leading Tie-tamper will be responsible for all the Tie-\ntampers. \n In case of thick, foggy and tempestuous weather as well as during the total failure of \ncommunication, these “On Track” Tie-tampers are not permitted to work on line. \n(iii) for the purpose of through movement from one block station to another block station a maximum upto 3 \ntrack maintenance machines can be permitted to run in a convoy, the following rules will be followed- \n(a) Whenever movement of more than one track maintenance machines required to be done the Station \nMaster of the dispatching station shall be offered a requisition for the same in writing by the \nSSE/SE/JE (track machine) incharge of the movement, who shall be overall responsible for the \nsafe running of the convoy, indicating the individual machines that are required to move. \n(b) The first machine will move on proper signals and the other 2 machines will follow on the \nauthority of the Machine Following Permit, which shall be issued by the Station Master of the \ndispatching station to each of the operators of the machines following the first machine. \n(c) The machine operators of the machines will endorsee on the Permit as token of acknowledgement \nthat they are aware that more than one machine is in convoy and one/two machine is in front and \nrear as the case may be. \n(d) These Permits shall be deposited with the Station Master at the receiving Station who will consider \nthe line as closed only after the receipt of the permit. \n(e) The operator of the all the machines shall be given caution order in which shall also be indicated \nthe number of machines following. This will be noted by the operators of the following machines. \n(f) On sections where motor trolleys are not allowed to work on Motor Trolley Permit running of \ntrack maintenance machines on Machine Following Permit will also be prohibited. These sections \nare already indicated in the Station Working Rules of the station and the Working Time Table of \nthe division. \n(g) Gatemen at Level Crossing Gates enroute will be specifically advised about the number of \nmachines entering the block section to ensure that the gates remain closed till the convoy has \ncleared the level crossing gates. \n(h) Operators of the machines working on Machine Following Permit will exercise extra vigilance at \nlevel crossing gates. \n(i) The machine operators will ensure that the distance between two machines is not less than 180 \nmts. \n(j) When moving in convoy the speed of machine shall not exceed 40 kmph \n(k) While moving in a convoy, if any machine is required to slow down or stop due to any reason. The \nmachine operator shall ensure that red hand signal is displayed by waving vigorously. \n(l) Attachment of another machine or camp coach/wagon is not permitted when machines are moving \nin a convoy, such attachment can only be done if a machine breaks down/fails in the block section, \nand such movement is done to clear the block section only. When a machine or a camp \ncoach/wagon is required for movement from one block station to another, such, movement shall be \ndone on line clear only. The requisition for such movement from the SSE/SE/JE (Track Machine) \nshall clearly specify that another machine/vehicle is attached with the track machine. This \ninformation will be conveyed to the Station Master in advance while taking line clear, and also the \ncontrol. The last machine/camp coach shall display LV board/tail lamp.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 321, + "text": "296 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(m) While moving from one block station to another block station on a double line section, the \nmovement of track laying and track maintenance machines shall be on the proper line only. \n(2) Each \"On Track\" Tie-Tamper shall be in direct charge of Junior Engineer Gr.II(TM/TT) herein-after called \nthe Operator. The number of Railway, staff on each Tie-Tamper should not exceed 8. The Operator shall be \na qualified person, competent to hold the charge of the Tie-tamper on the Main Line and also certified to be \nqualified in the rules and actual driving and working of the unit efficiently. \n(i) COMPETENCY CERTIFICATE :- \nThe Operator shall not use/operate the \"On Track\" Tie- tamper unless:- \n(a) He is in possession of a competency certificate issued by the concerned DRM(W) . This \ncertificate shall be valid for a period of one year from the date of issue. \n(b) He is fully conversant with the system of working, signalling of the section and has undergone \nroad learning as prescribed for Drivers and has recorded this fact in a competency book kept \non the Tie-tamper. This will be countersigned by Sr. Sectional Engineer(TM/TT) In-charge. \n(ii) The Operators of the \"On Track\" Tie-Tamper is responsible for operating, running of the Tie-tamper \nand shall follow the schedule of initial training/refresher courses in train working rules as \nprescribed for train Drivers. \n(iii) He must possess certificate of Medical fitness in A-3 Medical Category issued by a Railway Medical \nDoctor. \n(iv) The \"On Track\" Tie-tamper shall work on the line in the Block section or in the station yard under \nthe direct supervision of an Engineering Official, not below the rank of Junior Engneer Gr.II(P.Way) \nwho will be responsible for taking the traffic block and for protection of the lines while the work is in \nprogress. Hereinafter, he will be called Official-in-charge of the \"On Track\" Tie-Tamper. Whenever, \nit works in the yard, arrangements should be made to protect it as necessary in accordance with \nG&SR 15.27. \n(3) EQUIPMENTS:- \nThe Operator of the \"On-Track\" Tie-tamper shall be responsible to ensure that the following equipments \ncomplete in all respects and in working condition, are available on each \"On Track\" Tie-Tamper before the \nTie-Tamper is put on a running line : \n(a) 10 detonators ; \n(b) two red and two green hand signal flags; \n(c) two hand signal lamps; \n(d) clamp with locking device and key for clamping the token on single line sections; \n(e) a watch; \n(f) a torch; \n(g) an up-to-date copy of the working time table; \n(h) an oil feeder with oil; \n(i) an up-to-date copy of the General and Subsidiary Rules; \n(j) two chains with pad locks; \n(k) two clamps with pad locks; \n(l) one portable field telephone; \n(m) two banner flags; \n(n) wooden wedges two nos; \n(o) one petromax lamp; \n(p) one first aid box; and \n(q) any other equipment prescribed by special instructions. \nEach \"On Track\" Tie-tamper must be equipped with prescribed head and tail light, marker lights, and \nflasher lights as per G&SR 4.14 to 4.16. While moving in convoy the Tail Board/Tail lamp, should be fixed \nonly on the last Tie-Tamper in the direction of movement. \nThe \"On Track\" Tie-Tamper must have marked on it the number, designation and code initials of the head \nquarters stations of the official to whom it is allotted. These particulars to be painted in white letters on a \nred back-ground on both sides conspicuously.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 322, + "text": "297 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(4) RULES FOR OPERATION :- \n(i) Normally night working of \"On Track\" Tie-Tamper is not permitted except under \nspecial circumstances, when the permission of the DRM should be obtained. While \nworking in automatic signalling territory, precautions as prescribed for Tower wagons \nshall be taken. \n(ii) No \"On Track \" Tie-Tamper shall be brought on a running line from the siding , \nstabling line without the written permission of the station master on duty issued in the \nform of a shunting order (T/806). \n(iii) When the \"On Track\" Tie-Tamper is required to move from one Block Station to \nanother block station, the Operator should run the \"On Track\" Tie-Tamper only with \nthe proper authority to proceed as defined in GR 1.02(6). \n(iv) The official in-charge, of the Tie-Tamper will advise in writing to the Station Master \non duty of his intention to take the number of Tie-Tamper(s) on the line. The Station \nMaster, when putting up line clear enquiry, should clearly state the number of Tie-\nTamper (s) entering the section and whether they will be coupled or not. \n(v) The following procedure shall be observed for working of \"On Track\" Tie-Tamper. \nThe section should be blocked for Engineering purpose for imposing a block between \ntwo Block Stations. The Jr. Engineer Gr.II (P.Way) In-charge of \"On Track\" Tie-\nTamper , shall give the written notice indicating whether the \"On Track\" Tie-Tamper \nwill proceed to the next station or return to the starting station after completion of the \nwork; to SM concerned as under : \n \nNOTICE \n \nFrom: Sectional/Junior Engineer(P.Way) HQ ……….at………………….. station. \n To : SM……………………………station. \n \n Notice No……………………..date………………….. \n \n The line (UP/DOWN line as the case may be on double line) between \n…………………..station and………………….station at Kms……….to………is \nrequired to be blocked from…………hours to …………hours for working the \"On \nTrack\" No. (s)…………. for immediate testing/repairing of track, etc. \n \n \nSignature of Station Master Signature and Designation \n of Issuing Authority \n \nThe SM shall consult Control on controlled sections and the SM of the other \nend of the block section on non-controlled sections and ascertain the movement of \ntrains before granting Line Block, if he agrees to the blocking of the line and the \nduration of Block that may be granted, the SM shall issue a written authority as \nunder :", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 323, + "text": "298 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n \n \nFrom : SM………………….Station \nTo : SE/JE(P.Way)………………………H.Q. at ………………………………Station \n \nNo…………………….Date……………………….. \n \nRefer your notice no……………….Date………………. \n \nThe line (Up/Down line as the case may be on double line) \nbetween………………….station and ………………..station at \nKms……………..to……………is blocked from …………….hrs. to \n…………………hrs. for working \"On Track\" Tie- Tamper(s). \n \nNo train will be allowed to enter the block section till the Tie-Tamper(s) is \nremoved and the line is certified safe by you. \n \n………………………………. \n ………………………………. \nSignature of SE/JE(P.Way) Signature of Station Master\n with Station Stamp \n \n \nBefore issuing the said authority , the SMs concerned will see that their block \ninstruments are Operated to \"Train on line\", \"Train going to\" or \"Train Coming \nfrom\", etc., position as the case may be, according to the type of block instruments. \nRelevant instructions for working the different instruments should be observed. \nStop collars must also be placed on the Levers/Buttons /Slides of departure signal \nand other precautions like removal of SH/SM's Key, etc., must also taken and entry \nmade in red ink in the Train Signal Register. \nThe Official incharge, SE/JE (P.Way) will accompany the \"On Track\" Tie-\nTamper to its work site. \nOn removal of the block, the official who imposed such block, shall issue a \nsafety certificate as under:- \n \nNo…………. Date :…………………….\n \nFrom:SE/JE(P.Way)………………H.Q. at…………………………………station. \n \nTo : SM……………………………… \n Refer my notice no……………..dated…………….and your no…………… \ndate………….. The block imposed between…………station and …………station at \nKms………. to……….from……………..hrs. to ……………hrs. is removed and the \nline is certified safe for normal working. \n \nSignature of SM Signature and Designation of \n Issuing Authority", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 324, + "text": "299 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n \nThe SM on receipt of the said certificate will inform control and/or the SM at \nthe other end of the block section and cancel the block imposed, restore the Block \nInstrument to Normal position and make the necessary entries in the Train Signal \nRegister. Thereafter, normal working may be resumed. \nThe Official-in-charge of the Tie-Tamper shall be solely responsible for seeing \nthat the section is clear of all obstructions and that the track is fit for traffic at \nnormal speed before the Token or Tablet and/or T/806 is surrendered, Safety \ncertificate issued and the engineering block cleared. \n(A) SINGLE LINE SECTION : WORK AND PROCEED :- \nStation Master to do and ensure: - \n(i) Obtain line clear from Station in advance. \n(ii) Take 'OFF' last stop signal, if any. \n(iii) Issue special caution order indicating the number of \"On Track\" Tie Tampers \npermitted to work in block section. This shall be got noted and signed by all \nthe Operators and handed over to Official incharge of \"On Track\" Tie-\nTampers along with Token or Paper Line Clear Ticket as the case may be. \n(iv) The Official incharge shall travel on the last 'On Track' Tie - tamper. \n(v) On completion of work \"On Track\" Tie-tampers shall be received at station in \nadvance by taking 'OFF' reception signal. \n(vi) A competent railway servant shall display a green flag at the foot of first stop \nsignal till the last \"On Track\" Tie- tamper enters the station section. \n(vii) On arrival at station in advance, official incharge shall hand over the \nToken/Line Clear Ticket, Special caution order to Station Master only, when \nlast \"On Track\" Tie-tamper clears the block section. \n(viii) Official incharge shall certify in writing to Station Master that the track is safe \nand fit for train movement. \n(ix) Then only Station Master should close the block section. \n(B) SINGLE LINE SECTION - WORK AND RETURN \n(a) In Token Block Instruments territory :- \nStation Master to do and ensure : \n(i) Obtain line clear from Station in advance. \n(ii) Take 'OFF' last stop signal, if any. \n(iii) Issue special Caution Order indicating the number of 'ON Track' Tie-\ntampers permitted to work in block section and thereafter return to station \nin rear. This shall be got noted and signed by all the operators and handed \nover to official incharge of 'On Tack' Tie-tampers along with Token or \nPaper Line Clear Ticket as the case may be. \n(iv) The Official incharge shall travel on the first 'On Track' Tie- tamper.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 325, + "text": "300 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(v) On completion of work 'On Track ' Tie-tampers, shall be received at \nstation in rear by taking 'OFF' reception signals. \n(vi) A competent railway servant shall display a green flag at the foot of first \nstop signal till the last \"On Track\" Tie- tamper enters the station section. \n(vii) On return at station in rear, Official incharge shall hand over the \nToken/line clear ticket, special Caution Order to Station Master only when \nthe last \"On Track\" Tie- tamper clears the block section. \n(viii) Official incharge shall certify in writing to Station Master that the track is \nsafe and fit for train movement. \n(ix) Then only Station Master should cancel the line clear and normalise the \nBlock Instruments. \n(b) Token less Block Instruments territory: - \nStation Master to do and ensure: \n(i) Block back the section. \n(ii) Take out shunting occupation (SH) Key & keep in safe custody. \n(iii) Prepare and issue shunting order (T/806) and special caution order \nindicating the number of \"On Track\" Tie-tampers permitted to work in \nblock section and return to station in rear. This shall be got noted and \nsigned by all the Operators and handed over to Official incharge of \"On \nTrack\" Tie- tampers alongwith T/806. Last stop signal is passed at danger \non written authority i.e. T/806. \n(iv) The Official incharge shall travel on the first \"On Track\" Tie- tamper. \n(v) On completion of work \"On Track' Tie-tampers shall be received by taking \n\"OFF\" reception signals. \n(vi) A competent railway servant shall display a green flag at the foot of first \nstop signal till the last 'On Track' Tie- tamper enters the station section. \n(vii) On return at station in rear, Official in-charge shall hand over T/806, \nSpecial Caution Order to Station Master only when last \"On Track\" Tie- \ntamper clears the block section. \n(viii) Official incharge shall certify in writing to Station Master that the track is \nsafe and fit for train movement. \n(ix) Put back shunting occupation (SH) key in the block instrument and then \nonly Station Master should cancel the block back. \n(C) DOUBLE LINE SECTION: WORK AND PROCEED \n (a) Via Right Line:- \n Station Master to do and ensure: \n(i) Obtain line clear from Station in advance. \n(ii) Take 'OFF' last stop signal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 326, + "text": "301 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(iii) Issue Special Caution Order indicating the number of 'ON track' Tie- tampers \npermitted to work in block section. This shall be got noted and signed by all \nOperators and handed over to Official incharge of 'ON Track' Tie- tamper. \n(iv) The Official inchage shall travel on the last 'ON Track' Tie- tamper. \n(v) On completion of work \"ON Track\" Tie- tampers shall be received at station in \nadvance by taking \"OFF\" receptions signals. \n(vi) A competent railway servant shall display a green flag at the foot of first stop \nsignal till the last \"ON Track\" Tie- tamper enters the Station Section. \n(vii) On arrival at station in advance, Official incharge shall handover the Special \nCaution Order to Station Masters only when the last \"ON Track\" Tie- tamper \nclears the block section. \n(viii) Official incharge shall certify in writing to the Station Master that the track is \nsafe and fit for train movement. \n(ix) Then only Station Master should close the block section. \n(b) Via Wrong Line:- \nStation Master to do and ensure: - \n(i) Obtain line clear on block telephone from Station in rear advising the total \nnumber of \"ON Track\" Tie- tampers. \n(ii) Issue Special Caution Order indicating the number of \"ON Track\" Tie-tampers \npermitted to work in block section and the Station at which 'ON Track' Tie- \ntampers will go on completion of work. This shall be got noted and signed by all \nthe Operators and handed over to Official in-charges of 'ON Track' Tie- tamper \nalong with Paper Line Clear Ticket. \n(iii) All the points over which 'ON Track' Tie- tampers will pass shall be correctly set \nand facing points clamped and pad locked. Thereafter Station Master shall issue \nwritten authority (T/511) and the 'ON Track' Tie- tampers shall be piloted out of \nthe station by a competent railway servant. \n(iv) The Official incharge shall travel on the last ‘ON Track' Tie- tamper. \n(v) On approaching the next station after completion of work, Operator shall bring \n'ON Track' Tie- tampers to stop opposite the first stop signal pertaining to right \nline or at the last stop signal of line (on which they are running) whichever \ncomes first. \n(vi) The Station Master of Station referred to in above para shall ensure that all \npoints in the facing direction over which 'ON Track' Tie-tampers will pass are \ncorrectly set, facing points clamped and pad locked. He shall depute a \ncompetent railway servant at the foot of signal which 'ON Track' Tie- tamper \nwould encounter first. He shall stop the “ON Track” Tie- tempers by exhibiting \na red flag and thereafter pilot them into station on a written authority issued by \nStation Master. If the Operators find that no competent railway servant has been \ndeputed at the foot of signal to pilot the 'ON Track' Tie- tamper into the station, \nG&SR 4.44 shall be observed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 327, + "text": "302 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(vii) On reaching the station at the other end of block section, Official incharge shall \nhand over the Special Caution Order , Paper Line Clear Ticket to Station \nMaster only when the last 'ON Track' Tie- tamper clear the block section and \nstand clear of fouling marks. \n(viii) The Official incharge shall certify in writing to the Station Master that track is \nsafe and fit for train movement. \n(ix) Then only Station Master should close the block section. \n (D) DOUBLE LINE SECTION: WORK AND RETURN \n(a) Via Right Line: \nStation Master shall do and ensure: \n(i) Block forward the line. Station Master at Station in advance will turn the \ncommutator directly to \"Train on Line\" position. \n(ii) Issue Special Caution Order indicating the number of 'ON Track' Tie- \ntampers permitted to work in block section return to station in rear. This \nshall be got noted and signed by all the Operators and handed over \nalongwith T/806 to pass the last stop signal; in 'ON' position to the official \nincharge. \n(iii) The official incharge shall travel on the first ‘ON Track' Tie- tamper. \n(iv) On completion of work, Operators shall bring their \"ON track\" Tie- tamper \nto stop opposite to first stop signal pertaining to right line or at last stop \nsignal pertaining to line on which they are running whichever comes first. \n(v) The Station Master of stations referred to in above para shall ensure that all \npoints in the direction over which \"ON Track\" Tie- tamper will pass, are \ncorrectly set, facing points clamped and pad locked. He shall depute a \ncompetent railway servant at the foot of signal which \"ON Track \" Tie- \ntamper would encounter first. He shall stop the \"ON Track\" Tie- tampers by \nexhibiting a red flag and thereafter pilot them into station on a written \nauthority issued by Station Master. If the operators find that no competent \nrailway servant has been deputed at the foot of signal to pilot the \"ON \nTrack\" Tie -tampers into station G&SR 4.44 shall be observed. \n(vi) On return at station in rear, Official in-charge shall hand over special \nCaution Order, T/806 to the Station Master only when the last 'ON Track' \nTie- tamper clears the block section and stand clear of fouling marks. \n(vii) Official in-charge shall certify in writing to the Station Master that track is \nsafe and fit for train movement. \n(viii) Then only Station Master should cancel the Block forward. \n (b) Via Wrong Line: - \nStation Master shall do and ensure: \n(i) Block back the line. Turn the commutator directly to \"Train on line\" \nposition.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 328, + "text": "303 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(ii) Issue Special Caution Order indicating the number of \"ON Track\" Tie-\ntampers permitted to work in block section and return to the stations. This \nshall be got noted and signed by all the operators and handed over to the \nOfficial in-charge alongwith T /806. \n(iii) All the points over which \"ON Track\" Tie- tampers will pass shall be \ncorrectly set and facing points clamped/pad locked. Thereafter Station \nMaster shall issue written authority (T/511) and the \"ON track\" Tie- tampers \nshall be piloted out of station by a competent railway servant. \n(iv) The Official in-charge shall travel on first \"ON Track\" Tie- tamper. \n(v) On completion of work \"ON Track\" Tie- tampers shall be received at station \nby taking \"OFF\" reception signals. \n(vi) A competent railway servant shall display a green flag at the foot of first \nstop signal till the last \"ON Track\" Tie- tamper enters the station section. \n(vii) On return at station, Official in-charge shall hand over, Special Caution \nOrder, T/ 806 to the Station Master only when the last \"ON Track\" Tie- \ntamper clears the block section. \n(viii) The Official in-charge shall certify in writing to the Station Master that \ntrack is safe and fit for train movement. \n(ix) Then only Station Master should cancel the Block back. \n(5) PRECAUTIONS: \n(i) The Official in-charge of the \"On Track\" Tie- Tamper is responsible for the \nprotection of the site of work and also for protection of adjoining track in case \nof infringement, if any. He shall also be responsible for safety of track after the \nworking of the Tie-Tampers. \n(ii) The Station Master on either side shall inform to Gateman of all the level \ncrossings equipped with telephones located in this block section about the total \nnumber of \"On Track\" Tie-tampers permitted to work in the block section under \nexchange of Private Numbers. \n(iii) While the \"On Track\" Tie-tamper are moving in the block section in convoy, it \nwill be the responsibility of the Operators of Tie-tampers to remain at a distance \nof at least 120 meters from each other. \n(iv) During the course of working, when required to pass a manned or un-manned \nL.C.Gate, each \"On Track\" Tie-tamper shall stop short of the level crossing and \npass only after ensuring the safety of the \"On Track\" Tie-tampers and the road \ntraffic. \n(v) The official in-charge of the \"On Track\" Tie-tamper shall always take four \nefficient flagmen equipped with banner flags, detonators, and red hand flags \neach, to protect the Tie-tampers. One flagman shall exhibit banner flag at a \ndistance of 600 meters on either side of the site of work and one flagman \nshowing a stop hand signal at a distance of 1200 metres on either side of the site \nof work.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 329, + "text": "304 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(vi) Some \"On Track\" Tie-tampers tend to foul the adjacent lines, while working on \ndouble line sections or in the yard. BRM (Ballast Regulating Machine) may foul \nthe adjacent line when stretching out its blades. If any part of a Tie-tamper is \nlikely to foul the adjacent line while working the Official in-charge of the \"On \nTrack\" Tie-tamper shall request SM in writing to block both the lines and such \nwork should only be undertaken, if blocking both the lines has been permitted by \nthe control and the SM and both the lines have been protected as per Para \n(5)(v) above. \n(vii) In case of CSM/DUO or any other such Tie-tamper where the operator is not in \na position to get a view of front directly, he shall ensure by deployment of his \nassistants in the front/rear cab that any obstruction/infringement i.e. Tie-tamper \nmoving ahead of banner flag etc. is communicated to him verbally or by display \nof HS/Flag etc. so that movement of the Tie-tamper may be controlled \naccordingly. \n(6) PROTECTION OF \"ON TRACK\" TIE-TAMPER WHEN STABLED AT STATION: \n(i) The running and stabling of the \"On Track\" Tie-tamper shall be arranged by the \nStation Master in consultation with the Section Controller. In case, the control \nis not working, the Station Master shall, consult the Station Master of the \nadjoining station. \n(ii) The \"On Track\" Tie-tampers shall normally be stabled on a non-running line. \n(iii) When the \"On Track\" Tie-tamper is stabled on a running line due to un-\navoidable circumstances, the mechanical hand-brakes shall be applied and Tie-\ntamper shall be securely chained to the rails in accordance with GR 5.23 and \nSRs thereunder. Lever Collars shall be placed on the concerned signal \nlevers/Buttons and slide of line on which \"On Track\" Tie-tamper machine is \nstabled. \n(iv) When the Tie-tamper is stabled, the Operators shall ensure that it is berthed \nclear of fouling marks and traps and without obstructing the adjacent lines. He \nshall apply the hand brakes and secure by wooden wedges to prevent movement. \nThe concerned points shall be set against the line on which the \"On Track\" Tie-\ntamper is stabled and such points shall be secured with clamps or bolts and \ncotters and pad locks. The keys of such pad locks shall be kept in the personal \ncustody of SM until the Tie -tamper is ready to leave from siding or running \nline. The \"On Track\" Tie-tamper Operator shall not relinquish charge until he \nhas satisfied himself that the \"On Track\" Tie-tamper has been properly secured \nand protected as prescribed. \n(v) The \"On Track\" Tie-tamper shall not move into or inside the traffic yard without \nshunting order and the permission of the Station Master. No shunting of \ngoods/passenger stock shall be permitted on the line where \"On Track\" Tie-\ntampers are stabled. No shunting should be performed with the \"On Track\" Tie-\ntamper attached. \n(7) FAILURES & ACCIDENTS: \n(i) Failure in Block sections of the \"On Track\" Tie-tamper will be treated as \naccident under class 'J-2'. Accidents involving \"On Track\" Tie-tamper shall be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 330, + "text": "305 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \ntreated as train accidents under the appropriate class and action should be \ntaken as per the rules in force. \n(ii) In the event of complete breakdown of the \"On Track\" Tie-tamper in the section \nand if the time required to carry out repairs is likely to exceed 30 Minutes, the \nOfficial in-charge of \"On Track\" Tie-tamper shall send one of his staff to the \nnearest Station Master with a report in writing of the circumstances, stating the \nsite of breakdown and the nature of relief required, if any. However after 15 \nminutes he should then arrange for the line to be protected in accordance with \nG&SR 6.03. \n(iii) If, after sending for assistance, the vehicle is repaired and can go forward to the \nnext station, it shall do so at walking pace and the Official in-charge shall \narrange to protect the vehicle by deputing two person with hand signals and \ndetonators one each in front and rear of the vehicle, to walk at a distance of \n1200 metres and 800 metres on BG and MG/NG respectively. These persons \nshall clearly show hand danger signals and in addition, when a train or engine \nis observed approaching the vehicle, immediately place detonators on the rails \nand continue to show hand danger signals to the approaching train or engine. \n(8) SPEED OF THE \"ON TRACK\" TIE- TAMPER: \nThe speed of the \"On Track” Tie- Tamper while passing over points and crossing \nshall not exceed 10 KMPH. on the straight, it shall not exceed 40 KMPH. \n \nAPPENDIX ( II ) \n \nSPECIAL INSTRUCTIONS REGARDING NEW WORKS \n \n(1) General- \n(a) The instructions herein apply to works constructed subsequent to the first \nopening of a Railway or section of a Railway. \n(b) The safety of the travelling public is ensured by the rules laid down in :- \n(i) The Railway Act of 1989 (as amended from time to time) \n(ii) The General Rules for all Open lines of Railways. \n(iii) The Railway (opening for the public carriage of passenger) Rules, 2000 (as \namended from time to time) and \n(iv) The Indian Railway Schedule of Dimensions. \n(c) The rules provide for the legal authorisations that should be obtained from \nauthority competent to sanction and the procedure for obtaining sanction for any \nworks which affects the running line before the work is started or brought into \nuse and before a new section of the line is opened for public traffic. \n(2) Classification of works - for the purpose of these instructions, works are divided into \ntwo classes, namely-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 331, + "text": "306 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(I) Works requiring the sanction of the Commissioner of Railway Safety prior to \nexecution and opening. \n(II) Works not requiring the sanction of the Commissioner of Railway Safety. \n Class I - Comprises the following : \n(a) (i) Under Section 23 of the Railways Act 1989 and chapter VII of the Railway \n(opening for the public carriage of passenger) Rules, 2000,, the approval of \nthe Commissioner of Railway Safety is required for the execution of any work, \non the open line, which will affect the running of passenger trains and any \ntemporary arrangements necessary for carrying it out, except in cases of \nemergency. \n(ii) For the commencement and opening of the following works, when they are \nconnected with or form part of the railway already opened, the sanction of \nCommissioner of Railway Safety shall be obtained. \n(1) Additions, extension or alteration to running line. \n(2) Alterations to points and crossings in running line. \n(3) New Signalling and interlocking installations or alterations to existing \ninstallations. \n(4) New station, temporary or permanent. \n(5) Heavy re-grading of running lines involving raising/lowering of track in \nexcess of 50 cms. \n(6) New bridges including ROB/RUB/FOB or extensions of existing once, \ngirders spans, whether additional or in replacement of existing once \nincluding temporary girders. \n(7) Provision of new level crossings, shifting of existing level crossing, \ndemanning and down grading, manning of un-manned level crossing, \nupgrading of LCs involving changes in method of working or operations \n(such as interlocking, Provision of lifting barriers in case of gates) and \nclosing down of level crossings etc. across running lines. \n(8) Permanent diversion (Deviation) less than 2 kms in length without any \nstation in between and irrespective of length when a new station is \ninvolved. \nNote: - Permanent diversion more than 2 kms. in length and irrespective \nof length when a new station is involved are to be treated as \nnew lines covered by provisions of section 21 and 22 of the \nRailway Act. \n(9) Temporary diversion irrespective of length, except those laid for \nrestoration of through communication after accident. \n(10) Introduction of electric traction on new/existing routes/permanent \ndiversions/ yard lines/loop lines/siding more than 2 kms. in length; and \nirrespective of length when a station is involved, except temporary \ndiversion introduced for restoration of through communication after \naccident. \n(b) (i) Application for any alteration, reconstruction or additions that may require \nthe sanction of the Commissioner of Railway Safety shall ordinarily be made", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 332, + "text": "307 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \nfourteen days in advance of the expected commencement of such works \npertaining to passenger trains and sanction obtained before such \ncommencement. When alterations to the proposals originally sanctioned by \nthe Commissioner of Railway Safety become necessary, the sanction of the \nCommissioner of Railway Safety shall be obtained for such alterations before \nthe works is put on hand. \n(ii) If, for any reason, a sanctioned work is not taken up in hand within 12 months \nof the date of a sanction, application shall be made to the Commissioner of \nRailway Safety for renewal of his sanction. \nClass II - Comprises the following :- \n(a) Any new work, alteration or reconstruction not affecting running lines. \n(b) Any work which does not interfere with the existing Signalling or interlocking \narrangements or involve new Signalling or interlocking arrangements. \n(c) Any new lines/loop lines/sidings not more than 2 kms. in length being laid down \nand electrified or for charging of OHE at 2.2/25 KV as an antitheft measure. \nIn such cases the permission for energisation shall be granted by Electrical \nInspector. \n(d) Work necessitated by accidents. The procedure detailed in SR 15.06 shall \nhowever, be adopted. \nNote: - In every doubtful case, application shall be made to the Commissioner of \nRailway Safety, before commencing the work. \n(3) Application for sanction for works - Application to the Commissioner of Railway \nSafety for sanction for carrying out works affecting the running line shall be made by \nthe Junior Administrative grade officers in the Division and by the Divisional Railway \nManager/Addl. DRM, if no such officers are posted in the Division. In construction \norganisations, it shall be signed by Junior Administrate grade officers of the \ndepartment concerned on behalf of the Chief Engineer (Construction)/Chief Signal \nand Tele-communication Engineer (Construction)/Chief Electrical Engineer \n(Construction). \n(4) (i) For Divisional works, which involves both Civil Engineering and Interlocking \napplication shall be signed jointly involved by JA grade officer of both Civil \nEngg. and S&T deptt. of the division, in the absence of JA grade officer the \napplication will be signed by DRM/ADRM. In the case of works executed by \nS&C application by DRM/ADRM, in the case of works executed by S&C, \napplication shall be signed by JA grade officers representing CE(C) and \nCSTE(C). \n(ii) In all cases, the name and designation of the signatory should invariably be \ngiven. \n \n(5) Application for running of new type of locomotives and for rolling stock and for \nincrease in speed :- \n(a) Application to the Commissioner of Railway Safety for sanctioning the running \nof new types of locomotives or rolling stock or increasing the maximum \npermissible speed on a specified section or sections shall be made 15 days in \nadvance by the Chief Engineer and accompanied by the following documents :-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 333, + "text": "308 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(1) Load diagram. \n(2) Certificates for track strength. \n(3) Certificates for strength of girders. \n(4) Certificates of test runs of oscillation trial (if required by the \nCommissioner of Railway Safety) \n(5) Certificate in the prescribed form, signed jointly by the Chief Mechanical \nEngineer/Chief Engineer/ Chief Electrical Engineer/Chief Signal and \nTelecommunication Engineer. \n(6) A statement in the prescribed form detailing any infringement of maximum \nand minimum dimensions involved in the running of the locomotive or \nrolling stock. \n(b) On receipt of such an application, the Commissioner of Railway Safety will, if \nhe so desires, inspect and/or try out the new locomotives and/or rolling stock \nand the Railway Administration shall afford him the necessary assistance to do \nso. \n(6) Prior to the energisation of any section the following certificates and documents shall \nbe submitted to the Commissioner of Railway Safety; \n(a) General Safety Certificate of works signed by CE and CSTE of the Construction \nOrganisation. \n(b) Safety certificates for electrical works signed by CEE of Open Line and \nCPM/CEE/Dy.CEE of the RE/Construction organisation. \n(c) Safety certificate in respect of electric rolling stock signed by CEE, CME, COM \nand CE of the Open Line Railway. \n(d) Certificate of Open line officers about the knowledge of their staff regarding \nsafety rules for electrified sections. \n(e) Certificate issued by DRM of Open line regarding introduction of safety \nmeasures, issue of Special Station Working Rules and obtaining assurance of \nthe staff concerned regarding their knowledge of rules applicable to AC \ntraction. \n(f) Copies of Station Working Rules which have been distributed to various Station \nMasters. \n(7) A Safety Certificate, shall be issued before the work is brought into use. \n(8) Inspections by the Commissioner of Railway Safety - When the Commissioner of \nRailway Safety notifies his intention to inspect a work prior to opening for the public \ncarriage of passengers, advice as to when the work will be ready for inspections shall \nbe intimated to him at least 14 days before it is proposed to open it. \n(9) (a) Final inspection by Commissioner of Railway Safety for the introduction of \ncommercial services on newly electrified sections;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 334, + "text": "309 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(i) A special train comprising of an electric locomotive, observation car in the \nrear and appropriate number of coaches or inspection carriages for \nofficers and staff and Guard’s Brakevan shall be kept ready at an \nappropriate location to take CRS, CEE, CPM and HODs of \nRE/Construction organisation alongwith concerned Divisional officers of \nOpen Line and Sr. Officers of RE/Construction organisation for a final \ninspection as per a pre-arranged programme. The officers on the special \ntrain shall furnish whatever information/clarification sought by CRS and \nCEE. \n(ii) During this inspection Commissioner of Railway Safety will particularly \nexamine the safety and operational aspect, inspect the rule books, registers \nin possession of staff and test the knowledge of staff such as engineering \ngangs, substation staff, transportation staff at stations, cabins etc. \n(b) Sanction of Commissioner of Railway Safety for electrified section:- \nSubject to the trial run being satisfactory, an “all concerned message” may be \nissued by the Commissioner of Railway Safety communicating his sanction for \nthe introduction of commercial services. \nAfter the receipt of CRS's sanction commercial services may be commenced \neither immediately or subsequently. It is, however, desirable wherever possible \nto check the current collection at different speeds during night time, when \nhauling a fully loaded train. These tests may be conducted jointly by Dy. \nCEE(OHE)/RE, Sr.DEE(TRD) and Sr. DEE(RS) along with representatives of \nthe OHE contractor. Defective working noticed shall be rectified as soon as \npossible and on successful completion of the tests, a joint certificate shall be \ngiven confirming that full commercial working may be introduced. \n \n(10) Submission of Safety Certificate- \n(a) The Commissioner of Railway Safety while according his sanction, may or may \nnot propose to inspect the works. \n(b) (i) Should the Commissioner of Railway Safety decide not to inspect the work \nprior to opening, the Safety Certificate, together with the certificates \nreferred to therein, shall be completed and submitted before the work is \nopened by the Engineer(s)-in-charge and a telegram/message, when so \nrequired, despatched to the Commissioner of Railway Safety. Copies of the \nSafety Certificates shall be sent to the Divisional Railway Manager, the \nChief Engineer and/or the Chief Signal and Telecommunication Engineer \nand/or Chief Electrical Engineer. \n(ii) The Safety Certificate for Engineering works shall ordinarily be signed by \nthe Assistant Engineer. In the case of works involving Tracks and Bridges \nand/or Signalling and Interlocking, the Safety Certificates may, if required \nbe signed jointly by the Engineers concerned. \n(c) If the Commissioner of Railway Safety decides to inspect the work prior to \nopening, he will, after inspection in the company of the officers concerned, \ncommunicate in writing his sanction to open the work.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 335, + "text": "310 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(11) Deviation from plans approved by the Commissioner of Railway Safety - If the \nmaterial deviations from the plans approved by the Commissioner of Railway Safety, \nwhich affect the lay out of lines or the arrangement of signals or the working Rules, \nare found necessary, his prior approval to such deviations shall be obtained with \nreference to the application first made. \n \n(12) Special Instructions Regarding Safety Certificates For Signalling Works - The \nfollowing instructions shall also be observed regarding the submission of Safety \nCertificates for works involving Signalling and/or Interlocking :- \n(i) Sanction of the Commissioner of Railway Safety is required under rules 4.10 to \nspeeds over 15 KMPH. Speeds in excess of 15 KMPH but within the speeds \npermissible for the Standard of Signalling, subject to any local restrictions \nnecessary, may be permitted on the Chief Engineer’s Safety Certificate. \n(ii) Only a Gazetted Officer of the Signalling department shall initiate the Safety \nCertificate for works involving - \nIn case of purely signalling works, S&T Officer will initiate the safety \ncertificate. In case works involving P.Way in interlocked portion of the yard, \nEngineering officers jointly along with officers of S&T and other departments \nshall initiate the safety certificate. \nNote: - By “initiate” is meant that a Signal Officer certifies that the \narrangements are in accordance with the Signalling Plan sanctioned by the \nCommissioner of Railway Safety. \n(iii) The Sr./Divisional Engineer shall in all cases against the restrictions of speed in \naccordance with clauses (i) and (ii) above, and shall order their removal when \nauthorised to do so by the Sr./Divisional Signal and Telecommunication \nEngineer. \n(iv) In the case of Joint Works carried out by more than one department, the Safety \nCertificate shall be signed by Junior Administrative Grade officers in the \nDivision and by the ADRM or by Divisional Railway Manager, if no such \nofficers are posted in the Division. In Construction Organisations, it shall be \nsigned by Junior Administrative Grade officers of the department concerned on \nbehalf of the Chief Engineer (Construction)/Chief Signal and Telecommunication \nEngineer (Construction). Then it shall be submitted to the Commissioner of \nRailway Safety. \n \n(13) Special Instructions Regarding Safety Certificates for Electrical Works; \n The Certificates in the prescribed proforma as detailed after para 21020 of the \nChapter X of ACTM vol.-I Part-I shall be submitted to the EIG for obtaining \npermission for energisation of Sections/Lines irrespective of the fact whether CRS’s \nsanction is required or not.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 336, + "text": "311 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n(14) Special instructions in connection with Signalling and Engineering works - \n(a) For the purpose of these instructions, works are divided under the following \nheads:- \n(i) Routine maintenance work in connection with the Signalling and \nInterlocking gear which do not require the issue of Traffic Working Order \nin addition to the provisions of Rule 3.51. \n(ii) Ordinary Engineering maintenance work which is executed on running \ntracks during daylight hours, inside or outside station limits under traffic \nand without interference to the train service and which is of such a nature \nas not to require the issue of Traffic Working Order whether or not they \nrequire the application of Rules 15.08, 15.09 and 4.09. \n(iii) Additions and alterations and works, other than routine maintenance, in \nconnection with the Signalling and interlocking gear which requires \nTraffic Working Order to be issued by the Divisional Railway manager, in \naddition to the provisions of Rules 3.51(3). \n(iv) Additions and alterations and works affecting running lines within station \nlimits carried out by the Works Branch which involves interference with \nthe normal train service and which require Traffic Working Order to be \nissued by the Divisional Railway Manager, in addition to the provisions of \nRules 15.08 and 15.09. \n(v) Works affecting running lines outside station limits which will or are likely \nto interfere with the normal train service and which require the imposition \nof Line Block. \n(vi) Works inside or outside station limits which require the opening of \ntemporary diversions or bridges and which require, the issue of Traffic \nWorking Order by the Divisional Railway Manager. \n(b) In the case of items (iii) and (iv) of clause (a) above the official responsible for \ncarrying out the work, shall send a Special Notice to the Divisional Railway \nManager, at least ten days before the work is due to commence, advising him \nwhen the work will be commenced and requesting him to issue Traffic Working \nOrder for the working of traffic during the time the work is in progress. A copy \nof the Notice shall also be sent to the Station Master of the station at which the \nwork has to be carried out. The Divisional Railway Manager receiving such \nNotice shall at once prepare Traffic Working Order and issue them to all \nconcerned. Only after the issue of Traffic Working Order, the work shall be \ncommenced. The Station Master shall be responsible for ensuring that all staff \nat the station responsible for the working trains understand them and carry \nthem out. The date and time at which the work is actually commenced shall be \ncommunicated to the Divisional Railway Manager by the official who sent the \nspecial notice. \n(c) Overhauling of Interlocking Lever Frame, Interlocking Key Boxes and Station \nMaster’s Slide Control Instrument.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 337, + "text": "312 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(i) During such overhauling, the station shall be worked under special \nInstructions to be issued by the Divisional Railway Manager in conformity \nwith Rule 3.38. \nThe SSE (Signal) incharge shall issue the Disconnection/Reconnection \nNotice to the Station Master and obtain his signature before the \ncommencement of and after completion of overhauling. \n(ii) Overhauling of Interlocking Lever Frames : \n \nMechanically Operated Points:- \nThe Station Master should ensure that all the facing points (controlled \nfrom the lever frame being overhauled), over which the trains will pass are \ncorrectly set, clamped and padlocked. Similarly the trailing points on the \nroute are also correctly set. \nElectrically Operated Points:- \nStation Master shall ensure that all facing and trailing points over which \nthe trains will pass over are correctly set, clamped and padlocked. The \npoints on the other end of corresponding cross over shall also be correctly \nset, clamped and locked. \n \nL.C.Gates:- \nInterlocked LC Gates controlled by the respective signals, should also be \nclosed against Road traffic and locked before permitting movement. \n \nThe Divisional Railway Manager shall issue detailed Temporary Working \nInstructions for each phase of work in case the work is done in phases. \n \n48 hrs. advance notification regarding Date and Time of work proposed to \nbe taken on hand and its probable duration shall be given by concerned \nsenior supervisor incharge of the work. \n \nOn getting confirmation from Sr.DOM, the Supervisor incharge of work \nshall issue notification alongwith disconnection memo to ASM on duty. \n \nCaution Orders for observing the speed restriction etc. shall be given by \nconcerned officials as specified in the Traffic Working Order. \n \nCaution Order shall be issued for work. \nAt Colour Light Signalling Stations: \nDuring the period of overhauling the reception and despatch signal will \nassume caution aspect only. The distant and 2nd Distant signal shall \nassume caution, attention aspects respectively. The advanced starter shall \nnot be taken off.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 338, + "text": "313 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \nLower quadrant signalling stations: \nThe Advanced Starter and Warner signals shall be kept at ‘ON’. The \nreception and despatch signals can be taken ‘OFF’. \n \nMultiple aspect upper quadrant signalling stations: \nProceed and attention aspect of Home/Starter/Advanced Starter and \nDistant signals shall be suspended. The reception and despatch signals \ncan be taken ‘OFF’. Works extending beyond one day shall be carried out \nunder Traffic Working Order (T.W.O.). Caution Orders shall be issued as \nper rules. \n \n(iii) During overhauling and Interlocking of key boxes, the yard is treated as \ntotally non-interlocked. It is the personal responsibility of the Station \nMaster to ensure that all points over which the train movement takes place \nare correctly set and locked and LC gates are closed and locked to the \nroad traffic before permitting any movement. It should also be ensured \nthat no simultaneous movements take place during the period of non-\ninterlocked working. \n \n(iv) During the Overhauling of Station Master’s Slide frame, it is not possible \nto work on the existing slide for reception and despatch of trains. \nThe following procedure need to be adopted:- \n(a) The advanced Starter shall be suspended. \n(b) Proceed and Attention aspects of all signals shall be suspended. In \nlower quadrant signal territory, Warner should be suspended during \nthe overhauling. \n(c) The Station Master slides control for reception signal shall be \ntemporarily by passed during the overhauling. The cabins shall be \nmanned by Station Master during the period of overhauling and \nexchange of private number with Station Master on Platform for train \nworking. \n \n(15) Notification to Railway Officials when Opening Works - Except as described in \nparagraph 17 below, no new work affecting the running of trains or the working of \nthe traffic at stations shall be brought into use until staff of the Branches concerned \nhave been notified by means of a circular issued by the Divisional Railway Manager. \nTimely intimation of the date of the opening of works shall be sent to the Divisional \nRailway Manager whenever any new or revised Working Rules are to be brought into \noperation to enable him to give the running staff due notice.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 339, + "text": "314 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(16) Opening of Temporary Diversions or Bridges : \n(a) When opening temporary diversion or bridges for traffic, the following \ninstruction shall be observed. \n(i) Atleast 14 days before the restrictions is to come into force, the Divisional \nEngineer shall send a notice, in the prescribed form to the Sr./Divisional \nOperations Manager, Sr./Divisional Signal and Telecommunication \nEngineer, Sr./Divisional Mechanical Engineer, Sr./Divisional Electrical \nEngineer, SSE (Loco), SE (C&W) of the depot stations at both ends of the \nruns of the Drivers concerned, including SSE (Loco), SE (C&W) of the \nDepot stations immediately on either side of the temporary diversion or \nbridge, Traction Distribution Supervisors, the Transportation Inspector, \nthe Station Masters of the Head quarter stations of Guards concerned and \nthe SE (Signal), specifying the nature of the restriction and the \napproximate date on which it will come into force. This notice shall be \nfollowed by a second notice, in the prescribed form, giving the actual date \nand time at which the restriction will be applied. The second notice shall \nbe issued at least 7 days before the actual date of commencement. \n(ii) SSE (Loco) or other Official-in-charge at each end shall issue the \nnecessary Notices and Instructions to Drivers who shall sign the book \nmaintained therefor and comply with Rule 4.30. \n(iii) The Station Masters of the Head quarters stations of Guard’s concerned \nshall issue the necessary Notices and Instructions to Guards who shall \nsign the book maintained for the same and comply with Rule 4.30. \n(iv) When Line Block is required, the procedure laid down in SRs under GR \n15.08 shall be observed. \nNote: - Temporary diversions or bridges shall not be opened for traffic \nearlier than the time notified in the prescribed form except in \nconsultation with the Divisional Railway Manager. \n(b) Where the opening of the temporary diversions or bridges required the issue of \nTraffic Working Order, the Sr./Divisional Engineer shall ensure that Traffic \nWorking Order is issued before commencement of such work. \n \n(17) Works resulting from accidents : \n(i) An abbreviated procedure to be adopted in the case of accidents, as laid down \nin Section 24 of the Railways Act 1989 is reproduced below :- \n“When an accident has occurred on a railway resulting in a temporary \nsuspension of traffic, and either the original lines of rails and works have been \nrestored to their original standard or a temporary diversion has been laid for \nthe purpose of restoring communication, the original lines of rails and works so \nrestored or the temporary diversion, as the case may be, may without prior \ninspection by the Commissioner, be opened for the public carriage of \npassengers, subject to the following conditions, namely:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 340, + "text": "315 PERMANENT WAY AND WORKS \n________________________________________________________________________________________________________________ \n \n(a) the railway servant incharge of the works undertaken by reason of the \naccident has certified in writing that the opening of the restored lines of \nrails and works, or of the temporary diversion will not in his opinion be \nattended with danger to the public; and \n(b) a notice of the opening of the lines of rails and works or the diversion shall \nbe sent immediately to the Commissioner. \n(ii) The certificate (in the prescribed form) shall be signed by the representative of \nthe Works Branch-in-charge of the work before opening it. This certificate shall \nbe despatched to the Officers concerned. The Engineering representative shall \nhand over a copy of the certificate to the representative of the Transportation \nDepartment at the site of the accident and the latter shall not permit the passage \nof traffic over the restored line or the diversion until he is in possession of the \ncertificate. \n(18) Opening of New Works within Station Limits : \n(a) On receipt of sanction to open a new work, the Sr./Divisional Engineer, or the \nSr./Divisional Signal and Telecommunication Engineer, or the Sr./Divisional \nElectrical Engineer (Traction Distribution) shall arrange with the Divisional \nRailway Manager the date on which the new work is to be handed and taken \nover. After the new work is handed over, the Sr./Divisional Engineer, the \nSr./Divisional Signal and Telecommunication Engineer, the Sr./Divisional \nElectrical Engineer (Traction Distribution) shall advise the Chief \nEngineer/Chief Electrical Engineer/ Chief Signal and Telecommunication \nEngineer/Chief Operations Manager. \n(b) When the work is important and affects a running line, the Engineering and \nOperating Officers shall be present. \n(c) When the work is not important and does not affects a running line, the Officer \nof the concerned department may authorise the Inspector of his department to \nhand over the work, and the Divisional Railway Manager may authorise the \nTransportation Inspector or Station Master to take over the work. \nNote :- (i) The Transportation Officer or Supervisor, who takes over a new \nwork, shall satisfy himself that the levers, signals, points and connections \nwork freely and properly and that the installation fulfils its object. He \nshall also see that the signal lights are properly focussed, that the back-\nlights are clearly visible from the place required by the rules, and that the \nElectric Repeaters where provided, correctly represent the indication of \nthe signals which they repeat. \n(ii) Before issue of the Certificate and taking over any interlocking \ninstallation, the Transportation Officer or Supervisor shall instruct the \nstation staff responsible for working the interlocking installation and test \nthem in their knowledge of the signalling diagram exhibited at the station \nand of the rules and working instructions in connection therewith. \n(iii) No person shall be placed in-charge at stations where interlocking \ninstallations have been provided unless the Transportation Officer or \nSupervisor has satisfied himself that such person has a full knowledge of \nthe working of those stations. \n************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 341, + "text": "316 LEVEL CROSSINGS \n________________________________________________________________________________________________________________ \nCHAPTER XVI \nLEVEL CROSSINGS \n \n16.01 KNOWLEDGE OF SIGNALS.- No person shall be appointed to be a Gateman \nunless he has a knowledge of signals. \nS.R.16.01(1)(A) Certificate of Competency - Every Gateman shall be tested by SSE(P.Way) or Transportation Inspector as the case may be, and issued a certificate of competency in the form given below before he is put to work independently. The competency certificate shall be valid for a period of five years. \nCertificate of Competency \nCertified that I have examined Shri .............................s/o Shri.................................. \nDesignation........................in his duties of Gateman at level crossing Gate \nNo.............................He is also conversant in the use of hand signals, detonators and other \nsafety equipments provided at this gate. He is also conversant with the procedure to be \nadopted during abnormal conditions at this gate. \nThis certificate is valid for five years from the date of issue. \nPlace...................... Signature \nDate....................... Designation \n[SSE(P.Way)/TI] \n \n(B) In addition to the above certificate, every gateman shall be issued a certificate of \ncompetency by the instructor incharge of the school which has attended for initial/Refresher \ncourse, in the following proforma:- \n \nCertificate of Competency \nCertified that Shri.............................s/o Shri........................................Designation.................... \nStation.................has been examined in the duties of Gateman during normal as well as \nabnormal circumstances and found conversant. He is also conversant in the use of hand \nsignals, detonators, flare signals and other equipment provided at the gate. \n \n This certificate is valid for a period of five years from the date of issue. \nPlace...................... Signature \nDate....................... Instructor Incharge \n Divl. Traffic/P.Way \n Traning School \n \n16.02 SUPPLY AND CARE OF EQUIPMENT. - Every Gateman shall - \n \n(a) be supplied with day and night hand signals, detonators and other prescribed \nequipment, and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 342, + "text": "317 LEVEL CROSSINGS \n________________________________________________________________________________________________________________ \n(b) keep such signals, detonators and other equipment in proper order and ready for \nuse. S.R. 16.02 (1) The Gateman should always keep their hand signal lamps trimmed and ready for lighting and use at a moment's notice. During night, one of the hand signal lamps should be kept lit throughout to show danger stop signal to an approaching train when required. When the level crossing is closed to road traffic, the hand signal lamp should be kept it dimly only. S.R. 16.02(2) Every gateman working on double line/ multiple line sections, Ghat sections, suburban sections and automatic block territories shall be supplied with three fusees and every gateman working on Single line section with ‘one’ fusee. These fusees may be used particularly at night or in thick, foggy and tempestuous weather to stop the approaching train/trains short of the obstructed level crossings when the gateman does not have sufficient time to protect the obstruction as laid down in G.R. 6.03 and S.Rs. there under. \n \n16.03 ROAD TRAFFIC. - \n \n(1) Subject to such special instructions in that behalf as are permitted by these rules \n,all gates at level crossings shall be kept constantly closed and securely fastened \nacross the thorough fare on both sides of the railway and shall only be opened \nwhen it is necessary and safe to open them for the passage of road traffic. \nProvided that any Railway Administration may from time to time issue special \ninstructions for any particular level crossing or class of level crossing and may by \nsuch special instructions permit the gates at any level crossing or class of level \ncrossing to be normally kept open to road traffic and may therein prescribe the \nconditions under which gates are to be kept closed against road traffic for the \npassage of a train or trains or for the purpose of any other railway operation; and \nall such special instructions so long as they be not cancelled or superseded shall for \nthe purposes only of the Railway Administration issuing the same be deemed to be \nGeneral Rules within the meaning and subject to the provision of Section 47 of the \nAct. \n(2) If for any reasons the gates at level crossings cannot be so closed/fastened across \nthe thorough fares on both sides of the track, action to prevent the approaching \ntrains, if any, from running into the gate may be taken in accordance with \nstipulations laid down under General Rules 16.06. \n(3) Gateman, where provided, shall, at all level crossings be prepared, whenever such \nlevel crossings be open to road traffic, to show a Stop hand signal to any \napproaching train. \n(4) Where no Gateman is specially provided for night duty at a level crossing, the \ngates there at shall, subject to special instructions, be locked at night and opened \nonly to pass road traffic in such manner as may be prescribed by special \ninstructions. \nS.R. 16.03(1) Special instructions shall be embodied in the Station Working Rules for level crossings situated within the outer most stop signals and also for those Engineering Level Crossing Gates which are situated outside station limits but provided with telephonic communication.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 343, + "text": "318 LEVEL CROSSINGS ________________________________________________________________________________________________________________ \n These instructions shall be framed by Engineering Branch signed by Sectional D.E.N. with prior approval of Sr. D.O.M/D.O.M and Sr. DSTE/DSTE. If any communication is provided between a station and level crossing whether situated within or outside station limits, procedure to be followed, must be laid down in the special instructions. Action to be taken by Gateman/S.M. in the event of failure of communication between the level crossing and the station/cabin should specially be mentioned in such rules/instructions. A copy of these rules/relevant extract from the Station Working Rules should be hung up at the gate lodge at manned level crossing. \nS.R. 16.03(2) Classification of and Specification for level crossing. - For classification of, and standard specification for, level crossing and other rules pertaining to level crossings and gateman, a reference must be made to Chapter IX of Indian Railways Permanent Way Manual 1986 issued by the Railway Board. \nS.R. 16.03(3) All special and A class level crossings which are interlocked and protected by signals are exempted from G.R. 16.03(1) and also such non-interlocked 'B' and 'C' class level crossings which are equipped with lifting barriers, have telephonic connection with the station and where track at the level crossing is straight on either side to afford clear view of an approaching train and are not on suburban or Automatic signalling sections. \nThese 'B' and 'C' class level crossings should be provided with Whistle Board on either side at adequate distance and Divisional Railway Manager should personally decide to keep them open to road traffic and should get approval of COM and CE or PCE. \nS.R. 16.03(4) In case of level crossing gates not protected by gate/station stop signals, the following procedure will be followed for display of danger signal :- \n(a) At level crossing gates with normal position 'Closed' to road traffic, the gateman after ensuring that there is no train in sight nor there is any audible sound of it, will fix red flag/red lamp on the wooden/metal staff provided on both side of the gate before he proceeds to open the gate for passing road traffic and the red flag/ red lamp will remain fixed as long as the gate remains in 'Open' position. After closing the gate he will remove the red flag/red lamp. \n(b) At level crossing gates whose normal position is open to road traffic, the gateman, on being aware or on being informed of an approaching train will fix red flag/red lamp on the wooden/ metal staff provided on both sides of the gate till he closes the gate. After closing the gate he will remove the red flag/red lamp. \n \n16.04 GATEMAN TO OBSERVE PASSING TRAINS. - Except where otherwise \nprescribed under special instructions, the Gateman shall observe all passing trains and \nbe prepared to take such action as may be necessary to ensure safety of trains. \n \nS.R. 16.04 The gateman at all level crossing gates should stand attentively at the gate lodge side, facing the track with furled red and green flags during day in right and left hands respectively and at night hold the hand signal lamp with the white light. He shall watch all passing trains to see any unusual condition like hot axles, chain hanging, any vehicle/wagon on fire, load shifted, etc. and take prompt action to warn the Driver and Guard of the train by showing a danger signal. The Drivers and the Guards should be on the lookout for such danger signals.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 344, + "text": "319 LEVEL CROSSINGS ________________________________________________________________________________________________________________ \n16.05 CHANNEL FOR FLANGE OF WHEELS. - The Gateman shall see that the \nchannel for the flange of the wheels is kept clear. \n \n16.06 DEFECTS AT LEVEL CROSSINGS. - If any gate or the fastenings thereof, or \nany fixed signal pertaining to the gate becomes out of order, the Gateman shall - \n \n(a) take action to close the gates, if possible, against the road traffic. \n(b) after closing the gates, hand signal the train movement past the level crossing. \n(c) if the gates cannot be so closed put the banner flag or level crossing flag in such \nmanner as to warn the approaching train to stop short of the gate and thereafter \nhand signal the train. \n(d) report the fact to his superior or the nearest Gangmate. \nS.R. 16.06(1) The Station Master who first receives intimation about defective gate signal shall pass on the intimation telegraphically/telephonically or otherwise to the SE (Signal) and MSM/ESM. \n \nS.R. 16.06(2) At manned level crossing gates, provided with telephone, if the SM on duty is unable to contact the Gateman on duty due to telephone becoming defective, the Gateman being absent or for any other reason, he shall issue a Caution Order to the Driver of a train leaving his station or get it issued by the SM of the Block station at other end before granting line clear. The Caution Order would mention about the possibility of the level crossing being open to road traffic and the line being obstructed. The gate number and the kilometerage shall be clearly indicated in the caution order. The Station Master shall not allow any train to proceed towards the level crossing unless the caution order is issued to the Driver. Driver would only pass such level crossing gate after ensuring that it is closed against road traffic. \n16.07 OBSTRUCTION AT LEVEL CROSSINGS. - Every Gateman, on noticing any \nobstruction on the line, shall at once remove it or, if unable to do so, shall - \n(a) take action to ensure that the fixed signals, if any, protecting the gate are kept at \n'on'; \n(b) show Stop hand signal and do his best to stop approaching trains, and \n(c) shall protect the obstruction as per Rule 3.62. \n \n16.08 PARTING OF A TRAIN. - If a Gateman notices that a train has parted, he shall \nnot show a Stop hand signal to the Driver, but shall endeavor to attract the attention of \nthe Driver and the Guard by shouting, gesticulating or other means. \n \n16.09 TRESPASSING. - Every Gateman shall, as far as possible, prevent any \ntrespassing by persons or cattle. \n \n16.10 TRANSFER OF CHARGE OF GATE. - Except in accordance with special \ninstructions, no Gateman shall leave his gate unless another Gateman has taken charge \nof it.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 345, + "text": "320 LEVEL CROSSINGS \n________________________________________________________________________________________________________________ \nSR 16.10 - If on account of inescapable circumstances the Gateman has to be absent, he \nshould close and lock the gate against road traffic and his absence should be for barest \nminimum period. At gates provided with telephones, the Gateman must take prior permission \nof the S.M. before leaving the gate. \n \n16.11 HEIGHT GAUGES.- \n(1) Adequate arrangements shall be made to erect height gauges on either side of the \noverhead equipment or other equipment at every level crossing so as to ensure that \nall vehicles and moving structures passing under the height gauge also pass under \nthe overhead equipment or other equipment with adequate clearance. \n(2) The adequate clearance referred to in sub-rule (1) shall be sanctioned under \napproved special instructions. \n(3) Vehicles and moving structures, which cannot pass under the height gauge without \nstriking or touching it, shall not be permitted to pass the overhead equipment or \nother equipment except in accordance with special instructions. \n \nNote: Working instructions for all types of Manned Level Crossing Gates are given in \nAppendix ‘H’. \n \n**********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 346, + "text": "321 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n \nCHAPTER XVII \nWORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n \n17.01. APPLICABILITY OF GENERAL RULES. - All rules referring to the working \nof trains shall also apply to electrified sections except as otherwise provided in the rules \ncontained in this chapter. \n \n17.02. SPECIAL DEFINITIONS APPLICABLE TO THIS CHAPTER. - In these rules, \nunless the context otherwise requires - \n \n(1) “electrical way and works” means the traction installations including overhead \nequipment and other connected works provided on the electrified sections of the \nrailway; \n(2) “feeding post” means a supply control post, where the incoming feeder lines from \ngrid sub-station are terminated; \n(3) “neutral section” means a short section of insulated and dead overhead \nequipment which separates the areas fed by adjacent sub-stations or feeding posts; \n(4) “Power Block” means blocking of a section of line to electric traffic only; \n(5) “supply control post” means an assembly of interruptors, isolator switches, \nremote control equipment and other apparatus provided for controlling power \nsupply to overhead equipment. It includes feeding posts, sectioning and \nparalleling posts, sub-sectioning and paralleling posts and sub-sectioning posts; \n(6) “tower wagon” means a self-propelled vehicle which is used for the maintenance \nand repairs of overhead equipment; \n(7) “Traction Power Controller” means a competent railway servant who may for \nthe time being be responsible for the control of power supply on the traction \ndistribution system. \n \n17.03. INSPECTION OF ELECTRICAL WAY AND WORKS.- The electrical way \nand works shall be inspected regularly in accordance with special instructions by \nofficials nominated for the purpose and in accordance with the duties assigned to \nthem. \n \nS.R. 17.03(1) The inspection as mentioned in G.R. 17.03 shall be carried out in accordance with the instructions laid down in AC Traction Manual. \nS.R. 17.03(2) Issue of Caution Order - In case of breakdown of overhead equipment, when it is necessary for a train to proceed cautiously, the Traction Foreman (overhead Equipment) responsible for such notification, shall arrange for issue of Caution Order in accordance with the rules in force. An authorised person shall be present at the site and shall be responsible for showing signals prescribed in G.R. 4.09 & S.R.s thereto. \nS.R. 17.03(3) Protection of trains in electrified section -Whenever a driver finds that his \ntrain cannot proceed further on account of OHE failure/brakedown of over head equipment, \ndriver and guard shall arrange protection of the line affected in accordance with GR 6.03. In \ncase of brakedown in an Automatic Signalling section, the track must be protected in", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 347, + "text": "322 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \naccordance with GR 9.10. Thereafter driver/guard will take action to advise the traction \npower controller on the nearest emergency telephone circuit giving details of the brake down. \nIn case this circuit is not available, the information should be communicated through the \nnearest station master/cabin ASM/switchman by first available means. \n \n17.04. PERMIT-TO-WORK ON ELECTRICAL EQUIPMENT.- If work is to be \ncarried out adjacent to the electrical equipment or any other part thereof by other \nthan the competent railway servant, such work shall be done only when and for such \ntime as the person-in-charge of the work has obtained a written permit-to-work, duly \nsigned and given by the railway servant authorised for the purpose by special \ninstructions. He, in turn, shall issue the same only with the knowledge of the Traction \nPower Controller. \n S.R. 17.04(1) (a) A permit to work must be obtained if work is to be carried out or any worker is required to come within 2 metres (6'-7\") of the overhead equipment. \n(b) The permit to work can be issued by any competent traction distribution official not lower in rank than a senior Lineman pertaining to the section concerned, subject to prior sanction of Divisional Electrical Engineer (Traction Distribution). \n S.R. 17.04(2) Work on service buildings and structures in the vicinity of live equipment. Railway staff required to carry out work on service buildings and structure in proximity of overhead equipment shall exercise special care to ensure that tools, measuring tapes, materials etc. are not placed in a position from which they are likely to fall on or make contact with electrical equipment. \n \n17.05. WARNING TO STAFF AND PUBLIC. - \n \n(1) All electrical equipment shall be regarded as being live at all times and \nconsequently dangerous to human life, save and except in cases, where the \nelectrical equipment has been specially made dead in accordance with special \ninstructions. Caution notices shall be prominently fixed near all vulnerable places \nto warn staff and public to exercise due caution. \n(2) No person shall climb on the top of engines or tenders or on the roofs of \ncarriages or wagons when those vehicles are located beneath overhead \nequipment except when the overhead equipment is dead and earthed in \naccordance with special instructions. \n S.R. 17.05(1) Electrical equipment may be declared to have been made dead only when it has been isolated and earthed as per instructions contained in AC Traction Manual. \nS.R. 17.05(2) Caution notices of the type shown ahead shall be displayed near vulnerable locations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 348, + "text": "323 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n \n \n \n \n1. ALL DIMENSIONS-IN mm. \n2. MATERIAL-M.S. SHEET OF 1.6 mm. To 2.0 mm. THICKNESS. \n3. HOLES TO BE DRILLED BEFORE ENAMELLING. \n4. LETTERING GILLSANS STYLE 5 mm. THICKNESS AS SHOWN. \n5. COLOURS AS FOLLOWS: \n(i) LETTERS-WHITE WEATHER PROOF VITREOUS ENAMELLED. \n(ii) BACK GROUND - SIGNAL RED WEATHER PROOF VIT. ENAMELLED. \n6. REARSIDE: - BLACK W.P. - VIT. ENAMELLED. \n S.R. 17.05(3) For the purpose of G.R. 17.05 (2), the person required to climb on top of engines or tenders or on the roofs of carriages & wagons shall obtain a permit to work as per G.R. 17.04 before climbing up. \n \n17.06. ALTERATIONS TO TRACK. - Before any alteration to alignment or level of \nelectrified tracks is commenced, due notice shall be given to those responsible for the \noverhead equipment so that the overhead equipment may be adjusted to conform to \nthe new conditions. \nS.R. 17.06 - The notice under G.R. 17.06 shall be given to the Divisional Electrical Engineer \n(Traction Distribution).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 349, + "text": "324 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n \n17.07. TRIPPING OF CIRCUIT BREAKERS OF LOCOMOTIVES AND \nELECTRICAL MULTIPLE UNITS AT NEUTRAL SECTIONS. - Unless otherwise \nallowed by special instructions, the Driver of the locomotive or electrical multiple unit \nshall coast through the neutral section, duly switching off power. Necessary indication \nboards to this effect shall be provided to guide the Driver to switch off and switch on \npower. \nS.R. 17.07 - Indication boards shall be provided at 500 metres and 250 metres in advance of \nthe neutral section. Additional boards shall be provided just short of and immediately after \nthe neutral section to indicate to the driver the points where he should open and reclose the \ncircuit breaker on the locomotive. The boards to be provided are shown at A, B, C and D \nrespectively in the drawing as under. \n \n \n \nWARNING SIGNALS \nON POSTS 2 METRES ABOVE \nRAIL LEVEL", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 350, + "text": "325 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n \n17.08. TOWER WAGON. - The rules for the movement and working \nof tower wagons shall be laid down by special instructions. \nSR 17.08 (1)(A) Working of Tower Wagons on Running Lines.— \n(i) The movement of tower wagons will be governed by all the rules \ngoverning movement of trains. \n(ii) Tower wagons shall not be worked on running lines unless a Tower \nWagon Driver or an official holding a competency certificate No.TR-4 \nas per Annexure 12.01 of 25 KV A.C. Traction Manual, for this purpose \nis on the tower wagon and is in charge of its movement. The certificate \nof competency shall be issued by Senior /Divisional Electrical Engineer \n(Traction Distribution) of the section after a written, oral and practical \ntest as provided in Para 21216 of 25 KV A.C. Traction Manual in the \nrelevant rules and procedure for working of tower wagon over the \nsection under their control. \n(iii) The validity of the competency certificate TR-4 for Tower Wagon Driver \nshall be 3 years as in the case of train Loco Pilot. The Tower Wagon \nDriver shall undergo refresher course and safety camp trainings as \nprescribed for train Loco Pilot. The refresher course for Tower Wagon \nDriver shall include operation and maintenance of Tower Wagon. \n(B) Tower Wagon Driver must possess certificate of medical fitness in A-1 \ncategory issued by a Railway Medical Officer which shall be reviewed \nperiodically as prescribed for Train Loco Pilot. \n(C) Driving of Tower Wagon:- \n(i) No tower wagon shall be driven except by an authorised person and no \nperson shall be so authorised, unless he has knowledge of the section on \nwhich tower wagon is operating in addition to being conversant with the \noperation of tower wagon. \n(ii) The maximum speed of the tower wagon shall not exceed its sanctioned \nspeed by RDSO or sectional speed whichever is less, subject to the \nrestrictions temporary or permanent imposed on account of engineering, \nsignaling or other considerations. \n(D) Tower Wagon must be equipped with head lights, flasher and tail lights. \nWhile moving in Convoy, the tail board/ tail lamp should be fixed only \non the last Tower Wagon in the direction of movement.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 351, + "text": "WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS 325 A \n(E) During day when vision is clear, up to five Tower Wagon may be \nallowed under “one authority to proceed” for working within the \nblock section and proceed to next station or come back. All the \nTower Wagon must leave and enter the station at a time one after \nanother and during the course of the run, the official in-charge of \nthe leading Tower Wagon will be responsible for all the Tower \nWagons. \n(F) Working more than one Tower Wagon in the same block section in \nun-coupled condition, the following rules shall be observed – \n(i) For working more than one Tower Wagon in the section, the Tower \nWagon in-charge, who shall not be of grade lower than Jr. \nEngineer shall give explicit memo regarding the requirement of \noperation of the Tower Wagons to the Station Master on duty and \nshall ensure that the sequence of operation of Tower Wagons is not \nchanged. \n(ii) The Station Master on duty, in turn will give memo to the Tower \nWagon in-charge giving the sequence of operation of the Tower \nWagons and station where they will clear the section. \n(iii) In case of accident / communication failure or Engg. Block the \nStation Master on duty shall also issue “authority to proceed \nwithout line clear” on the prescribed form [T/A/602 or T/B/602 or \nT/C/602 or T/D/602 or T/B/912 or T/C/912, as the case may be] to \nthe Tower Wagon Driver giving the details of all the vehicles being \npermitted in the section. \n(iv) The Tower Wagon shall not move at speed more than 10 kmph and \nshall be ready to stop. \n(v) When not working i.e. when moving into a section entering or \nclearing it, the Tower Wagon should maintain a minimum distance \nof 120 metres between 2 Tower Wagons. \n(vi) After completion of the work, the official in-charge of the Tower \nWagon, who entered last in the section shall certify at the clearing \nstation about clearance of the section by all the Tower Wagons. \nNote – SR 6.02(1) to SR 6.02(9) and Appendix –(I) Chapter XV Rules for \nworking “ON TRACK” TIE TAMPERS will apply to Tower Wagons also.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 352, + "text": "326 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS ________________________________________________________________________________________________________________ \n \nSR 17.08 (2) Working of Ladder Trollies and Ladders.— \n (A) Ladder trollies will be considered as Material lorries and when placed \non line shall always be accompanied by at least 4 selected men who can \neasily ‘lift’ them ‘Off’ the track. \n(B) These trollies shall not be used for the carriage of electrical or other \nheavy materials. The running of ladder trollies shall be governed by G \n& SR 15.18 to 15.28. \n(C) The Ladder trollies along with Ladders will move on the track under \nprotection as laid down in GR 15.27 and SR there under both outside \nand within station limit. \n(D) Working of Ladder Trollies will be supervised by Supervisor not below \nthe rank of Electrical Junior Engineer specially authorized for the \npurpose. \n(E) The Supervisor will also ensure that these ladders are properly \nprotected under G & SR 15.27 and Ladders are moved from the track in \ntime to avoid detention to trains. After the same are removed, the \nsupervisor should also ensure that they are properly secured without \nany infringement of moving dimensions, before allowing the train to \npass. \n(F) At places where the trollies are ‘lifted off’ the track and kept in trolly \nrefuges special care must be taken to ensure that these ladder trollies do \nnot endanger safety of a moving train. \n(G) (i) Working on live line on ladder shall not be permitted under the \nfollowing conditions: - \n(a) On 25 KV AC OHE. \n(b) During hours of darkness. \n(c) During rains. \n(d) On wet ladder. \n(e) In the vicinity of structures, bridges or overhead equipment which \nare earthed or dead but not electrically earthed. \n(ii) While working on ladder it shall be accompanied by two selected staff \nwho are well trained to remove and keep it aside in such a manner that \nit will not cause any danger to safe working of trains and passengers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 353, + "text": "326 A WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n \n(iii) While working on ladders adequate precautions should be taken to \nsafeguard staff working on ladder by providing 2 flagmen, at a distances \nof 200 and 400 metres on straight track and 3 flagmen at a distance of \n200, 400 and 600 metres each on a curved track where clear view of \nincoming train is not obtainable from the site of work. Flagmen should be \nwell trained in their job. They should be provided with whistle and flags \n(hand signal flags red and green, during day time and hand signal lamps \nduring night time). They should be instructed to caution the working \nparty of the approaching trains. \n (iv) If nature of work requires slowing of train, then supervisor in charge \nshould arrange for issuing caution orders following procedure as laid \ndown in relevant G & SRs. \n(v) No person lower than in rank of linesman duly authorised by the \ncompetent authority should be allowed to carry out work on ladders. \n(vi) Staff working on ladder will be supervised by supervisor not below the \nrank of Electrical Junior Engineer specially authorized for the purpose. \nS.R. 17.08(3) Tower Wagons pantograph - The use of the pantograph mounted \non the roof of the tower wagon shall be in accordance with the instructions \ncontained in the AC Traction Manual. \nS.R. 17.08(4) Revolving tower on tower wagon:- \n(i) The revolving tower shall normally lie along the length of the tower \nwagon. \n(ii) The revolving tower shall be raised or lowered only when the tower \nwagon is stationary. \n(iii) The revolving wagon shall be moved out of the normal position, only \nwhen the tower wagon is stationary. \n(iv) The tower wagon shall be moved only after the revolving tower has been \nbrought back to normal position. \n17.09ADDITIONAL RULES FOR ELECTRIFIED SECTIONS. - Special \ninstructions for working of trains on electrified sections shall be notified by \nthe authorised officer. \nS.R. 17.09(1) Sectioning and Siding Switches - Section and siding switches \ninstalled in the overhead equipment shall be operated only by such officials as \nare certified as competent to do so by the Traction Foreman (Overhead \nEquipment). The certificate of competency for this purpose shall be valid for a \nperiod of 5 Years.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 354, + "text": "327 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \nS.R. 17.09(2) No switch affecting the feed to main running line or loop line(s) \nshall be closed or opened without permission of the Traction Power \nController. \nS.R. 17.09(3) All operations of section or isolating switches, when completed, \nshall be reported to the Traction Power Controller in all cases. \nS.R. 17.09(4) Procedure for preventing admission to electric rolling stock \ninto or over sections of track with dead or earthed overhead lines. \n(a) In order to prevent electric rolling-stock from being admitted into a \ntrack or a crossover for which overhead equipment is made dead or for \nwhich a permit-to-work is to be issued, the levers/slide of signals and \npoints in the signal cabins governing such movements of electric rolling \nstock shall be protected by means of lever/slide collars. If the points and \nsignals are locally operated, they should be clamped and padlocked in \ntheir normal position and the keys shall be kept with the Station Master. \n(b) The lever/slide collars shall not be removed until the Station Master or \nCabin Assistant Station Master receives from the Section Controller and \nacknowledges a message supported by a private number cancelling the \npower block. The section controller shall not issue such a message \nunless he has received a written message duly supported by a private \nnumber from the Traction Power Controller cancelling the Power block. \nNote .- When a movement of non-electric rolling stock is to be made into or \nout of such lines under power block, the lever collars may temporarily be \nremoved and replaced immediately after the movement is completed. \nS.R. 17.09(5) (1)Duties and responsibilities of Traction Power Controller, \nSection Controller and Station Master in case of No Tension/Fault Tripping \nin Over Head Equipment:- \n(a) Fault Isolation:- \n(i) In an electrified section in the event of Over Head Equipment failure, \nTraction Power Controller shall immediately identify and localise the \nfaulty section and isolate the same. In case of double and multiple line \nsections, he shall also isolate healthy section on adjacent track on the \nsame route length as faulty section. The Traction Power Controller shall \nthen advise the Section Controller in writing or on phone under \nexchange of private number, of the section found faulty and healthy \nsection temporarily isolated.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 355, + "text": "WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS 327A \n \n (ii) On receipt of the advice from Traction Power Controller, the Section \nController shall take action as under:- \nSection Controller shall, under exchange of private number, advise Station \nMasters of stations on either side of isolated section to treat the faulty \nsection as if the same is under emergency power block and take action \naccordingly. \n(b) On double line section-Healthy section temporarily isolated- \n(i) The Section Controller shall check whether any train has entered in the \nfaulty section. If not, he shall advise the concern SM to issue caution order \nto the Loco Pilot of the first train on unaffected section to keep a sharp \nlook out on the adjacent line/lines to see if there are any OHE \nabnormalities. On reaching the next station, Loco pilot should report \nwhether or not the section over which he has passed is safe for train \nmovement. Then section controller will advise the Traction Power \nController in writing to re-energise the healthy section that was \ntemporarily isolated. \n(ii) If however, train has entered in faulty section, the Section Controller shall \nimmediately inform the Station Masters of all stations who are concerned \nwith working of trains in the faulty section and also in the section in which \nhealthy Over Head Equipment is temporarily isolated, under exchange of \nprivate number, that they shall not allow any train to enter the affected \nblock sections unless both Loco pilot and guard of the first train in \nunaffected section have been issued caution order to this effect. \n “Proceed with speed not exceeding 60 KMPH during day when visibility \nahead is clear and not exceeding 30 KMPH during night subject to \nobservance of other speed restrictions” and “Keep a sharp lookout and be \nprepared to stop short of any obstruction, which may be due to any \ninfringement from the adjacent line/lines and also keep a sharp lookout on \nthe adjacent line/lines to see if there are any Over Head Equipment \nabnormalities. On reaching the next station Loco pilots to report whether \nor not the section over which they have passed is safe for train movement”. \n(iii) Only after taking this action, the Section Controller shall advise the \nTraction Power Controller in writing that necessary precautions have been \ntaken to ensure safety of the train. The Traction Power Controller shall \nthen restore the feed to the healthy section, which was temporarily isolated.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 356, + "text": "328 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \n(iv) Action to remove speed restrictions shall be taken by the Section Controller \nin consultation with the Station Master on receipt of report from the Loco \npilot and the guard that the section is free of obstruction. Section \nController shall also advise the Traction Power Controller of the report of \nLoco pilot/Guard of the train indicating whether or not there are any \ninfringements or abnormalities in Over Head Equipment. Till such time it \nis decided to remove speed restriction, subsequent trains shall be allowed \nto enter into the section only with permission from the section controller \nand shall continue to be issued caution orders prescribing clearly the \nspeed restrictions and other precautions, as pointed out in b (ii) above. \n (2) Duties and responsibilities of Traction Power Controller and Section \nController in the event of any abnormalities in train on electric traction \nnecessitating switching ‘off’ of Over Head Equipment supply:- \n(i) As soon as Traction Power Controller comes to know about unsafe \ncondition of a train working on electrified traction, he shall immediately \nswitch ‘off’ the Over Head Equipment supply of both the lines of relevant \nsub-section. Traction Power Controller shall then advise in writing the \nsection controller of section in which Over Head Equipment has been \nswitched ‘off’. \n(ii) On receipt of advice from Traction Power Controller, the section \ncontroller shall, under exchange of private number, advise Station Master \nof all stations who are concerned with working of trains in the affected \nsection to treat the Dead Section as if the same is under emergency power \nblock and to ensure that no train is allowed to enter into the section. \n(a) Healthy Section Temporarily Isolated: \n(i) Station Master will not allow any train to enter even healthy line of the \naffected section unless both Loco pilot and guard of the first train of the \nunaffected section have been issued caution order to proceed with the \nrestricted speed not exceeding 60 KMPH during day when view ahead is \nclear and 30 KMPH during night subject to observance of other speed \nrestrictions and keep a sharp lookout and be prepared to stop short of any \nobstruction which may be due to any infringement or Over Head \nEquipment abnormalities from the adjacent line/lines. Also advise Loco \npilot to report immediately on reaching the next station whether or not the \nsection over which they have passed is safe for the trains. \n (ii) If Loco pilot of unaffected section contacts him on phone, the \nOver Head Equipment of unaffected portion should be resumed \nand he will be asked to proceed with the restricted speed not exceeding", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 357, + "text": "328 A WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n \n60 KMPH during day when view ahead is clear and 30 KMPH during \nnight subject to observance of other speed restrictions and shall keep a \nsharp lookout and be prepared to stop short of any obstruction, which may \nbe due to any infringement from the adjacent line/lines. On reaching the \nnext station Loco pilot will report whether or not the section over which \nthey have passed is safe for train movement. \n(iii) After ascertaining that there is no infringement to adjacent track, the \ncaution order as indicated shall be withdrawn immediately. \n(b) Section- having affected train: \n(i) After getting information from the crew of the affected train about the \nnature of abnormality, decision regarding recharging of the Over Head \nEquipment shall be taken by the Section Controller in consultation with \nChief Controller/Dy. Chief Controller (Shift Duty) and Controller of \nconcerned department. \n(ii) If the Loco pilot of the affected train contacts Traction Power \nController/Control and no defect is detected in the train, on resumption of \nOver Head Equipment he will be asked by control to clear the block section \nwith the restricted speed not exceeding 60 KMPH during day when view \nahead is clear and 30 KMPH during night subject to observance of other \nspeed restrictions and shall keep a sharp lookout for any abnormality in \nthe train. On arrival at the station, the staff of concerned department \nshould check the train. If no abnormality detected the train should resume \nat normal speed. \n(3) Duties and responsibilities of the Loco pilot and the guard in case of Over \nHead Equipment tripping/no tension in Over Head Equipment:- \n(i) In case of transient tripping of Over Head Equipment the Loco pilot shall \nresume normal traction and keep a sharp look out including on the \nadjacent line/lines to see if there are any abnormalities/obstructions and \nwill inform to the Guard through walkie-talkie or whistle code about \ntripping in Over Head Equipment. The Guard of the train will look out for \nabnormality on his train. The Assistant Loco pilot should look back and \nobserve his train for any abnormality. \n (ii) If no tension in Over Head Equipment continues, the Loco pilot shall \nimmediately switch ‘ON’ the loco flasher and control the speed (not \nexceeding 60 KMPH at night) so as to be able to stop short of any \nobstruction and stop his train close to first emergency socket and will \ncommunicate with the traction power controller/control to know the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 358, + "text": "329 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS \n________________________________________________________________________________________________________________ \ntension in Over Head Equipment. The crew should act according to advice of control. \n(iii) If it is not possible to communicate with the traction power controller/ control \nimmediately, the driver shall depute the assistant driver to get down and check the train with \nthe guard in order to look for any abnormality for any defect in his train including \nLocomotive. After the train has been checked, the driver/guard shall inform section controller \nof the abnormality and assistance required, if any, or otherwise, through emergency phone of \nother line, walkie-talkie, level crossing gate or through train of other direction or by any \nother means of communication and act in accordance with advice of control. In case no \nabnormality is noticed in his train, driver should switch ‘OFF’ the loco flasher. \n (iv) If in the mean time power supply to Over Head Equipment gets restored, the driver shall \nresume normal traction no sooner he comes to know of such resumption of supply. \nS.R. 17.09(6) - In case a train worked by an electric engine is found passing with hot axle in a \ndangerous condition or a wagon/coach with brake-block assembly hanging or anything unusual \nwhich could be dangerous for the Safety of train/passengers, the switchman/Station Master shall \nimmediately try to stop the train by attracting attention of the Driver/Guard by showing Red hand \nsignal, putting back signals to 'ON' and by gesticulating etc. if, however, he fails to attract \nattention of the Driver/Guard to stop the train, he shall inform the TPC directly or through the \nsection control, where TPC phone is not provided or happens to be out of order. The TPC shall \narrange to switch off the power supply of the concerned section immediately. \nAbove information shall be given to the section Controller/Traction Power Controller \nunder an exchange of private numbers. In case Traction Power Controller has been directly \ninformed. Section Controller has also to be informed subsequently. \nSR 17.09(7) Whenever any train gets held up in the block section for more than 3 minutes due \nto no tension, the driver of the train shall depute his Assistant Driver to check the train in \norder to look for any abnormality and to advise the Guard of no tension in OHE. The Guard \nshall then check the entire train alongwith the Assistant Driver. \nIf, in the meantime, power supply is restored, the driver shall call back his Assistant \nDriver to the loco by sounding a continuous whistle and then resume journey on his reaching \nthe engine. \nOtherwise, after the train is checked, the Driver and Guard in consultation with the \nAssistant Driver shall inform the Section Controller/Traction Power Controller of the \ndetails of abnormality if any or otherwise, send assistance required through the nearest \nemergency telephone circuit/by other available means. \nThe driver and Guard shall arrange protection of the affected line in accordance with GR \n6.03. In case of automatic signalling territories, the protection shall be done as per GR 9.10. \nAfter ascertaining the nature of abnormality in the affected train from Guard and Driver, \ndecision regarding recharging of OHE shall be taken by the Section Controller in \nconsultation with the Deputy Controller, Guard, Driver and concerned Station Masters shall \nbe advised accordingly and action shall thereafter be initiated by the Dy. Controller for \nclearance of abnormality. \nSR 17.09(8) Restoration of OHE supply by the Traction Power Controller will be undertaken \nonly on the advice of Section Controller under exchange of private numbers. \nSR 17.09(9) If the Switching off of the OHE taken place on a graded section, action as \nstipulated in SRG-25 shall also be initiated by the train crew. \n***********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 359, + "text": "330 MISCELLANEOUS \n________________________________________________________________________________________________________________ \n \nCHAPTER XVIII \nMISCELLANEOUS \n \n \n18.01. REPEAL AND SAVING. - The General Rules issued under the notification of \nthe Government of India in the late Railway Department (Railway Board) No. 1078-T, \ndated the 9th March 1929, are hereby repealed except as respect things done or action \ntaken or omitted to be done or taken before such repeal. \n \n*****************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 360, + "text": "331 APPENDIX 'A' \n________________________________________________________________________________________________________________ \nAPPENDIX 'A' \n \nCAUTION ORDER \n \nI. These instructions are to be read as Subsidiary Rules to G.R.4.09. \nII. Caution Orders when issued and by whom - (a) whenever it is necessary to give a driver \nany special instructions in regard to the repairs to the track, restrictions of speed etc., a \nCaution Order shall be issued by the Station Master on duty. Usually a Caution Order \nshould be issued in the following circumstances. \n(i) To notify temporary engineering restrictions. \n(ii) When Single line working is introduced on double line. \n(iii) To authorise working of ballast train in the Section. \n(iv) To notify a trolley or lorry in the block section. [SR 15.26(5) and SR 15.27(2)]. \n(v) To notify a defective gate signal. \n(vi) Under the ‘One train only system’ when a relief engine is sent out. \n(vii) In the event of total failure of communications. \n(viii) Whenever alterations or repairs which do not necessitate points or points locks \nbeing disconnected from the levers are being carried out to interlocked points, \nsignals, interlocking gears etc. \n(ix) To stop a train short of facing points for shunting purposes. \n(x) When light engine is sent out to assist a disabled train engine. \n(xi) When on double line an assisting engine sent to clear a disabled train is to enter a \nstation with the disabled train moving in the wrong direction. \n(xii) When a train engine returns to pick up the rear portion left behind in the block \nsection. \n(xiii) To stop or regulate the speed of a train between stations to find out any \nmisalignment/distortion of track in terms of SR. 6.07(1). \n(xiv) To notify a train engine Driver when a banking engine will assist {SRG 19 (a)}. \n(xv) When alarm chain apparatus to any coach/compartment is blanked off. \n \nIII. Sending of information. – \n(i) Whenever in consequence of the line, including OHE, being under repairs or for any \nother reasons, special precautions are necessary, or when any danger to safety of \ntrains is apprehended, the Station Master receiving such information shall immediately \ninform the Station Master at the other end of the affected block section, the Controller, \nthe Power Controller, the Traction Power Controller, the SSE (Loco), other railway \nservants concerned and the Notice Station or Stations specified in the Working Time \nTable of such conditions under exchange of private numbers. \n(ii) The Controller/Traction Power Controller/ Power Controller shall in turn ensure that \nall the Station Masters and the SSE (Loco) concerned have been advised of such \nconditions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 361, + "text": "332 APPENDIX 'A' \n________________________________________________________________________________________________________________ \nIV. Procedure for issue of Caution Order – \n(1) by the Station Masters at either end of the affected block section – \n(i) The Station Master receiving advice about the line being under repairs, or any \nother eventuality endangering safety of trains, necessitating exercise of Caution, \nshall not permit any train or any vehicle running under block protection to enter the \naffected block section either from his station or from the other end, unless \n(a) the Station Master at the other end has acknowledged receipt of such \ninformation; \n(b) he has warned the Driver and the Guard of the danger ahead and its location by \nthe issue of a Caution Order except in case of permanent speed restrictions \nwhich are notified in the Working Time Table; or \n(c) he has ensured that Caution Order has been issued by the Notice Station \nconcerned; or \n(d) he has received advice about restoration of normal working. \n(ii) The Station Master at the other end of the affected block section shall also take \naction in accordance with sub-clauses (b) to (d) of the clause (i) above. \n(iii) Run through trains shall be stopped out of course for issue of Caution Order till \nsuch time it has been ensured that a Caution Order has been issued by the Notice \nStation concerned. \n(2) By the Station Master of Notice Station – \n(a) on receipt of advice of the line being under repairs or any other eventuality \nendangering the safety of trains, necessitating exercise of caution, the Station Master of \nthe Notice Station shall acknowledge the same and shall not allow any train which has \nto pass through the affected block section to leave his station unless he has warned the \ndriver and the guard of the danger and its location through the issue of a Caution \nOrder. He shall also advise the Station Master of the Station in rear of site of \nrestriction of the particulars of the first train to which the Caution Order has been \nissued. \n(b) The Station Master of a Notice Station shall issue 'NIL' Caution Order to the Drivers \nand the Guards of all trains leaving the station if he has received no intimation of any \nspecial precautions to be observed between his station and the next Notice Station of \nthe train, in the direction of movement. \nNOTE:- The Driver shall not start the train and the Guard shall not give signal to start the \ntrain from a Notice Station until they have received the Caution Order. \n \n(3) In case of train originating from stations other than Notice Stations - In case of a train \noriginating from a Station which is not a Notice Station, the Station Master shall consult the \nController or the Traction Power Controller or the Notice Station in rear/or the Notice \nStation in advance (on single line sections) and issue Caution Orders up to the Notice Station", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 362, + "text": "333 APPENDIX 'A' \n________________________________________________________________________________________________________________ \nin advance. However, when such information cannot be collected by the Station due to \nfailure of communications with control of the Notice Station in rear and it becomes \nabsolutely necessary to start the train originating from the station, the train should be started \nafter issuing a Caution Order for restrictions, if any, or a 'NIL' Caution Order up to the \nblock station in advance or Notice Station in advance (On single line sections) giving a \nwritten advise to the Driver to stop at the block station in advance and act upon the \ninstructions available there. This procedure will be followed till a station is reached which \ncan obtain particulars of all restrictions up to the Notice Station in advance. \n \n(4) Change of engine crew en route - In case of change of train crew en route, the \nDriver/Guard taking over charge must take over all Caution Orders relating to his train to \nacquaint himself to the conditions on the line giving due acknowledgement to the \nDriver/Guard who is being relieved. \n \n(5) Attaching of Assisting/Banking engine en route – In case of an assisting or a banking \nengine being attached at a station en route the responsibility for acquainting himself about \nrestrictions shall lie on the Driver of such an engine who shall contact the train engine \nDriver or the Guard as the case may be, and get the necessary information. \n \n(6) During failure of Communications - During failure of communications the Station Master \nof the station immediately in rear of the affected block section shall issue Caution Order to \ntrains of all descriptions irrespective of whether it is a single line section or a double line \nsection and irrespective of the system of working in force, on the section. \n \n(7) In case of power block on Electrified Sections – In case it becomes necessary to permit \nmovement of vehicles hauled by steam or diesel locomotives on a section, under power block \nfor a running line, a Caution Order must be issued as per rules. While asking for the power \nblock, the Traction Power Controller concerned shall invariably mention the duration of \npower block, the block stations and the exact kilometrage between which the work is to be \ndone, the nature of work, the speed at which the train shall travel, and other special \nprecautions required to be observed by the Driver. \n \n(8) In case of local suburban trains - In the case of trains running on suburban sections \nCaution Order shall be issued to the Drivers and Guards by the Station Masters only of such \nstation as are indicated and specified in the Working Time Table except in case of emergency \nnecessitating sudden imposition of speed restrictions. In respect of these trains the Caution \nOrder may be either typed, cyclostyled or printed as considered necessary covering the \nentire section on which the train is to run and shall be issued only once unless some speed \nrestriction/restrictions is/are required to be cancelled or some further speed \nrestriction/restrictions is/are required to be imposed. \n \n(9) In case of stations where no train is booked to stop -In case of station where no train is \nbooked to stop – \n \n(a) a Caution Order shall normally not be issued except in an emergency necessitating \nsudden imposition of speed restrictions; and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 363, + "text": "334 APPENDIX 'A' \n________________________________________________________________________________________________________________ \n (b) if any information warranting issue of Caution Order is received by the Station \nMaster of such a station, he shall immediately advise the adjoining block stations \nfor the issue of Caution Order and only after obtaining their acknowledgements in \nthis regard under exchange of private numbers, shall acknowledge the message \nrequiring imposition of speed restrictions. \n \n (c) On receipt of such information the Station Master of the adjoining station who \nreceives the information first shall act as if he had himself received the message for \nimposition of the restriction. \n \nV. Description and preparation of Caution Order - (a) Caution Orders shall be prepared in \nthe prescribed form T/409, printed in triplicate and bound in books of 50 sets. The first foil is \nrecord copy while the second foil is for Drivers and third foil for the Guard printed in Green \ncolour on white paper except as specified in para (e) and (h). All forms should be serially \nnumbered and the name of station issuing it shall be stamped on each foil. In case of trains \nworked by engines manned by drivers and co-drivers, the Caution Order shall be prepared in \nfour foils - one each for the Driver, Co-Driver, the Guard and the Station record. It should \nbe prepared neatly and legibly in triplicate or quadruplicate by carbon process. \n \n(b) The printing of Caution Order forms should be bilingual i.e. in English and \nHindi/regional language. \n \n(c) A Caution Order should have space enough at least for three restrictions. No entries \nshould be made on the back of the Caution Order. If more than one Caution Order form is \nused pages should be serially numbered as page 1, page 2, and page 3 etc. Total number of \npages should be endorsed on the first page for the information of the Guard and the Driver. \n \n(d) It shall specify the kilometrage and the station at which or the stations between which \nCaution is required to be observed the reasons therefor, the speed at which the train will \ntravel on the restricted zone and the method of protection of the place of restriction. Station \ncodes should not be used. Names of the Stations concerned should be written in full, in large \nand bold letters. \n \n(e) Caution Order shall be specifically made out for each train separately. The caution order \nmay, however be typed, printed by computer or otherwise or cyclostyled where such facilities \nexist, provided that it shall be checked up again at the time of service to ensure that all \nlocations where caution is required be observed have been incorporated therein. Wherever \nspeed restrictions are required to be observed at two or more locations, the kilometerage of \nall such section shall be indicated in geographical order in relation to the direction of \nmovement. \n \n(f) It shall always be dated and signed in full. \n \n(g) In case of any error or over writing, it shall be cancelled and a fresh one prepared. \n \n(h) Reminder Caution Orders should also be issued by the Station Master of the block station \nimmediately in rear of the affected block section to only the Drivers of all scheduled stopping", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 364, + "text": "335 APPENDIX 'A' \n________________________________________________________________________________________________________________ \ntrains and of those trains which may be stopped out of course. On single line sections where \na tangible authority to proceed is given, Reminder Caution Orders should be given to the \nDriver of through trains also along with the authority to proceed, while running through the \nStation. Reminder Caution Order may not be issued on suburban sections under special \ninstructions. \n \nVI. Service of Caution Order- (1) The Caution Order shall be delivered to the Driver and the \nGuard of a train by the Station Master either personally or through a competent Railway \nservant deputed by him and the signatures of Drivers and Guards obtained on the record foil \nin token of their having received and understood it. When more than one foil is served, each \ncounter foil will be signed by the Driver/Guard. \n \n(2) In case, a Driver is unable to understand the contents of the Caution Order, he shall call \nupon the Station Master to have it explained at road side station and the guard at Notice \nStations. \n \n(3) Where there is more than one leading engine the Caution Order shall be given to the \nDriver of the foremost leading engine and his signature obtained in accordance with sub-\nrule (1) above. However, before delivering the Caution Order to the Driver of the foremost \nleading engine it shall be shown to the Driver or Drivers of other engine or engines on the \ntrain and his or their signatures obtained in token of his or their having gone through it and \nunderstood its contents. In case there is a banking engine/engines in rear the Caution Order \nintended for the Guard shall, before being handed over to the Guard be shown to the \nDriver/Drivers of banking engine/engines and his/their signature/signatures obtained in \ntoken of his/their having gone through it and understood its contents. \n \n(4) A duplicate Caution Order shall be given to the Guard of the train at the Block station \nimmediately in rear of the affected block section if the train is being worked by an engine \npushing it. \n \nVII. Method of notifying/cancellation of special precautions - When a competent railway \nservant finds it necessary to impose any speed restriction or any special precaution on a \nportion of a line, including OHE, due to repairs or work for any other result, he shall - \n(i) (a) advise in writing to the Station Master of the nearest block station (preferably the \nblock station controlling entry into the block section concerned) the exact \nkilometrage and the station at which or the stations between which the restriction \nor special precaution is to be observed, its nature and likely duration, the method of \nprotection of the place of restriction together with the location where engineering \nindicators are to be exhibited etc. and also advise by message other railway \nservants concerned as per sub-clause (i) of para III who are required to be notified \nin this regard; and \n \n(b) not commence such operations until written acknowledgement is received from the \nStation Master. \n \n(ii) (a) The Station Master receiving the advice shall not acknowledge it until he has advised \nthe Station Master of the block station at the other end of the block section, if any, to \nbe affected and obtained his acknowledgement under exchange of private numbers.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 365, + "text": "336 APPENDIX 'A' \n________________________________________________________________________________________________________________ \n(b) When the cause of such restriction or special precaution has been removed, the \ncompetent railway servant shall advise this fact to the Station Master of the nearest \nblock station and by message other officials concerned who were notified earlier of \nthe imposition of restriction. \n \nVIII. Action by the Station Master after cancellation of the speed restriction – \n \n (1) The Station Master receiving advice regarding the removal of the restriction, shall \nadvise this fact to the Station Master at the other end of the block section concerned, Station \nMasters of Notice Stations and other railway servants who were advised about it earlier \nunder exchange of private numbers. After issue of the advice regarding cancellation of the \nCaution Order, the Station Master may discontinue the issuing of Caution Order. The \nController/Traction Power Controller/Power Controller shall ensure that the Station \nMasters of Notice Stations and the SSE (Loco) concerned have received the advice regarding \nthe removal of the restriction. \n \n(2) If no train is booked to stop at the station, the advice regarding the removal of restriction \nshall be sent to one of the adjoining block stations who should take action in accordance with \npara (1) above. \n \nIX. Record of Caution Order - (a) At all stations where Caution Orders are issued, the \nStation Master shall keep an up-to-date record of all the speed restrictions imposed with the \ndates of their enforcement and cancellation, authority, nature etc. in the Caution Order \nRegister and bring forward every Monday, in geographical order in relation to the direction \nof movement, the Caution Orders to be issued. No code may be used except station codes in \nthese registers. Notice Stations will maintain such registers separately for each 'Notice' area. \n \n(b) Similar records should be kept at other places like Control offices. Loco Sheds etc. also \nwhere information in this regard received. \n \n(c) The Drivers and the Guards should hand over the Caution Orders to the SSE (Loco) and \nStation Master respectively at the end of their journey alongwith other train papers. \n \nX. Preservation of Caution Orders - Record foils of the Caution Orders shall be preserved \nfor a period of twelve months after issue. \n \n***********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 366, + "text": "337 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nAPPENDIX ‘B’ \n \nRECEPTION AND DESPATCH OF TRAINS AT NON-INTERLOCKED STATIONS \n1. Line Labels or Line Badges - Line Labels or line Badges shall be used for the reception of \ntrains at all non-interlocked stations except stations where facing points are equipped with \nkey locks and the system of key locking is such as to render the use of line labels \nunnecessary. \nThere shall be one set of the line labels for the Station Master consisting of one label for \neach of the running lines. All the labels in this set except any that may have been handed \nover for the reception of trains shall at all times remain in the personal custody of the Station \nMaster. \nThere shall be two sets of line badges for the Pointsmen each consisting of one badge for \neach of the running lines. One set shall refer to the Up direction and the other to the Down \ndirection. All the badges in each set except any that may have been exchanged for the Station \nMaster's labels shall at all times remain in the personal custody of the Pointsman responsible \nfor the operation of the relevant facing points. \nA full description of the number and pattern of line labels and line badges shall be given \nin the station working rules. \n \n2. Reception and despatch of trains - The Station Master shall send the Pointsmen detailed \nfor duty at the facing and trailing points and apprise them in each other's hearing of the \ndescription of the train, the line on which it is to be received, whether it will stop or run \nthrough and whether any shunting is to be done on it. Thereafter the following procedure \nshall be carried out:- \n(a) At stations where key locking is provided at the outermost facing points. \n(1) At stations where the outermost facing points are normally locked (for the main line). \n (i) When train is to be received on and despatched from the Main Line. \n When a train is to be received on the Main line for which the points are \nnormally set and locked, the Station Master shall give instructions to this effect to \nthe Pointsman. The Pointsman will first proceed to the trailing points and shall \nsatisfy himself that the points are correctly set. He shall thereafter proceed to the \nfacing points and shall on the way, advise the Station Master that the trailing \npoints are correctly set. \nOn reaching the facing points, the Pointsman shall satisfy himself that the \npoints are correctly set and locked. He shall thereafter display a green hand \nsignal to the Station Master. From the time he gives this signal until after the \ncomplete arrival of the train, the Pointsman shall be personally responsible that \nthe points are not interfered. \n \nThe Station Master shall, after satisfying himself that the route has been \ncorrectly set for the train and the conditions for taking ‘off’ reception signals \nhave been complied with, and that the Main line keys are in his possession, \nacknowledge the Pointsman's signal and proceed to have the reception signals \ntaken off.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 367, + "text": "338 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nAs the train is seen approaching, the Pointsman shall display a green signal \ntowards it, if the points are not provided with an indicator; otherwise shall hold \nhis flag and lamp so that it will not be seen by the driver. \nAfter the complete arrival of the train, the Station Master shall have the \nsignals put back to 'ON'. The Pointsman shall then return to the station. \nWhen the train has to be despatched, the Station Master shall satisfy himself \nthat he has in his possession the relevant key of the trailing points and shall give \npermission for the train to start. \n(ii) When the train is to be received on and despatched from the loop line. \nThe procedure in this case shall be the same as that described in the foregoing \npara except that the Station Master while giving instructions to the Pointsman \nshall give to the latter the Main Line keys for both facing and trailing points and \nshall set and lock the trailing points for the loop and extract the loop line key \nfrom the trailing points lock. He shall then proceed to the facing points and on the \nway shall hand over to the Station Master the loop line key extracted from the \ntrailing points lock. \nBefore displaying the green hand signal from the facing points to the Station, \nthe Pointsman shall extract the loop line key released from the facing points lock \nand shall make it over to the Station Master either personally or through a \nrailway servant deputed for the purpose as required under the Station Working \nRules. \nThe Station Master shall satisfy himself that he is in possession of both the \nloop line keys before he proceeds to have the signals taken off. \nAfter the train has been despatched, the Station Master shall give the relevant \nloop line keys to the Pointsman who shall then go to the points and reset and \nrelock them in the normal position and bring back and deliver to the Station \nMaster the Main line keys released from the points key locks. \n(2) At stations where the outermost facing points are normally free. \n When a train is to be received at a station where the points are normally free, \nthe Station Master shall give instructions to the Pointsman as to the line on which the \ntrain is to be received and hand over the keys of both the facing and the trailing \npoints lock applicable to that line to him. The Pointsman will first proceed to the \ntrailing points and after setting the trailing points correctly and locking them, extract \nthe signal key from the trailing points key lock. He shall thereafter hand over to the \nStation Master the signal key extracted from the trailing points key lock and then \nproceed to the facing points. \n \n On reaching the facing points, the Pointsman shall set the facing points \ncorrectly and lock them with the key handed over to him by the Station Master. He \nshall then extract the signal key from the facing points lock and insert it in the key \nlock provided at the signal post. He shall thereafter display a green hand signal to the \nStation Master. From the time he gives the signal until after the complete arrival of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 368, + "text": "339 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nthe train, the Pointsman shall be personally responsible that the points are not \ninterfered. \n \nThe Station Master shall after satisfying himself that the route has been \ncorrectly set for the train and all the conditions for taking off the reception signals \nhave been complied with and that the signal key of the trailing points key lock and the \nkeys applicable to the line other than the one of which the points are required to be \nset are in his possession acknowledge the Pointsman's signals and proceed to have \nthe reception signals taken off. \n \nAs the train is seen approaching, the Pointsman shall display a green hand \nsignal towards it, if the points are not provided with an indicator; otherwise he shall \nhold his flag and lamp, so that it will not be seen by the driver. \nAfter the complete arrival of the train the Station Master shall have signals \nput back to 'ON'. The Pointsman shall then extract the signal key from the post lock \nand by inserting it in the facing points lock extract the facing points key. He shall \nthen return to the station and hand over the key to the Station Master. \n \nWhen the train has to be despatched, the Station Master shall satisfy himself \nthat he has in his possession the signal key of the trailing points key lock and the keys \napplicable to the line other than the one for which the points are required to be set; \nand shall thereafter give permission for the train to start. \n \n(3) At non-interlocked stations where triple key-locks are provided on the main line \nfacing points and where the corresponding Home Signal Key is released from one of \nthe triple key-locks by the application of the main line or loop line keys the facing and \nthe trailing points are kept normally unlocked. At such stations either the trailing \npoints may be pad-locked or the lever operating the points may be pad-locked with \npoints in the trailing position for reception and despatch of trains. The detailed \nprocedure of reception and despatch of trains would be as follows:- \n(i) Where the trailing points are pad-locked:- \n When a train is to be received the Station Master of such station while giving \ninstruction to the Pointsman as to the line on which it is intended to receive the \ntrain shall hand over the key of the trailing points pad-lock. The Pointsman will \nthen proceed to the trailing points and after correctly setting and pad-locking the \ntrailing points, shall display green hand signal to the Station Master in token of \nhis having set and pad-locked the trailing points correctly. \n \nThe Pointsman shall retain the trailing points pad-lock key in his possession \nand then proceed towards the facing points. On his way he shall obtain from the \nStation Master the relevant key of the facing points lock to the line on which the \ntrain is to be received along with the key of the facing points, the Pointsman shall \nset the facing points correctly and lock them with the key handed over to him by \nthe Station Master. He shall then extract the signal key from the facing points lock \nand insert the same in the key lock provided at the signal post. He shall thereafter \ndisplay a green hand signal to the Station Master.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 369, + "text": "340 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nFrom the time he gives this signal until after the complete arrival of the train \nthe Pointsman shall be personally responsible to ensure that the points are not \ninterfered. \nThe Station Master shall, after satisfying himself that the route has been \ncorrectly set for the train and all the conditions for taking off the reception signal \nhave been complied with and that the keys applicable to the line other than the \none for which the points are required to be set are in his possession acknowledge \nthe Pointsman's signal and proceed to have the relevant reception signals \nlowered. \nWhen the train is seen approaching the Pointsman shall display a green hand \nsignal towards it if the points are not provided with an indicator, otherwise he \nshall hold his flag or lamp so that it will not be seen by the driver of the \napproaching train. \nAfter the complete arrival of the train, the Station Master shall have the signal \nput back to 'ON'. The Pointsman shall then extract the facing points key. He shall \nthen set the points to normal and lock the facing points padlock and return to the \nstation and hand-over the facing points key as also the key of the facing points \npad-lock to the Station Master, retaining the key of the trailing points pad-lock in \nhis possession. \nWhen the train has to be despatched, the Station Master shall satisfy himself \nthat the keys of the trailing point’s pad-lock are with the Pointsman as an \nassurance that the trailing points are correctly set and pad-locked and shall give \npermission for the train to start. \nAfter the despatch of the train, the Pointsman shall proceed to the trailing \npoints and reset the trailing point in its normal position and lock the points \npadlock. He shall than return to the Station and hand over the trailing points \npadlock key to the Station Master. \n(ii) Where the lever operating the points is pad-locked with points in the trailing \nposition. \nThe procedure shall be the same as that described above except that:- \n(a) The Station Master shall hand over to the Pointsman the keys of the trailing \npoints lever pad-lock. \n(b) The Pointsman shall retain the trailing points lever padlock key in his \npossession. \n(c) After despatch of the train the Pointsman shall reset the trailing point to its \nnormal position and lock the points lever. He shall then return to the Station \nand hand over the trailing points lever pad-lock key to the Station Master. \n \n (b) At stations where the use of the Line labels and line badges is prescribed and where the \nsignal levers of the Home and Outer signals are under the direct control of the Station \nMaster. \nThe Station Master shall hand over the appropriate line label to the Pointsman \ndeputed to man the facing points. He shall also give to the Pointsman the keys of all \nfacing points over which the train has to pass.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 370, + "text": "341 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nTwo Pointsmen shall proceed to their respective ends of the yard and personally \nset the route and lock all facing points. The Pointsman at the facing points shall then \ndeliver the appropriate line badge to the Station Master either personally or, through a \nRailway servant deputed for the purpose as provided for in the Station Working Rules. \nBoth Pointsmen shall display a green hand signal to the Station Master after they have \nsatisfied themselves that the route has been correctly set and from the time they give this \nsignal until after the complete arrival of the train they shall remain at the points and be \npersonally responsible that the position of the points is not altered. \n \nNote: - At station where only one Pointsman is on duty at one time, the Pointsman should \nfirst go to the trailing points, set and lock them. He will then inform the Station Master that \nthis has been done and thereafter proceed to the facing points taking the keys of the trailing \npoints, he would display a green hand signal towards the station which would be taken to \nmean that both facing and trailing points have been correctly set and locked. \n \nThe Station Master shall acknowledge the green signal of the Pointsman at the facing \npoints and then have the reception signals lowered after satisfying himself that conditions for \nlowering these signals have been complied with. \n \nOn receipt of the appropriate line badge from the Pointsman of the facing points and \nafter satisfying himself that the conditions for lowering reception signals have been complied \nwith, the Station Master shall acknowledge the hand signals of the Pointsmen and proceed to \nhave the reception signals lowered. As the train approaches, the Pointsman at the facing \npoints shall display a green hand signal towards it. If the points are not provided with an \nindicator, otherwise he shall hold his flag or lamp so that it will not be seen by the Driver. \n \nAfter the complete arrival of the train, the Pointsman shall return to the station, all \nfacing points being unlocked and the keys returned to the Station Master. The Pointsman \ndeputed to man the facing points shall return the Station Master's line label and take back his \nown badge. \n \nWhen the train has to be despatched, the Pointsman deputed to man the trailing \npoints shall, after satisfying himself that the points are correctly set, again exchange green \nhand signals with Station Master who shall then have the starting signal, if provided, \nlowered and give permission for the train to start. The Pointsman shall remain at the trailing \npoint and be personally responsible that the trailing points are not altered from the time he \ngives the hand signal until after the train has passed over the points. Only after the train has \ncleared the trailing points the Pointsman shall return to the Station. \n (c) At stations where the use of line labels and line badges is prescribed and where the \nOuter signal is operated from the facing points. \nThe procedure shall be the, same as that described in para 2 (b) above except that:- \n(i) The Station Master shall hand over to the Pointsman, deputed to man the facing \npoints, the keys of the padlocks on the Home signal post and the winch operating the \nOuter signal in addition to the line label and the keys of facing points.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 371, + "text": "342 APPENDIX 'B' \n________________________________________________________________________________________________________________ \n(ii) The Station Master shall have the Home signal taken 'off’ on receipt of the \nappropriate line badge from the Pointsman and after acknowledging the green \nsignals displayed by the Pointsman at the facing and trailing points. On seeing the \nHome signal in 'off’ position the Pointsman at the facing points shall take the Outer \nsignal 'off’. \n \n(iii) The Pointsman shall return the keys of the padlocks on the Home signal post and of \nthe winch to the Station Master along with the keys of the facing points, on return to \nthe station office after the complete arrival of the train. \n3. Crossing of trains. \nThe Station Master shall, before the arrival of either train, decide which train he will admit \nfirst. He shall then give necessary instructions to the Pointsmen in each other's hearing, \nstating distinctly the line on which each trains to be received, and which of the trains is to be \nreceived first. In order to satisfy himself that his instructions have been correctly understood, \nhe shall ask each Pointsman to repeat them to him in the hearing of the other Pointsman. \nThereafter the following procedure shall be carried out:- \n \n(a) At stations where key-locking is provided at the outer most facing points. If the \nlocking permits, each Pointsman shall be required to set and lock the outer most \nfacing points for the train to be received from his respective end. Otherwise the route \nshall be set right upto the outermost trailing points for the train to be received first. \n \nSignals shall be taken ‘off’ for the train which is to be received first and after this \ntrain has arrived complete and the signals replaced to 'On', signals shall be taken \n'off’ for the second train. \n \nAfter both trains have arrived and if no shunting is to be done, each Pointsman shall \nshow a red hand signal to the Station Master, unlock the points and set them for the \ndeparture of the respective trains. He shall then display a green hand signal to the \nStation Master, and remain at the points until the train has cleared them. \n \n(b) At stations where the use of line labels and line badges is prescribed and where the \nsignal levers of the Home and Outer signals are both under the direct control of the \nStation Master. \nThe Station Master shall give the appropriate line label to each Pointsman as well as \nthe key or keys of the facing points over which train has to pass. The Pointsmen shall \nbe required to set and lock the outermost facing points for the train to be received \nfrom that end. After they have done so they shall deliver the appropriate line badge to \nthe Station Master either personally or through a Railway servant as provided for in \nthe Station Working Rules. \n \nThe Station Master shall then have signals taken 'off’ for the train which is to be \nreceived first and after this train has arrived complete and the signals replaced to \n'On', signals shall be taken 'off’ for the second train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 372, + "text": "343 APPENDIX 'B' \n________________________________________________________________________________________________________________ \nAfter each train has arrived, and if no shunting is to be done, each Pointsman shall \nshow a red hand signal to the Station Master, unlock the points and set them for the \ndeparture of the other train. He shall then display a green hand signal to the Station \nMaster and remain at the points till the train has cleared them. \n \nAfter the departure of the trains, the Pointsmen will return to the station and return \nthe keys to the Station Master. Each will then take back his respective line label and \nbadge. \n(c) At stations where the use of the line labels and badges is prescribed and where the \nouter signal is operated from the facing points. \nThe procedure shall be the same as that described in para 3 (b) above except that:- \n(i) The Station Master shall hand over to the Pointsmen deputed to man the respective \nfacing points the keys of the padlocks on the Home signal post and the winch \noperating the Outer signal in addition to the line label and the keys of the respective \nfacing points. \n(ii) On receipt of the appropriate line badge from the Pointsmen and after acknowledging \nthe green hand signal displayed by the Pointsmen at the each end, the Station Master \nshall have the Home signal taken ‘off’ for the train which is to be received first. On \nseeing the Home signal in ‘off’ position, the Pointsman at the facing point shall take \nthe outer signal ‘off’. After the first train has arrived complete and the signals \nlowered for it have been replaced to ‘on’ signals shall be taken ‘off’ for the second \ntrain in the same manner. \n \n(iii) The Pointsmen should return the keys of the padlocks on the Home signal post and of \nthe winch to the Station Master along with the keys of the respective points, on return \nto the station. \nCaution. \nWhen it has once been decided which of the two trains is to be admitted first, this \narrangement should not be altered except in an emergency. In such a case, the Station \nMaster shall first of all replace all signals to 'On'. Signals may then be taken ‘off’ for one \ntrain at a time after both the trains have come to a stand outside signals. \n*************", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 373, + "text": "344 APPENDIX 'C' \n________________________________________________________________________________________________________________ \nAPPENDIX 'C' \nInstructions for the supply and use of detonating (fog signals) at stations to indicate to the \ndrivers of approaching trains, the location of a signal. \n \n1. Recruitment- Fog Signalmen will be detailed for duty at stations, being recruited partly \nfrom the station Traffic staff and partly from Engineering gangmen and must not be \nsubstitutes but regular employees of the railway. \n \n2. Reliefs – Sr. Divisional/Divisional Operations Manager will arrange for a Relief Force for \nrelieving Fog Signalmen at stations in areas in which fogs are prevalent when such men are \nabsent on account of sickness or authorised leave. \n \n3. Supply and Method of use – \n(i) Each Fog Signalman, when being sent to the Fog Signal post, will be given 20 \ndetonating (fog signals) (Patakha) except branch lines of AII, BKN, JP and JU \ndivisions where only 10 or such lesser number as the case may be prescribed under \nspecial instructions. The Station Master shall ensure that fresh supplies of \ndetonator (fog signals) are sent out, as necessary, to the men in replacement of \nthose used. \n(ii) One Fog Signalman must be sent to each of the fog signal posts, which are erected \nat 270 metres from the first stop signal. No Fog signal posts are to be provided at \nstations with Double Distant Signals and at stations which do not qualify for \nplacement of detonators. \n(iii) Each Fog Signalman on reaching the fog signal post must at once place and secure \non the rails two fog signals (patakha) about 10 metres from each other, one being \nopposite and on the rail next to the fog signal post and the other beyond it and in \nthe direction from which the incoming train would come. \n(iv) He will then station himself 45 metres behind the fog signal post (see diagram \nunder S.R. 3.61) \n(v) Fog Signalmen must never leave their posts until relieved by another trained Fog \nSignalman, except when he has to report to the Cabinman or the Station Master in \ncompliance with S.R. 3.61. \n(vi) A Fog Signalman must never sleep while on duty at the fog signal post. \n(vii) If a train is approaching at the time a Fog Signalman is being relieved at a fog \nsignal post, both men will allow that train to pass and explode detonating (fog \nsignals) already placed and secured on the line. As soon as the train has passed, or \nif no train is approaching, the Fog Signalman who is being relieved will pick up the \nlast two detonators (fog signals) he had placed on the line and take them with any \nunexploded detonators or exploded cases he has, back to the station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 374, + "text": "345 APPENDIX 'C' \n________________________________________________________________________________________________________________ \n The Fog Signalman coming on duty will place two fresh detonators on the line as \nlaid down in paragraph (3) of these instructions. \n \n4. Exception for Branch Lines.- On Branch lines or Sections, on which traffic is light, the \nStation Master on duty may, under \"special instructions\", send a Fog Signalman out to the \nfog signal post for reception of each individual train. This procedure will only be permitted if \nit is provided for in the Station Working Rules and in accordance with Subsidiary Rule 3.61 \n(m). \n5. Method of Securing. - Detonators (fog signals) shall be placed on the line with the label or \nbrand upwards, and shall be secured by bending the clasp round the head of the rail. \n \n6. Placing detonator (fog signals) on a mixed Gauge. - \nWhere the use of detonators is necessary under these rules on a mixed gauge, detonators \nshall be placed on one rail of each gauge, or on the rail common to both. \n \n(a) Where one rail is common to both gauges. \n \n1. A----------10 metres--------A \n \n2. \n \n3. \n(1) Rail common to broad gauge and metre gauge. \n(2) Metre gauge rail. \n(3) Second broad gauge rail. \n(b) Where there is no rail common to the two gauges. \n1. A----------10 metres--------A \n \n2. B----------10 metres--------B \n \n3. \n \n4. \n \n (1) and (4) - two broad gauge rails. \n(2) and (3) - two metre gauge rails. \n \n(c) in case (a); the detonator (fog signals) will be placed at A—A. \n \nNote :- The detonating (fog signals) must always be placed on the rail common to both \ngauges, irrespective of whether it is nearest to the fog signals post, or not. \n \n(d) In case (b); the detonating (fog signals) must be placed at A—A and B—B.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 375, + "text": "346 APPENDIX 'C' \n________________________________________________________________________________________________________________ \n \n7. Renewal of detonating (fog signals).- On both double and single lines, detonator (fog \nsignals) shall be placed on the rail for each train and shall be renewed each time a train \npasses over them. \n8. Hand signals. - (i) The Fog Signalmen shall always carry a lighted hand signal lamp in \nfoggy or tempestuous weather or in a dust storm. \n \n(ii) If the Fog Signalman is aware of any obstruction on the line, he shall show a \"danger\" \nhand signal to an approaching train under no other circumstances shall a Fog Signalman \nshow a hand signal to the Driver of an approaching train but on single line sections, for a \ntrain leaving a station, the Fog Signalman shall show a \"proceed\" (green) hand signal to the \ndriver. \n9. Acknowledgement of Rules. - The Station Master must obtain the signature or thumb \nimpression of Fog Signalmen in the \"Station Detonator Register\", as an acknowledgement \nthat they know and understand the rules for fog signalling of trains. \n10. Record of Detonators (fog signals) and exploded cases :- \n(i) The Station Master on duty shall be responsible for ensuring that the Fog Signalmen, \nbefore going out on duty to the fog signal posts, count the number of detonating \nsignals issued to them. This number will be entered in the 'Station Detonator Register' \nand the Station Master on duty and the Fog Signalman shall jointly sign the entry. \n(ii) As each train has passed over the detonating signals placed for it, the Fog Signalman \nwill collect the exploded cases (not omitting the cases of detonators which have failed \nto explode) and when his period of duty is over, or when he is recalled on the weather \nclearing up, he shall bring all the used detonators and any unused detonators he still \nhas, and make them over to the Station Master on duty. The Station Master on duty \nmust enter in the \"Station Detonator Register\" the number of used detonators and \nunused detonators, and both the Station Master and the Fog Signalman, will sign \nagainst the entry. If the Fog Signalman is illiterate, the Station Master will take his \nthumb impression. \n \nSTATION DETONATOR REGISTER \n (Specimen shown at next page) \nINSTRUCTIONS \n1. This Register contains the following parts:- \nPart I. Particulars of Fog Signalmen posted at the station from time to time. \nPart II. Particulars of receipt and stock of detonating signals at the station to be filled \nin whenever detonators are used or received. \nPart III. Period of fog, Fog Signalmen on duty and details of detonators used. \nPart IV. Particulars of Issue and Testing of Fog signals at Depot, Station, Loco Shed \netc. \n2. As soon as a man is posted to or detained for duty at a station as a Fog Signalman, the \nStation Master must satisfy himself that the man is fully acquainted with and understands the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 376, + "text": "347 APPENDIX 'C' \n________________________________________________________________________________________________________________ \nrules relating to the placing of detonating signals at stations during thick or foggy weather. \nAs an assurance of this, the Station Master shall take the signature or thumb impression of \nsuch men in the appropriate column of Part I of the register. \n3. The Station Master shall ensure that the information to be maintained in this register is \nkept upto date and is accurate in all respects. \n4. Transportation Inspectors shall check the register, also the stock of detonators on hand, \neach time they visit a station and initial with date as an indication of their having done so. \n \nFOG SIGNALMEN \nYour Duties at stations during Thick or Foggy Weather or in Dust Storms. \n1. See that you are given 20 fog signals before you are sent out to a fog signal post. \n2. On reaching the fog signal post you will at once place and secure on the rails two fog \nsignals about 10 Meters from each other, one being opposite and on the rail next to the \nfog signal post and the other beyond it on the same rail. \n3. You will then stand 45 Metres behind the fog signal post. \n4. You should place two fresh fog signals on the rail, immediately after a train has passed \nover the two placed before, and collect the cases which the train has passed over. \n5. You must never leave your post until relieved by another trained Fog Signalman. \n6. You must never sleep while on duty at the fog signal post. You must realise that the \nlives of many people depend on your alertness and devotion to duty. \n7. If a train is approaching at the time your relief arrives, wait till the train has passed \nbefore you make over charge to your relief. \n8. You must always carry a lighted hand signal lamp in foggy or tempestuous weather or \nin a dust storm. \n9. Should you be aware of any obstruction on the line, you must show a \"Stop\" (danger) \nhand signal to any approaching train. Under no other circumstances shall you show a \nhand signal to the driver of an approaching train but on single line sections, for a train \nleaving a station you shall show a \"proceed\" (green) hand signal to the driver. \n10. You should count the fog signals made over to you before you go to a fog signal post. \nWhen relieved you should bring back all unused fog signals and the cases of those \nwhich have been exploded (not omitting the cases of detonators which have failed to \nexplode) and make them over to the Station Master on duty. Remember to pick up the \nlast two fog signals which were on the rails at the time you were relieved. \n11. Both the Station Master on duty and you will sign (or put your thumb impression) in the \n\"Station Detonator Register\" for the number of fog signals taken out and brought back \nfrom the fog signal post. \n12. Where broad and metre gauge rails are mixed, fog signals shall be placed on one rail \nof each gauge, or on the rail common to both. The Station Master on duty will explain \nto you how to place the fog signals where the gauges are mixed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 377, + "text": "348 APPENDIX 'C' \n______________________________________________________________________________________________________________________________________________________________________________ \n \nNORTH WESTERN RAILWAY \n \nStation Detonator Register \n \nPART-I \n \nFog Signalman Posted at ………….Station \n \nPeriod for which worked at \nthe station \nName of Fog \nSignalman \nSubstantive \npost of Fog \nSignalman \nAssurance of \nFog \nSignalman \nSignature of \nStation \nMaster \nDate of \nTesting of the \nFog \nSignalman in \nhis duties by \nthe Station \nMaster \nSignature of \nFog \nSignalman \nSignature of \nthe Station \nMaster From To", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 378, + "text": "349 APPENDIX 'C' \n_____________________________________________________________________________________________________________________________________________________________________________ \n \nNORTH WESTERN RAILWAY \n \nStation Detonator Register \nPART-II \nStock of Detonating (Fog) Signals at ………….Station \n \nDate Opening \nbalance of \nFog Signals \nStock \nreceived on \ndate \nParticulars of \nreceipt \nStock used \nduring day \nClosing \nbalance of \nDetonators on \nhand \nSignature of \nthe Station \nMaster", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 379, + "text": "350 APPENDIX 'C' \n______________________________________________________________________________________________________________________________________________________________________________ \n \nNORTH WESTERN RAILWAY \n \nStation Detonator Register \nPART-III \nAt……………..Station \n \nDate Duration of Fog Name \nof Fog \nSignal- \nman on \nduty \nTime \nFog \nSignal \nman sent \nout \nNo. of detonating (fog) \nsignals issued \nSignature/ \nThumb \nimpression \nof fog \nsignalman \nSignature \nof Station \nMaster on \nduty \nTrains \nfor \nwhich \nused \nFog \nSignal- \nman \nreturned to \nStation \nNo. of detonators returned to Station Master on duty Signature of Remarks \nTime \ncommenc\ned and \ncontrol \nadvised \nTime \ncleared \nand \ncontrol \nadvised \n To Fog \nSignal\nman \nSent out for \nrenewal \nUn \nused \ndeto- \nnators \nShell of \nexploded \ndetonators \nand those \ndetonators \nwhich failed \nto explode \nBalance of \ndetonators \nnot \naccounted by \n12 & 13 \nExplanation \nnot accounted \ndetonators \nFog signal \nman or \nthumb \nimpression \nStation \nMaster on \nduty No. Time \nH M H M H M H M H M \n1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 380, + "text": "351 APPENDIX 'C' \n_____________________________________________________________________________________________________________________________________________________________________________ \n \nNORTH WESTERN RAILWAY \n \nStation Detonator Register \nPART-IV \nAt………………..Station/Shed/Office \n \nSR. \nNo. \nName Designation Ticket \nNo.and \nP.F. No. \nDate of \nIssue \nNo. of \nDetonators \nissued \nYear \nand \nMonth \nof \nmanu \nfacture \nof \ndeto- \nnators \nNo. \nused \nDate \nused \n Month and \nYear of \nmanu- \nfacture of the \nreplaced \ndetonators \nNo. of \ndetonators \ntested \nDate of \ntest \nMonth and \nyear of the \ndetonators \ntested", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 381, + "text": "352 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nAPPENDIX 'D' \nGHAT RULES \n \nS.R.G. 1. - Ghat Rules. - The Subsidiary Rules for working on sections having steep \ngradients may be referred to as Ghat Rules and the sections to which they apply as Ghat \nSections. \n \nS.R.G. 2.-(a) These Rules apply to the following sections of North Western Railway:- \n Sr. No. Division Section Block Section \n 1. Ajmer MJ-MVJ Khamli Ghat – Phulad \n 2. Ajmer UDZ-HMT Kharwa Chanda- Jawar \n \nNOTE: - Divisional Railway Manager shall issue special instructions for local features \n prevailing on Ghat Sections over their Divisions. (b) All other Subsidiary Rules apply to the working of Ghat Sections, except those modified or superseded by the Ghat Rules. \n(c) Certificate of Competency. - The under noted staff, who are directly concerned with \ntrain movements, must qualify in S.R.Gs. 1 to 60 and shall not assume duties on graded \nsections until they are granted a certificate of competency by their executive officers:- \n \n1. Drivers/Asstt. Drivers. \n2. Shunter-passed/Drivers. \n3. Shunters. \n4. Fireman-passed/Shunters. \n5. Train controllers. \n6. Station Masters and Yard Masters. \n7. Assistant Station Masters, Train Despatchers & Yard Foreman. \n8. Guards. \n9. Shunting Jamadars. \n10. Points/Line/Pilot Jamadars. \n11. Levermen/Cabinmen and Switchmen \n12. Pointsmen and Shuntmen. \nThe certificate of competency shall be valid for a period of three years only or such \nlong period as may be laid down by special instructions. \n \n(d) A Shunter or a driver, before being allowed to learn road on Ghat Sections, should \nqualify in Ghat Rules.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 382, + "text": "353 APPENDIX ‘D’ \n________________________________________________________________________________________________________________ \n(e) A Driver on having learnt the Ghat Section will not be allowed to work independently, \nunless a Loco Inspector/Fuel Inspector/Staff Inspector, after travelling with him, \ndeclares the Driver conversant with the section. \n(f) Issue of certificate of competency - Divisional Officers or Asstt. Divisional Officers on \nbehalf of Divisional Officers are authorised to examine, issue and renew certificates of \ncompetency in the following form:- \n \nNORTH WESTERN RAILWAY \n \nI, the undersigned, hereby certify that Shri..............................has passed the examination in \nSubsidiary Rules for working sections with steep gradient contained in unified Ghat Rules for \nthe North Western Railway. \n…………………………….. \n(Designation of Divl. Officer) \n \nNOTE: - Divisional Railway Manager may nominate Senior Subordinates to examine, issue \nand renew certificates of competency in respect of class IV staff. \n \nBRAKES \n \nS.R.G. 3 - Vacuum/Air Brake. - Rules on the Vacuum/Air Brake are to be read in \nconjunction with other extant Vacuum/Air Brake Rules. \n \nS.R.G. 4 - Engine Brakes. - Every engine working on Ghat Section must be fitted with the \nautomatic vacuum/air brake in good working order and must be itself braked either by the \nvacuum brake, steam brake or air brake. The hand brake of all engines must be in proper \nworking order. Dynamic brakes on loco must be in working order. \n \nS.R.G. 5 - Vehicle Brakes. - Train running on Ghat Section must be vacuum/air- braked \nthroughout. In case of vacuum stock, both passenger and goods trains shall have 100% brake \npower. In case of air-braked stock, passenger trains shall have 100% brake power. However, \nthe following proportion of air-piped stock with inoperative cylinders and/or without brake \nblock etc., may be allowed on mixed or goods trains, provided the speed of 15 KMPH is not \nexceeded in the case of (i) and (ii) below. \n \n(i) Grades of 1 in 50 and steeper - 5% of the total loaded stock subject to a maximum of \none 8 wheeled vehicle. \n \n(ii) Grades from 1 in 51 to 1 in 99 - 10% of the total loaded stock on the train. For train \nwith empty stock, lower brake power limits and special Working Rules/Instructions \nprescribed by the Railways from time to time shall apply. \n \n(iii) Grades from 1 in 100 to 1 in 199 - 15% of the total vehicles on the train. \n \nNOTE: - 1. A fraction of a vehicle worked out on the percentage basis must be taken as 1, if \n0.5 and above.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 383, + "text": "354 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n2. A piped vehicle without operative brake must in no circumstances be attached \noutside the brake van of any train. \n3. If the required Brake Power as laid down above is not available or if the driver is \nnot sure about the availability of sufficient brake power, an adequate number of \nhand brakes should be pinned down to have control on a down gradient. \n \nS.R.G. 6. - Hand Brakes. - All goods vehicles on a train must be fitted with a screw brake or \nhand-lever brake capable of being fastened down. \n \nS.R.G. 7. - Examination of Train before Starting. - The SE (C&W), Driver and Guard must \ntest the vacuum/air brake of each vehicle of a train before its departure according to the \nspecial instructions laid down in this behalf. \n \nS.R.G. 8 - Vacuum/Air Pressure on the Engine and in Rear Brakevans. - \nThe minimum amount of vacuum/air pressure required to be registered on the gauge in \nengine and in the rear brake van are as follows:- \nVacuum level \nTrains Engine Brakevan \nMail/Express 53 cms 47 cms \nPassenger 50 cms 44 cms \nGoods 46 cms 38 cms \n \nAir Pressure \nTrains FP BP \n Engine Brakevan Engine Brakevan \nMail Exp./Passenger 6.0 Kg/cm2 5.8 Kg/cm 2 5 Kg/cm2 4.9 Kg/cm 2 \nGoods - - 5 Kg/cm 2 4.8 Kg/cm 2 \n \nRef:- Joint Letter of ED(safety), EDEE(Traction)Rly. Board Letter No. 83/M(N)/95/31 \ndated 07/12.02.2001 \n \nS.R.G. 9 - Engine Whistle Signals. - The following is a list of authorised engine whistle \nsignals:- \n \n Indications When one or both Engines \n are in front \nWhen Engines are in front \nand rear \n(a) For indication to driver \nof assisting/banking engine \nthat the Driver of leading \nengine is ready to start. \n \nOne short whistle to be \nrepeated by the second \nengine \nOne long and two short \nwhistles to be repeated by \nthe rear engine. \n(b) For the application of \nmanned hand brakes and \nLoco brakes of rear engine \nif any. \nThree short whistles \n (000) \nThree short whistles \n (000)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 384, + "text": "355 APPENDIX ‘D' \n________________________________________________________________________ \n \n(c) For the release of \nmanned hand brakes and \nLoco brakes of rear engine \nif any. \n \nTwo-one long & one short \nWhistle \n (__ 0 & __ 0) \nTwo-one long & one short \nWhistle \n (__ 0 & __ 0) \n(d) For the creation of \nvacuum/air pressure and \nremoval of sprags. \nOne long & one short \nwhistle. \n ( __ 0 ) \n \nOne long & one short \nwhistle. \n ( __ 0 ) \n \n(e) The driver of rear \nengine to attract attention \nof leading engine. \n \nOne short whistle. \n ( 0 ) \n \nTwo short whistle. \n (00) \n \nRESPONSIBILITY OF TRAIN STAFF AS REGARDS BRAKES. \n \nS.R.G. 10 - Driver to try Vacuum/Air Brakes. - Driver must satisfy himself that the \nvacuum/air brake is in proper working order throughout the train before leaving the starting \nstation and at each station where any vehicle is attached or detached and also before \ndescending steep gradients. He must also satisfy himself that he has enough brake power \nbefore passing the outer signal of any station at which the train has to be stopped. \n \nS.R.G. 11 - Defective Vehicles. - If a driver finds the vacuum/air brake on his train defective, \nthe vehicle with defective vacuum/air brake if not immediately repairable must be detached \nfrom the train. Under no circumstances, whatsoever may/D.V. cylinder be blanked off. He \nmust also refuse to attach any vehicle with a defective brake, but he must give his reasons in \nwriting to the Station Master if asked to do so. \n \nS.R.G. 12 - Guard to see Vacuum/Air pressure Gauge. – The Guard incharge before giving \nthe signal to start must satisfy himself that the required vacuum/air pressure is registered on \nthe gauge in his brakevan. If the required vacuum/air pressure is not registered, he must \ninform the Driver. If the Driver is not able to create the required vacuum/air pressure as \nrequired on the gauge in the rear brakevan, the train must not start until the defect has been \nremedied by detaching defective vehicles or otherwise. The signal to start given by the Guard \nIncharge is an indication to the Driver that the gauge in the rear brakevan shows the \nrequired vacuum/air pressure. \n \nS.R.G. 13 - Descending Long and Heavy Grades. - (a) In controlling trains on descending \nlong and heavy grades, Drivers are cautioned against allowing the vacuum on the pistons to \nfall too low which usually happens unless periodically restored by blowing up with the large \nejector or raising the diesel engine to restore vacuum. The destruction of vacuum on the \npistons, owing to leakage, is always taking place during the continuous applications of the \nbrake while descending long grades and it is of the utmost importance that the vacuum on the \npistons should be restored by the use of large ejector/raising the diesel engine. But before \nusing the large ejector/raising the diesel engine, the speed must be reduced to allow for the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 385, + "text": "356 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nincrease of speed which will take place when large ejector/raising the engine releases the \nbrakes. The large ejector/raising of diesel engine must be used in several short periods \ninstead of one long period for the above purpose. Advantage should be taken of long curves \nor starts after stops at catch sidings to recreate the vacuum. Care must be taken that the \nspeed during the release of brakes is not allowed to increase beyond a safe limit. If the speed \nis allowed to get beyond a certain point the brakes will not pull the train up. \n \n(b) Drivers must note that the reading of vacuum chamber needle on the engine gives no \nindication as to the vacuum above the pistons throughout the train. \n \nS.R.G. 14 - Control of Vacuum/Air Brake on Running Trains. – \n \n (a) When a second leading engine is employed to pull a train (and not a banking not \npushing it) the driver of first leading engine will be held responsible for the working of \nthe automatic vacuum/air brake. The driver of the second leading engine must however \nin case of emergency assist in stopping or reducing the speed of the train by applying \nsteam/D-1 emergency brake valve/hand brakes as may be required but he must not \nmaintain or recreate vacuum/air pressure by raising the engine in case of diesel \nengine. \n \n(b) When an additional engine or engines are employed to push a train, the drivers thereof \nmust not interfere with the working of vacuum/air brake by putting the MU-2B valve on \ndead position in case of diesel engine which shall be under the control of the leading \nengine drivers, as laid down in para (a) except in case of run back when the banking \nengine driver automatically becomes the leading drivers. \n \n(c) Whenever a Ghat Section comprises of either descending or ascending gradient only \nand not both, in the same direction, the second engine should be attached as under :- \n(i) On descending gradient in front of the train. \n(ii) On ascending gradient in the rear of the train. \nIf, however, it consists of both descending and ascending gradients following \neach other in quick succession, the banker may be attached in the rear only of the train. \n \n(d) Drivers of all additional engines will at all times keep the handle of vacuum ejector in \nthe running position and small ejector must be closed/MU-2B valve in dead and \nvacuum isolation cock closed in case of diesel engine. \n \n(e) In the event of the Driver of the engine in rear requiring in an emergency to attract the \nattention of the leading engine Driver, he shall give a whistle signal as laid down in \nS.R.G. 9. \n \nNote: These rules are to avoid the serious danger which would arise if the guard or drivers \nof additional engine were to attempt to put the brake on while the leading driver was \ntrying to recreate vacuum/air pressure.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 386, + "text": "357 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nS.R.G. 15 - Stopping at Stations - (a) Drivers must enter stopping stations at such a speed \nthat it would be possible to stop the train at proper place. The vacuum/air brake must be \napplied by the Driver in stopping train or reducing its speed. \n \n (b) Guards must watch the speed of the train and assist Drivers by the use of their hand \nbrakes, if necessary. They may only apply the vacuum/air brake when it is necessary to make \nan emergency stop. \n \nS.R.G. 16 - Special Test Before Entering a Down Grade of 1 in 33 and Steeper - before any \ntrain is allowed to enter a down grade of 1 in 33 and steeper, 40 cms vacuum/5 kgcm2 BP \nmust be created and then destroyed and pistons of vehicles/wagons watched. If a piston is \nfound to have worked down 2.5 cms or more in less than 20 minutes, the vehicle/wagon must \nbe detached in case of vacuum train. In case of air braked train a continuity test to be done \nbetween guard and driver and if Distributor Valve found defective of any vehicle/wagon \nshould be detached from the train. This is the duty of train examining staff who must be \nposted at stations where this practice is necessary. Drivers, however, must satisfy themselves \nthat the vacuum brake/air brake throughout is in good working order and for this purpose \nmay leave their engines provided they leave a competent man incharge and also provided \nthat a driver must not leave his engine while standing on a grade. \n After starting and on obtaining a speed of 15 KMPH the driver must make a test \napplication of the vacuum brake/air brake and satisfy himself that he is able to control the \ntrain. \n \nS.R.G. 17 - Blowing through Engine and Train Pipes. - (a) Before stabling an engine in \nshed and before taking it out of shed, the Driver or Shunter must remove both these pipes \nfrom the dummy plugs and give a good blow through with the large ejectors, afterwards \nreplacing the hose pipes on their dummies. The train pipe drip valve must be kept clean and \nfree from water. \n \n(b) When it is decided by the SE (C&W) or SSE (Loco) [if there is no SE (C&W)] that the \ntrain pipe should be blown through, a man belonging to the Rolling Stock Branch will be \nappointed to remove the tail hose pipe. He will signal to the Driver when to blow through \nand will replace the hose pipe on dummy after the pipes have been cleared. \n \nS.R.G. 18 - Removing Snow from Couplings. - Snow on hose pipe couplings or plugs must \nbe cleaned off before attempting to couple them. Whenever a hose pipe is uncoupled, it must \nbe placed at once on the dummy plug to keep the washers free from snow. \n \nWORKING OF BANKING ENGINES \n \nS.R.G. 19 - Working of Banking Engines on Grades Steeper than 1 in 100. - When a \nbanking engine has to return to the starting station after assisting the train upto the top of the \ngrade without actually going to the next station. \n \n(a) A caution order must be issued to the Driver of the train engine notifying him that \nbanking engine will assist the train;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 387, + "text": "358 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n(b) The banking engine will be placed in rear of the train, but not coupled to it; \n(c) The Driver of the banking engine will be given a specially marked \"Staff\" as authority \nto assist the train into the block section, the staff must be delivered to the Driver \npersonally by the Station Master before handing over the \"authority to proceed\" to the \nDriver of the train engine after satisfying himself that the banking engine is ready in \nposition behind the train. \n(d) The Guard will not give the starting signal until he gets back to his brakevan. \n(e) After receiving the starting signal, the train engine will whistle in the usual way and \nwill not start until a responding whistle is received from the banking engine which shall \nthen commence to push the train before the train engine Driver opens steam/throttle. \n(f) After assisting the train to the top of the grade, the banking engine will return to the \nstarting station, stopping at a stop-dead board provided for the purpose opposite the \nHome signal from where it will be piloted into the yard. The Driver will immediately \nmake over the 'staff' personally to the Station Master and at the same time will sign the \nentry of the time of his return in the train register. \n(g) The \"staff\" will be kept locked by the Station Master until again required for use and \nmust be correctly made over to his relief when going off duty; \n(h) Not more than one 'staff' shall be kept at a station for use with banking engines in each \ndirection; \n(i) On the single line, no Line Clear nor authority to proceed (except for the train being \nassisted) shall be given by the Station Master unless the 'staff' is in his possession. \n \nWORKING OF TRAINS \n \nS.R.G. 20 - Sand Boxes. - Dry, sharp sand not mixed with clay, is essential on all Ghat \nsections and drivers must see that their sand boxes are full and sending gear is in working \norder. \n \nS.R.G. 21 - Speed Restriction. - The speed of trains laid down in the Working Time Table \nmust be rigidly adhered to. In no circumstance whatsoever may time be made up on \ndescending grades steeper than 1 in 50. \n \nIn case of roof riding, the driver of the trains should stop his train short of an overhead \ninfringing structure, and he should sound a warning whistle and thereafter proceed at a dead \nslow speed till whole of the train has cleared the infringing structure. \n \nS.R.G. 22 - Starting a Train. - When a train with more than one engine is ready to start, the \nleading engine must whistle first. All being ready, the rear engine will open steam/throttle \ngiving prescribed whistles as a signal to all other engines to open steam/ throttle in turn, \nstarting from the rear. \n \nS.R.G. 23 - Admission of Train in Station. - When two trains are approaching a station \nfrom opposite directions and cannot be received without one of them being stopped, the \ndescending train must be stopped at the first stop signal and the ascending train given \npreference provided that the descending train is not stopped in a tunnel or on a bridge.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 388, + "text": "359 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nS.R.G. 24 - Train stalling on a Grade Steeper than 1 in 50. - When a train has stalled and \nan attempt is to be made to restart, all engine hand brakes must be applied and all Drivers \nwill open steam/throttle. When ready to start, the Driver with the authority to proceed, will \ncreate prescribed vacuum/air pressure and signal for release of hand brakes by giving the \ncorrect whistle signals. When it is not possible to start within 15 miniutes S.R.G. 25 must be \nrigidly obeyed. \n \nS.R.G. 25 (i) If for any reason, a train is brought to a stand for a period longer than 15 \nminutes, the hand brakes of the locomotive shall be applied in addition to the application of \nvacuum/air brakes etc. If such stoppage happens to be, of train having vehicles with roller \nbearings on a section with a grade of 1 in 150 and steeper, and train having vehicles other \nthan roller bearings on a section with a grade 1 in 100 and steeper, the following additional \nprecautions shall be taken: \n \nOn trains carrying the passengers, the Guard shall apply hand brakes in the brakevan \nand sprags or wedges or scotch blocks as the case may be to the wheels of two vehicles \nnearer to the descending steep incline. On goods trains, hand brakes of at least one third of \nthe wagons in the train or 10 wagons behind the engine and 5 wagons inside the brakevan, \nwhichever is more, shall be pinned down, in addition to the application of Guard's hand \nbrake in the brakevan. Special care shall be taken for the train with special type of wagons \nsuch as BOX, BOBS, BOI, BRH, CRT etc. which are fitted with roller bearings, while taking \nthe above precautions. \n \n(ii) When the train is expected to start, proper vacuum/air pressure must be \nrecreated/recharged, as the case may be, and the vacuum brake/air brake must be applied \nbefore the sprags or wedges or scotch blocks removed and/or hand brakes released. \nThereafter the vacuum/air brakes may be released to start the train. \n \n (iii) The Driver himself or, on his direction, the Fireman/Assistant Driver, shall be \nresponsible for application and release of the hand brakes of wagons behind the engine. The \nGuard shall be responsible for similar action in regard to the wagons inside the brakevan. \n \n(iv) Considering the condition of brake power on train, the Driver may take additional \nprecautions as mentioned in sub-rule (i) above, during the stoppage of his train on section \nflatter than 1 in 150 or 1 in 100 to avoid run away. \n \n(v) When two or more engines are employed on the train, one engine is attached in the rear \nof the train on an ascending grade. \n \nS.R.G. 26 - Failure of the Vacuum/Air Brakes between Stations. - If the vacuum/air brake \nbecomes defective while the train is running between stations so that it is dangerous to \nproceed, the Driver must bring the train to a stand and take it in portions to the next station, \neach portion being not more than he can safely control. The vehicles left behind will be \nsecured, as laid down in S.R.G. 59 (b) and (c). The Guard will remain with the portion of the \ntrain left behind and protect it.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 389, + "text": "360 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nBALLAST TRAINS \n \nS.R.G. 27 - Brake of Ballast Trains. - Each vehicle of a ballast train, in addition to being \nprovided with the vacuum/air brake must be provided with an efficient hand brake capable of \nbeing fastened down. \n \nS.R.G. 28 - Application of Brakes when Stopping Ballast Train on a Grade. - On stopping \na ballast train on a grade, the Driver must give long blast of whistle to attract the attention \nof the Guard, and thereafter give three short whistles for the application of all hand brakes. \nThe brakes must not be released until the Driver has signalled for this by giving two-one long \nand one short whistle. \n \nS.R.G. 29 - Position of Ballast Train Engine when Standing on a Grade of 1 in 50 or \nSteeper. - Before entering a section on which a ballast train is required to stand on a grade \nof 1 in 50 or steeper, the engine must be attached so that when the train is standing, the \nengine is at the down hill end of the train. \n \nS.R.G. 30 - Vehicles not to be detached from a Ballast Train where Grades are 1 in 50 or \nSteeper. - Vehicle must not be detached from ballast trains on a grade of 1 in 50 or Steeper. \nThe engine itself may be detached with the Guard's permission after he had seen that the \nhand brakes on each vehicle are properly applied, as ordered in SRG 59. \n \nS.R.G. 31 - Ballast Train not to work at Night. - Ballast train must not work at night except \nby a special order of the Assistant Engineer or Divl. Engineer. \nS.R.G. 32 - Restrictions and conditions for Pushing Ballast Trains. - Ballast trains are not \nallowed to be pushed outside station limits over descending gradients. Such trains may be \npushed provided that:- \n(i) The portion of the line over which the train will run is on a continuous ascending grade. \n(ii) The speed of the train must not exceed 15 kms. per hour on the straight line and 8 kms. \nper hour on the turn out if the leading vehicle is a brakevan and 8 kms. per hour, if the \nleading vehicle is not a brakevan. \n(iii) The Guard must travel in the leading brakevan or the leading vehicle and must exhibit \nhand signals to the Driver. \n(iv) The train crew must keep a good lookout especially in the direction in which the train is \nmoving and must be prepared to stop short of any obstruction, and \n(v) When approaching turn-outs, the Guard must stop the train and satisfy himself that the \npoints are correctly set and that all non-interlocked facing points are locked and manned. \n \nNote: - This rule will also apply when the engine is placed somewhere in the middle of the \ntrain in an emergency or in exceptional circumstances.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 390, + "text": "361 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nSAFETY SIDING \nS.R.G. 33 – Definition. - There are two kinds of safety siding called Catch and Slip siding. \nCatch sidings are placed above stations approached by a descending grade to protect them \nfrom run-away vehicles or trains. \nSlip sidings are placed below station on a grade to prevent vehicles escaping from the \nstation yard. \nS.R.G. 34 - Catch Siding. – \n(a) The points of 'Catch' siding must always be set and locked for the 'Catch' siding except \nwhen a train is to be received or despatched. \n(b) 'Catch' siding points should not be set for the main line for the reception of an \napproaching train unless it has first been brought to a dead stop at the first stop signal \nand the driver whistles, except when the following conditions are fulfilled. \n(i) The line on which the train is to be received is clear and the train is to be received \non the main line. \n(ii) The points leading to the catch siding as well as the points required for a run \nthrough train are set for the main line immediately after granting line clear to the \nblock station in rear. \n(iii) Line clear has been obtained for the block section ahead. \n(iv) The gradients in the block section ahead are such that the train can be brought \nunder control easily. \n(v) Warner signal in the lower quadrant signalling territory is not taken 'off' and \ndistant signal in multiple aspect signalling territory is kept at 'caution' position. \n \n(c) In the case of an outgoing train, the 'Catch' siding points must not be set for the main \nline unless Line Clear has been received from the station in advance. \n \n(d) (i) The points must be reset and locked for the 'Catch' siding as soon as the last vehicle \nof the train has passed over them. \n (ii) Hand Signals will be exhibited at all 'Catch' siding points. The points shall be fitted \nwith point indicator showing red when the points are set for catch siding and white \nwhen they are set for the main line (Except when spring points are provided). \nS.R.G. 35 - Locking and Unlocking the Points of the Slip Sidings. - (a) Except for shunting \nas allowed in SRG 46, the points of slip sidings must be normally locked for the siding and \nmust only be unlocked and set for the main line immediately before taking off the signals for \nthe admission of an ascending train or, in the case of descending train, after Line Clear has \nbeen received from the station in advance. If the authority to proceed, for a descending train \nwhich is booked to run through the station, has not been received, the descending train must \nbe first brought to a dead stand at the first stop signal before the 'Home' and/or 'Outer' \nsignals are taken off for its reception. In the case of a descending train, the slip siding points \nmay only be unlocked and set for the main line, when Line Clear has been received from the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 391, + "text": "362 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nstation in advance. The points must be reset for the slip siding as soon as the last vehicle of a \ntrain has passed over them. \nNote:- At certain slip sidings, spring points have been provided. These are normally \nunlocked and are set for the siding. An ascending train trails through them while entering the \nstation. These points need only be locked for despatch of a descending train and this should \nbe done only after Line Clear has been obtained from the block station in advance. \n (b) Point Indicators at Slip Sidings - Point indicators showing red, when the points are \nnormally set for the siding and white when set for the main line, shall be provided at all slip \nsiding points. (Except where spring points are provided). \n(c) The duty of locking and unlocking \"Catch\" and \"Slip\" siding points may be performed \nonly by the Pointsman in whose special charge they have been placed under the orders of the \nStation Master. \n \nPATROLLING ON GHAT SECTIONS \nS.R.G. 36 - Orders for Patrolling. - (a) The Divisional Engineer will decide and issue order \nregarding the Sections to be patrolled and the date on which patrolling is to begin and stop. \n(b) During the monsoon period, there will be regular patrolling for night running by special \npatrolmen to be employed for patrolling line. The Divisional Engineer will draw out the \npatrol charts. \n (c) As far as Ghat sections are concerned, the Divisional Engineers will decide the question \nwhether regular night patrolling is to be introduced. \n \n(d) Vulnerable points - All the vulnerable points will be watched by static patrols, all such \npoints being carefully selected by the Divisional Engineer. All vulnerable points (including \nvulnerable bridges and locations which are subject to slips, rock-falls, water falls etc.) will \nbe provided with sign boards fixed at a distance of 800 metres on either side of the \nvulnerable points. The fixing of these boards will be arranged by Divisional Engineers \nimmediately before the monsoon and removal immediately after the monsoon \n. \n(e) The Railway track and bridges will be patrolled during monsoons, stormy weather, heavy \nsnowing or in the event of any other emergency which may interfere with the safe running of \ntrains. Rains during the winter months also may be a source of danger to the line and \ntherefore, patrolling should also be introduced on such sections where necessary during the \nwinter rains. \n \n(f) Gang Patrol - In the event of a sudden storm and emergency during day and night, the \nMate will on his own initiative, organise patrolling over the length affected, independent of \nany other patrolling being in operation. This patrol will confine its inspection to known \npoints of danger such as cuttings, culverts and bridges likely to scour and their approaches, \nembankments likely to be affected and those places which are liable to be in danger on \naccount of likely breach in Railway affecting works such as banks and dams. In the absence \nof the mate, the keyman will organise this patrol. Half the gang will go out during the day \nand half during the night.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 392, + "text": "363 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nS.R.G. 37. Patrol Charts. - Patrol charts referred to in S.R.G. 36 (b) for each section will be \nprepared by the Divisional Engineer after the publication of the time table to come into force \nfrom 1st July taking into consideration the following :- \n(a) (i) As far as possible, each block section will be treated as a unit of length and will be \ndivided into approximately equal beats; \n (ii) The beat of patrolmen will not exceed 4.5 KMs; \n (iii) The patrolman will go out on his beat in accordance with the Chart. Patrol charts \nwill be scrutinised by JE (P.Way) and SE (P.Way) regularly and by AENs and \nDENs frequently when on their inspection rounds. A Patrolman shall not be \nrestored to walk more than 18 KMs. \n(b) In drawing up patrol charts the Divisional Engineers will arrange for maximum \n'Protection' possible for all trains carrying passengers between the hours of sunset and \nsunrise. This protection can be given by organising patrolling as specified above and \nensuring that:- \n(i) The patrolmen meet at the end of their beats before a train (or the first train of a \ngroup of trains) enters the section, or \n(ii) The patrolmen have met and are on their way back when other trains or the group \nof trains enter the section, or \n(iii) The patrolmen are not back at the end of their beats a long time before the train \nenters the section. \n(c) The patrol charts will show all trains between 18 hours and 6 hours with their time of \nentering and clearing the section so that the charts will show at a glance how the trains have \nbeen covered. \n(d) After drawing out the patrol charts, each chart will be examined by the Divisional \nEngineer to see what cover has been given to each train. If, on any block section, which is \nknown to be giving trouble, the interval between the patrol and the train is too long, an \nintermediate patrol will be introduced to reduce the interval. \n(e) Copies of patrol charts prepared by Divisional Engineers for different sections will be \ndistributed to the Assistant Engineers, SE (P.Way) and JE ( P.Way) and copy of the relevant \nportion of the chart will be issued to each Station Master with instructions :- \n(i) to record time of arrival and departure of patrolmen in the patrol book and initial \nthese entries, and \n(ii) to record time of arrival and departure of patrolmen and their names in the station \ndiary. \n(f) Copies of patrol charts together with a statement showing places where Drivers, when \nrunning to time, may expect to pass patrolmen, will be sent to the shed foreman by the \nDivisional Engineer. Drivers will proceed cautiously if patrolmen are not found at the \nexpected kilometrages and report the matter to the Station Master at the next station who will \ntake necessary action and advise all concerned. \n(g) A copy of the patrol charts for patrolling block sections, list of stationary watchmen at \nvulnerable points and mobile patrols between stations will be sent to the office of the General \nManager (Engineering) in the month of December every year.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 393, + "text": "364 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n(h) Officers and Supervisors of the Engineering and Operating Departments, during \ninspections of stations, should check station diaries to ensure that SMs record correctly the \ntime of arrival and departure of patrolmen. \nS.R.G. 38 - Patrol Books. – \n(i) Patrol Book in a tin case, containing a sufficient number of pages, will be supplied to \neach patrolman. \n(ii) The books will be serially numbered to correspond with the number of the patrol on \neach section. The first page of the book will contain the name of the patrolman, \nkilometrage of the patrol section and its number. The remaining pages will contain \ncolumns for date, station, times of arrival and departure and signatures of Station \nMaster on duty. \n(iii) Disposal of Patrol Books - Station Masters will take over the patrol books from the \npatrolmen after sunrise and will tear out the carbon copies and send them by the first \navailable train to the Assistant Engineer for his information and record. \n(iv) Reporting for Duty - Patrolmen will report at the time shown in the chart for duty to \nStation Master of the station at which they are headquartered. If any of the patrolmen \nfails to report for duty, the Station Master must immediately send a message to the \nnearest Permanent Way Mistry or SE (P.Way), so that arrangements may be made at \nonce for another man. A copy of this message must be sent to the Asstt. Engineer for his \ninformation. \n When a patrolman, who is due to arrive at a station does not turn up at the \nappointed time or does not turn up at all, the Station Master on duty will take following \naction :- \n(a) Stop run through trains proceeding into the block section. \n(b) Advise the Station Master at the other end of the Section to take similar action \nand also advise the Controller, and \n(c) Issue Caution Order on Form T/409 to all trains proceeding into the block section \nadvising the Driver to remain cautious. Issue of Caution Order will be \ndiscontinued when the patrolman from either end of the patrol section arrives at \nthe station and reports that all is well. In cases where the patrolman does not turn \nup at all, the Station Master concerned should initiate action to ascertain the \nreason therefor. \nS.R.G. 39 - Duties of Patrolmen. – \n(a) To walk to and from over the beat in accordance with chart pertaining to his 'Patrol \nSection’ looking for subsidence, slips, signs of erosion, trees blown across the track \nduring storms or any other causes likely to endanger the safety of the line. Bridges and \ntheir approaches will be specially watched. \nThe following are some instances when damage to the line may be apprehended:- \n(i) When the flood level reaches danger level at any of the bridges, or if any damage \nhas started at the bridge and its approaches, even before the danger level has been \nreached; \n(ii) When water on one side of the embankment is at a much higher level than on the \nother side;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 394, + "text": "365 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n(iii) When water seeps through the bank from one side to the other; \n(iv) When any obstruction, such as fallen trees, blocks the water way of a bridge; \n(v) When the track shows signs of settlement. \n(b) To take immediate steps to stop trains when any portion of the line is likely to be rendered \nunsafe. The patrolman must not allow trains to pass over a bridge or track in case of \ndoubt. \n(c) When no danger is apprehended to stand on the cess on the left hand side facing the train \nand exhibit his number plate turning the light of his lamp on to it so that the number can \nbe seen from the passing train, and to blow on his whistle. \n (d) To obtain signatures of the Station Master on duty at the Station concerned for his \narrival and departure and exchange patrol books with adjacent patrolman. \n(e) To exchange reports as to condition on their beats with adjacent patrolman and \nstationary watchmen. \n(f) To heed instructions from Drivers who may report a condition of danger at a kilometrage \nand proceed to the place indicated and take necessary measures. \n(g) To post himself at the danger spot in the event of emergency and not to move under any \ncircumstances till relieved by some other gangman. \n JEs (P.Way) and SE (P.Way) will record date of examining patrolmen in their duties \nin a patrol book, muster sheet or any other book issued to every patrolman for recording this. \nSimilarly, AENs on their rounds will examine patrolmen and watchmen in their duties and \nrecord the result of the examination in the registers mentioned. \nS.R.G. 40 - Equipment of Patrolman. - Each patrolman and watchman on each SE (P.Way) \nsection will be numbered consecutively from one end of the section to the other. Each \npatrolman and watchman will be provided with the following equipment. \n(i) One staff, spiked and with a hook for hanging the hand signal lamp. The staff should \nfurther be graduated in 30 cms. height in white and black for taking approximate \nmeasurements. \n(ii) One number plate 15 Cms x 15 Cms. number of patrolmen or watchman painted with \nluminous paint in 7.5 Cms. size figures (If luminous paint is not readily available, the \nplate and number will have to be larger). \n(iii) 1 tin case containing 10 detonators. \n(iv) 1 set of hand-signal flags. \n(v) 1 tricolour signal lamp. \n(vi) 1 three-cell electric torch with a red-cap by night. \n(vii) 1 box of matches. \n(viii) Whistle. \n(ix) Patrol book in Tin case. \nS.R.G. 41 - Protecting the line. - In the event of any portion of the line being breached or \notherwise rendered unsafe for traffic, the following procedure will be observed:- \n (a) In case where two patrolmen are employed. \n(i) The danger signals will be displayed at once in both directions. \n(ii) The two patrolmen will then proceed in opposite direction showing danger \nsignals. On reaching a distance of 600 metres on the Broad Gauge (400 metres", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 395, + "text": "366 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \non the Metre Gauge and Narrow Gauge) from the point of danger, each will clip \none fog signal on the rail; they will then proceed to a distance of 1200 metres on \nthe Broad Gauge (800 metres on the Metre Gauge and Narrow Gauge) from the \npoint of danger, where they will clip 3 fog signals (2 on one side and one on the \nother) at a distance of 10 metres apart; \n(iii) Should the nature of the obstruction be such as to render impossible for either of \nthe patrolmen to get across the gap, as for instance a wash-away with a deep \nflood or strong current, one of the men will show a danger signal (red lamp or \nflag as the case may be) and endeavour to stop trains approaching the gap from \nhis side while the other man will proceed, with all haste, towards the station on \nhis side of the gap, fixing fog signals on the way as laid down in item (ii) above, \nand also informing the mate of the occurrence, if there is any gang-quarter on the \nway. \n(b) In case where one patrolman is employed - when damage is detected on the line he will- \n(i) place a red lamp in prominent position to warn a train which may approach from \none direction, and run in the opposite direction and clip 1 detonator at 400 \nmetres and 3 detonators at 800 metres from the damaged point; \n(ii) return to the damaged point and protect the other side with detonators similarly; \n(iii) in the event of it being impossible to get to the other side of the damaged point (as \nin a wash-away), place the red lamp or flag so that it can be seen from as great a \ndistance as possible by a train approaching from that direction. \n(c) The patrolman will arrange to send information to the nearest station, or, in case of an \nimpassable obstruction, to the station in the opposite direction reporting the \noccurrence to the Station Master. He will also send information to the Mate, JE \n(P.Way)/SE (P.Way). \n(d) The Station Master will – \n(i) stop trains entering the block section, \n(ii) advise the Station Master at the other end of the block section, and \n(iii) advise the Controller and all concerned. \n(e) The Mate will proceed with his gang to the kilometrage and ensure proper protection \nand attend to repairs as necessary. \n(f) The first duty of all engineering staff on receipt of the report is to proceed to the site \nand ensure that the line is protected as described above and then make arrangements \nfor repairing the damage that may have occurred. \nIn the case of suspected damage to a portion of the line, a bridge or its \napproaches, a thorough inspection will be carried out testing the track, if necessary, by \npassing a light engine across, after which trains will be piloted over the threatened \nzones. These inspections, tests with light engine and piloting of trains will be carried \nout by engineering official not lower than the rank of a JE (P.Way). In case of doubt \nthe JE (P.Way) must not allow even a light engine to pass across and must await the \narrival of the SE (P.Way), AEN, or higher railway officials.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 396, + "text": "367 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nS.R.G. 42 - Importance of Checks. - Proper supervision shall be exercised and frequent \nchecks carried out to ensure that the patrolmen and watchmen are on duty and carry out the \ntasks assigned to them in an efficient manner. For this purpose the following checks are \nprescribed:- \n(a) SEs (P.Way) and JEs (P.Way) will cover their lengths by foot-plate of engine, trains and \nby trolley at irregular intervals frequently both by day and night. \n(b) Assistant Engineers will exercise similar checks over their entire section. \n(c) The Divisional Engineers will also exercise check during their inspections and examine \nas many patrolmen as possible in their duties. \nS.R.G. 43 -SE (P.Way)'s Certificate. - SEs (P.Way) will submit certificate by 15th May each \nyear to their Assistant Engineer, copy to Divisional Engineer that they have made \narrangements for monsoon patrolling, and watching of vulnerable locations and bridges and \nthat patrolmen and watchmen have been made conversant with their duties and rules for the \nprotection of the line and vulnerable locations in their beats. The SEs (P.Way) will also \nsubmit to their AENs lists of the patrolmen and stationary watchmen with beats locations and \nbridges assigned to each. The SE (P.Way) will issue to each individual by name, a certificate \nstating that he has been examined and is fully conversant with the rules, regulations and \nduties and also the location of the beat or static posts of duty assigned to him. A duplicate \ncopy of this certificate should be kept on record with the SE (P.Way) in a Register and this \ncopy of the certificate will bear the signatures or thumb impression of the individual \nconcerned. The AENs and DENs on their rounds will inspect this register and also examine \nas many as possible of the patrolmen and watchmen in their duties. \nSHUNTING \nS.R.G. 44 - Loose Shunting. - Loose shunting is forbidden, except where specially \nauthorised in the Station Working Rules. \nS.R.G. 45 - Hand Shunting. - Hand shunting is forbidden, except where specially authorised \nin the Station Working Rules. \nS.R.G. 46 - Shunting at Stations with Slip Sidings. - Shunting is forbidden, unless the slip \nsiding points are set and locked for the slip siding, except when it is absolutely necessary to \nshunt on the main line. In this case, the engine must be in front and the points must be \nmanned the whole time any shunting is being carried out over them and must be reset for the \nslip siding every time the engine has returned over them. \nS.R.G. 47- Hand shunting at Stations with Slip Siding. - Hand shunting is forbidden, unless \nthe points are set for the slip siding. \nTROLLIES AND LORRIES \nS.R.G. 48 - Brakes on Trollies. – All riding trollies in use on grades steeper than 1 in 50 \nmust have two efficient and independent brakes, which must together brake all four wheels. \nOn other ghat sections the trolley need have only one brake capable of braking all the four \nwheels efficiently. These brakes must be tested before each journey. \nS.R.G. 49 - Brakes on Lorries. - All material lorries working on ghat sections must have an \nefficient screw brake operating on all four wheels and also a tail rope, which must always be \nmanned when running down hill. The brake must be tested before each journey. \nNote:- Dip lorries are not allowed to work on ghat sections.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 397, + "text": "368 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \nS.R.G. 50 - The person in charge of a trolley or lorry is responsible for any accident \nresulting from a defect in the trolley or lorry which he might reasonably have been expected \nto discover. \nS.R.G. 51 - Speed of Lorries. - On falling grades the speed of a lorry must not exceed 8 Kms. \nan hour. \nS.R.G. 52 - Lorry only to run in Blocked Section or on Line Clear. - Before lorry is allowed \nto enter a Block Section, the line must be blocked by the engineering official incharge or line \nclear must be obtained. Not more than two persons, one brakeman and one helper must \ntravel on the lorry itself, the other person would accompany the lorry on foot. \nS.R.G. 53- Working of Motor and Push Trollies. - Motor trollies on Ghat Sections may \neither be run on 'Line Clear' or 'trolly permit' in accordance with the instructions laid down \nin SR 15.25(4). Push trollies shall, however, run under precautions mentioned in S.R. \n15.26(5) which must be rigidly observed. \nS.R.G. 54- Trolley Break Down. – \n(a) In the event of the break down of a trolley, or its brake gear becoming defective between \nstations, the official incharge shall have it removed from the line at once. If the break \ndown occurs between stations and the trolley is running on an 'Authority to Proceed' or \n\"Trolley Permit\" the official Incharge shall at once employ the quickest means at his \ndisposal to advise the nearest Station Master in writing that the trolley has been removed \nfrom the line, and will RETURN the \"Authority to Proceed\" or the \"TROLLEY PERMIT\" \nat the same time. The Station Master receiving the advice shall immediately inform to the \nStation Master at the other end of the section \"trolley which left yours (or mine) at \n........................ hours has failed in the Block section and has been removed from the \ntrack, private number.........................” \n(b) A copy of this message must be recorded in the train registers of line clear enquiry and \nreply books. Following this, the station towards which the trolley was proceeding or in \nthe case of Neales Token working, the station which receives the Token, shall give the \n\"Train out of Block Section\" signal for the trolley in the usual manner. \n(c) When trolley has been made fit to run, the official incharge shall notify the nearest \nStation Master in writing that the trolley is fit to run to the station to which he wishes to \nproceed, and shall give the estimated time that will be taken for the journey, and will ask \nfor the \"Authority to Proceed\" or \"Trolley Permit\". The Station Master receiving the \nmessage will inform Station Master at the other end of the block section concerned \naccordingly and will then give or obtain the permission to proceed to the destination and \nsend \"Authority to Proceed\" or \"Trolley Permit\" to the official Incharge. \n \nS.R.G. 55 - Blocked Section. - If a section between two stations on which trollies may only \nrun on line clear or trolley permit, is blocked by an accident or by the Way & Works Branch, \na trolley may be run through the block provided the person Incharge has issued a message to \nthe Station Master of the stations on each side of the block section stating that he is \nproceeding through the block and that the block must not be removed until he arrives at the \nstation ahead. Before entering the blocked section, he must get an acknowledgement of his \nmessage from both stations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 398, + "text": "369 APPENDIX ‘D' \n________________________________________________________________________________________________________________ \n \nS.R.G. 56 - Inspection between Stations. - When it is necessary to stop for work between \nstations, the trolley must be taken off the line and left with Incharge of the trolleyman but if a \ntrolleyman cannot be spared, the trolley may be left after the wheels have been securely \nchained and padlocked. On grades 1 in 40 and steeper, not more than two inspecting \nofficials and four trolleymen are allowed to travel on a trolley. \n \nSECURING OF VEHICLES \n \nS.R.G. 57 - In Sidings or Dead Ends. – \n(a) The siding or dead end must be provided with either :- \n(i) Scotch Block which must be kept locked across the line when vehicles are standing \nin the siding, or \n(ii) Trap points which must be kept locked in the open position when vehicles are \nstanding in the siding, and \n(iii) All vehicles must be placed inside the traps or scotch blocks and coupled together. \n(b) All hand brakes must be put hard on, or if they cannot be put hard on, the vehicles must \nbe spragged. \n(c) The vehicles nearest the traps or scotch block must be chained, if there are more than \nthree vehicles, one must be chained, out of every three. \nS.R.G. 58 - On Running Lines During Shunting. - When there is any risk of vehicles \nescaping into the block section, all hand brakes must be put hard on, or, if any cannot be put-\nhard on, the vehicle must be spragged. \nS.R.G. 59 - In the Block Section. – \n(a) Vehicles must not be detached from an engine except in an emergency, or as allowed \nunder the rules for ballast trains. \n(b) In every case where it is decided to detach a vehicle from an engine, the Driver must \nobtain a memo from the Guard, in accordance with G.R. 4.48 which must bear certificate \nto the effect that the train has been properly secured in accordance with S.R.G. 59 (c). \n(c) The detached vehicles must be secured by putting all hand brakes hard on. Vehicles, the \nhand brakes of which cannot be put \"Hard on\" must be spragged; the vehicle at the down \nhill-end must be chained. \nS.R.G. 60 - Sprags, Scotches, Wedges and Chains. – Every Guard must carry sufficient \nnumber of sprags or scotches or wedges and chains to be able to comply with these rules. \n \n***********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 399, + "text": "370 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nAPPENDIX ‘E’ \nTRACTION RULES FOR WORKING OF EMU TRAINS \nTSR 1.(i) In addition to these rules all general and subsidiary rules which control the \nmovement and operation of steam, diesel and electric trains, shall also apply to \nthe movement and operation of EMUS except as otherwise provided in these \nrules. \n(ii) Station Master, Inspector and staff working EMUs must have thorough knowledge \nof these rules. \nTSR 2. Definitions. – \n(i) Motorman - means a duly certified driver of a single or multiple unit train. \n(ii) Guard's emergency Brake valve - means a valve fitted in the driving compartments of \nelectric suburban train equipped with compressed air-brakes, by means of which the \nGuard can apply the brakes of the train in times of emergencies. \n(iii) Jumpers - means multi-crore flexible cables connected between all coaches of multiple \nunit trains by means of which the control of the electrical equipment is effected from \nany driving compartment in use. \n(iv) Trailer Coach - Means a passenger carrying coach equipped for coupling to and \noperating with motor coach, and not possessing traction motors, pantographs or \ndriving or high voltage compartments. \nTSR 3 - (i) Only one motorman is necessary for operation of an EMU train. \n (ii) The following exceptions are permitted: \n (a) GR 4.15 (1) - Side lights showing white towards the front and red towards the \nrear are not provided on EMUs. \n(b) GR 6.03 - On an EMU there is only one motorman for driving and he must not \nleave his post except for attending to defective equipment in his train. However, \nfor protection of trains as per provisions in GR 6.03, the matorman, before \nleaving his cab, shall ensure that he has locked the cabs and has put the rake in \nlow gear with the ignition switch in the off position and has screwed down and \nlocked the hand brake. \nTSR 4. Width of stock. - Owing to the extra width (3.658 metres) of the EMU stock as \nagainst (3.048 metres) of conventional stock, staff are specially cautioned to stand well clear \nof passing trains and to warn passengers of the danger of standing too near the edge of the \nplatform. Motormen and, Guards must not put their heads out of their compartments when \nthe train is running or when it is standing at a line when another train is passing on the \nadjacent track. \nTSR 5. Work inside EMU car shed. - In case of work to be done in EMU car shed, the rules \nas laid down in GR 17.04 should be followed. \nTSR 6. Washing and cleaning of stock. - When EMUs are placed in siding for washing, \ncleaning etc. the section switch for that particular siding must be opened by the man \nincharge of washing and the key retained by him.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 400, + "text": "371 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nTSR 7. Accidents - Responsibility of Electrical Department. - In the event of any accident \noccurring in which electric coaching stock is involved or where damage to overhead \nstructures or equipment takes place, the railway servant who notices it shall take necessary \nprecautions against danger of electric shock and shall inform the nearest Station Master, \nTrain Controller and Traction Power Controller to take immediate action to cut off power \nsupply, if necessary, and restore the equipment as early as possible. The line is not to be re-\nopened for traffic until a responsible official of the Electrical Department inspects the site \nand certifies that the line is safe for the passage of train. \nTSR 8. Warning Boards. – \n(i) For the protection of staff employed on coaches/at car shed/stabling depots/or on \nplatforms, warning boards must be placed in a conspicuous position on the ends of the \ncoach or rake by the staff concerned before proceeding to carry out any work in or \nunder the coaches. This board should bear a remark \"not to be moved\" in white letters \non a red background and on no account it should be removed except by the man who \nplaced them in position. To protect the staff while at work and as extra precaution, \nmotormen are prohibited from entering any driving compartment while the \"warning \nboards\" are in position. \n(ii) Warning boards are on no account to be removed and power applied until all \nprecautions have been taken to ensure that all men are clear of danger. \n(iii) Overhead equipment alive. - The whole of the overhead equipment comprising of \ncontact wire, catenary, droppers, register arms, steady arm etc. is always to be \nconsidered \"ALIVE\" and men working over the electrified area must take care to see \nthat nothing comes in contact with it. There is danger of death if men come in contact, \ndirectly or indirectly, with the overhead contact system. \nTSR 9. Fire. – \n(a) In the event of fire on an EMU stock, the motorman shall immediately switch off the \ncircuit breaker and lower the pantograph. The train shall then be brought to a stop at \nonce. \n(b) After cutting off electric supply to the affected circuits, the motorman shall take necessary \naction to put out the fire. \n(c) If fire cannot be extinguished by the above means, the motorman shall advise the \nTraction Power Controller through the emergency telephone to arrange for the affected \nsection of the overhead equipment to be made dead. \n(d) In case of EMUs when the fusing or arcing or burning has stopped, the defective coach \nwill, if necessary, be isolated from the rest of train. Should the coach affected be the \nleading motor coach, the driver will operate trains as laid down in GR 4.21. \n(e) The Guard shall give all possible assistance to the Driver in putting out the fire. \n(f) Fire extinguishers of an approved type for use on electrical fire shall be provided on \neach motor coach of an EMU when an EMU rake is turned out of car shed after \nfortnightly inspection. The Assistant Electrical Foreman incharge of the inspection shall \ninspect the fire extinguishers and ensure that these are in good working order.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 401, + "text": "372 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nTSR 10. Sand bins are provided in each motor coach of EMU at switching stations, supply \ncontrol posts, stations and signal cabins. The supervisory official incharge must see that the \nsand is kept dry and clear of rubbish, and is not used for any other purpose. \nTSR 11. Staff employed in the Electrical area must immediately inform the sectional \ncontroller by telephone as quickly as possible in the event of (a) accident (b) disabling of \ntrain (c) unusual occurrence on overhead equipment or on overhead feeders or high tension \ncables etc. (d) any occurrence affecting the working of trains. \nTSR 12. Messages sent through signal cabinman and Station Master must be fully recorded \nby them in the Message Book and a note must be made in the diary. \nTSR 13. The Section Controller will immediately take action on the information received and \npromptly inform the traction power controller who will take necessary action with any \nswitching operations which may be necessary on the overhead equipment or at sub-station \nand will immediately inform Divisional Electrical Engineer (Traction). \nTSR 14. Access to the high tension compartment can be had only by authorised persons in \npossession of a reversing handle or special key provided for this purpose. Motormen and \nother officials to whom such keys are issued should keep them in their personal custody to \nprevent unauthorised person tampering with the equipment. \nTSR 15. No spanners or keys except those issued by the Railway Administration should be \nused for operating the equipment in electric trains. \nTSR 16. (i) No unauthorised person is allowed to travel in motorman's and Guard's \nCompartment of an EMU train unless he holds a Motorman's or Guard's \nCompartment pass. The number of authorised persons, other than the Motorman \nand Guard (if travelling with Motorman), travelling in Motorman's Cab must not \nbe more than two at any time. \n(ii) A Motorman who is off duty is not permitted to enter or travel in any of the \ndriving compartments or to use his reversing handle under any circumstances. \nTSR 17. A trainee or apprentice motorman when authorised by Divisional Electrical \nEngineer (Traction) may drive an Electric train under the supervision of a certified \nmotorman and the latter shall keep a continuous watch over the trainee or apprentice and \nshall be responsible for safe working of the train. \nTSR 18. A driving inspector is authorised to drive EMUs provided he had been driving at \nleast 160 Kms. in a calendar month over the entire EMU territory. \nTSR 19. Line chargemen and other maintenance staff who are required to attend to defective \nequipment are allowed to handle the equipment in running train. They shall, however, do this \nwith the utmost care to ensure that the safety of the train and the equipment is not \nendangered in any way. \nTSR 20. An electric multiple unit train shall carry \n(a) one head light \n(b) one set of code lights in centre \n(c) Two red tail lights in one fitting. The lights will have provision for blinking.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 402, + "text": "373 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nTSR 21. Responsibility for head lights etc. of EMUS. - The motorman is responsible for carrying \nthe correct Head Lights by night and for ensuring that the tail lights are not exhibited in the \nfront. The Guard is responsible for seeing that the tail lights/tail boards, as the case may be, are \ncorrectly exhibited. In case of failure of electrical red tail lights, Guard should fix his hand \nsignal lamp on the bracket provided for this purpose. \nTSR 22. Lighting and fan circuit of EMUS. - Guards must regulate the lighting of coaches and \nswitch off the fans when not required. In the event of a defect in the lighting or in circuits the \nGuard will immediately inform the Motorman and the nearest Station Master will arrange for \nelectrical staff to rectify defects. \nTSR 23. (a) Before an EMU train is brought on to a running line after inspection or maintenance \nin an EMU shed or stabling line, the brakes of the train shall be jointly tested by the Motorman \nand Guard to ensure that electropneumatic and automatic brakes are functioning normally and \nthe brake pipe is continuous throughout the train. The horn or whistle should be sounded and \nprecautions taken to see that no one is working on EMU train before brake test is undertaken. \nProcedure for Testing the Brakes:- \nTo be done by the Motorman To be done by the Guard \n(i) Give five rings to guard to be ready for brake \ntest. \n(i) Acknowledge by five rings. \n(ii) Start the air compressor and when the main \nreservoir pressure is normal (4.55 kg/sq. cm to 7 \nkg/sq. cm) open the isolating cock switch to charge \nthe brake pipe. \n(ii) When the brake pressure is 4.2 \nKg./sq. cm give one ring to driver. \n(iii) Make an electrical application to a pressure of \n2.0 kg/sq. cm. (approximately). \n(iii) On observing 2.0 Kg./sq. cm \npressure in the brake cylinder gauge, \ngive one ring. \n(iv) Make a full E.P. application. (iv) On observing 3.5 Kg./sq. cm \npressure in the brake cylinder gauge, \ngive one ring. \n (v) Move the brake controller handle to the \n'release' position to release the brake. \n(v) On seeing that the brake cylinder \npressure is 0, open the Guard's \nemergency brake valve (i.e. move the \nhandle to ON). \n(vi) On observing drop in brake pipe pressure, move \nbrake controller handle to 'Emergency'. \n \n(vi) On observing pressure 3.5 kg./sq. \ncm. in the brake cylinder gauge, move \nthe emergency valve handle to ‘OFF'. \n(vii)Keep the handle of the brake controller in \nrelease-running position and bring it to Emergency \nposition only after Guard has applied Emergency \nbrake by opening Emergency application cock. \n(vii)Open Emergency application cock \nby means of red brake handle to \ndestroy brake pipe pressure to zero \nand will observe 3.5±0 kg/sq. cm \npressure in brake cylinder gauge. \n(viii)When the brake pipe pressure is zero, move the \nbrake controller handle to the 'release' position and \nwhen the brake pipe pressure is normal again, \napply the automatic brake by reducing the brake \npipe Pressure to 3.8 kg/sq. cm. (approx.). \n(viii)Observe the drop in brake pipe \npressure on the gauge and then give \none ring.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 403, + "text": "374 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \n \n(ix) Move the brake controller handle to \n'release' position. \n \n(ix) On observing that brake cylinder \npressure is zero and brake pipe pressure \nnormal on gauge, give one ring. \n \n(x) Motorman will acknowledge completion \nof test by giving five rings. \n \n(x) Guard will observe that brake pipe \npressure is 5 kg /sq. cm and give five rings to \nindicate that above tests have been \ncompleted correctly from this end. \n \nNote:- (i) During brake tests, Guard and Motorman may use one pause one ring to draw the \nother person's attention in case of any lapse or abnormality. \n(ii) During brake testing, one ring from guard will indicate acknowledgement of motorman's \naction. \n(iii) As far as possible, this joint test should be taken before the EMU train leaves the shed or \nstabling line. However, if authorised by CEE and CSO, the brake test may be taken on the \nplatform before commencement of the first trip. \n \n(b) The examination and adjustment of brake must be carefully carried out before entering \nservice. Motorman must ensure that jumpers and hose pipes are properly secured in their \ndummy receptacles after coupling. \nHe must take a careful examination of multiple units before taking them into service and \nany defect or deficiency noticed must be brought to the notice of the supervisor and he must \nsee that the defect card is in position and, clear of all entries unless these have been rectified \nand initialled to this effect. When taking over from another motorman, it will be his duty to \nascertain whether any defect exists and the man handing over must acquaint the relieving \nmotorman of any fault or defect likely to affect the working of the train. \n \n(c) The above procedure must always be carried out most carefully when putting unit into \nservice after stabling, also after two units have been coupled up. The train crew must assist \nthe station staff in coupling and uncoupling units. \n \n(d) The motorman should check the working of the deadman's safety device. \n \nTSR 24. It is the duty of the Guard and the Motorman to change the destination indicators at \nrespective ends of the train. \n \nTSR 25. Stabling an EMU train. - (a) When stabling an EMU train in car Shed or on a \nstabling line, the motorman or Engine Turner who has taken over the rake will carry out the \nfollowing essential operations: - \n(i) Switch off the lights and fans, if on. \n(ii) Trip the main circuit breakers and drop the pantographs. \n(iii) Destroy the brake pipe pressure, isolate the brake controller. \n(iv) Apply the hand brakes fully in the 'D' coaches. \n(v) Put off the main battery switch in the motor coaches. \n(vi) Lock the equipment compartments and driving cabs. \n(vii)Any other operation prescribed in local instructions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 404, + "text": "375 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ (b) When a rake is to be stabled, the Motorman should invariably be at the leading cab. \nBacking an EMU rake into a siding with the Motorman at the rear cab is strictly forbidden. \n \n(c) After stabling an EMU train or handing it over to the Engine Turner, the Motorman \nbefore going off duty should convey to supervisor incharge of the Car Shed or stabling line \n(or to the TLC) any defect or abnormalities noticed during the previous trips requiring \nimmediate attention. \nNOTE: - On arrival of a train at terminal station for stabling, the Guard shall switch off \nlights and fans. No multiple unit or coach may enter a shed at a speed exceeding 10 KM per \nhour and only after sounding the whistle and coming to a stand outside the shed. \n \nTSR 26. Speed Control of EMU. - For any position of the Master Controller chosen by the \nMotorman, the step by step notching is controlled automatically. The Motorman should \nswitch on the Master Controller to the required position depending upon the speed to be \nattained. \n \nTSR 27. Oiling and Greasing. - Motorman must not oil or grease any part of the train or \nequipment except to attend a warm or hot bearing and when this has been done he must \nspecially report the occurrence to TLC. \n \nTSR 28. Motorman must keep a sharp lookout for all defects or anything unusual in the \nrolling stock equipment and promptly report such defects to the TLC or to the line \nchargemen and also record in the log book. In the case of serious defects, a detailed report \nmust be made by the Motorman. \n \nTSR 29. Electric Trains outside Electrified Area. - Electric Trains must not be hauled \noutside the electrified area until the pantographs have been lowered. \n \nTSR 30. Non-electrified Sidings. - Except in case of emergency, electric train must not be \nplaced in non-electrified sidings within the electrified area, but when it is necessary to do so, \ncare must be taken by Motorman to ensure that all pantographs are lowered and that there is \nno obstruction on or alongside the siding that will be likely to come in contact with the \npantograph or any other part of the train, after which the train must be shunted into the \nsiding with caution. \n \nTSR 31. (i) Every Motorman and Guard must have with him while on duty all the equipments \nprescribed as per Annexure 'A'. \n(ii) The Guard and the Motorman should also ensure that emergency telephone set is \nprovided both in the front and rear cab before starting the train. \n \nTSR 32. (i) Automatic and semi-permanent coupler. - EMU stock is fitted with Schaku \ncouplers of two types, i.e. automatic couplers for coupling unit to unit and semi-permanent \ncouplers for coupling the coaches of each unit. The units are coupled merely by bringing \nthem together at a slower speed (between 3 to 5 KMPH). Both the automatic couplers should \nbe in uncoupled position. While coupling the stationary unit or coaches it should have its \nbrakes on. While uncoupling the automatic coupler, uncoupling ropes of both the couplers \nare pulled simultaneously and then the coaches are drawn apart.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 405, + "text": "376 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \nIt is, therefore, not necessary for the staff to go between the coaches during coupling \noperation. While coupling in between coaches of the unit, adjustable cup sleeves of end 'A' \ntype coupler are opened by the handles provided on the semi-permanent coupler. Both the \nsemi-permanent couplers are aligned manually and then coupled together by tightening the \ncup sleeves. Note that both the semi-permanent couplers, i.e. End 'A' and 'B' are aligned \nproperly before coupling. \n(ii) Coupling of Units. - In coupling units together, the station staff will be responsible for \nseeing that the jumper connections are properly made. Care is to be taken not to touch the \ncontacts or to let them come into contact with the rails, ballast or metal-work of the coach \nwhen inserting jumpers in the receptacles provided. In all cases, this operation will be \ncarried out under the supervision of the Motorman who will first ensure that both the motor \ngenerator sets are switched off. \n(iii) Stopping places for EMU trains. - EMU trains shall be stopped at stopping marks as \nlaid down in local orders. \n(iv) Guards to assist Station Staff. - Guard must assist the station staff in coupling and \nuncoupling units which may have to be attached or detached. \n(v) Guards are responsible for seeing that all lighting and fan switches and the main lighting \nswitch are off before units are uncoupled. \n(vi) At stations or sidings where it is necessary for the units to be disconnected, the person \nperforming the work must before uncoupling, receive the assurance on a register of the \nGuard and Motorman that all the lighting and fan switches as well as the motor generator \nsets on both halves of the train have been switched off. \nTSR 33. - When two separate units are coupled together at stations, only one Motorman \nmust be incharge and on no account, a Motorman who is off duty allowed to use his \nreversing handle under any circumstances. \nTSR 34. Formation of EMUs.- Unless special instructions are issued to the contrary, the \nformation of EMUs is not to be altered. EMUs are not to be used to haul ordinary train \ncoaches. \nTSR 35. Shunting of Single and multiple unit trains. - When shunting is to be performed the \nrules contained in GR 5.14 must be complied with. \nTSR 36. (i) Shunting and Setting Back. - When performing shunting, the Motorman shall \nbe in the driving compartment nearest to the front and in the direction of movement. \nWhen driving is being done from other than the leading coach the man incharge of \nthe movement must be in the leading coach in such a position that the Motorman \ncan readily see his signals. \n(ii) Coasting. - Power must be switched off as early as possible before the \napplication of the brakes in order to reduce consumption of electric energy. \n(iii) Coasting Board to be observed in working trains. - Motormen will normally \nobserve the Coasting Boards. When time is to be made up, they may switch off \npower later than normal. The maximum permissible speed for the various sections \nshall not, howsoever, be exceeded in order to make up time.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 406, + "text": "377 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ (iv) Stopping. - Care must be taken when applying the brakes to stop the train as \nsmoothly as possible and the brakes must be put on at such a distance as will \nenable the Motorman to pull up at the proper stopping point at the station platform. \n(v) Brake Application. - Normally, the brakes should only be applied after the \nMaster Controller handle has been returned to the 'OFF' position, except in case of \nemergency. \nTSR 37. (i) Dead man's Handle applied to in EMUs. –Obstruction on the permanent way - \nIf any obstruction is seen on the line ahead and the train cannot be brought to a stand still by \nordinary application of brakes, the Motorman should remove his hand from the master \ncontroller handle when the power will be cut off and the brake applied automatically. This \nshould only be done when an emergency application of the brake is required. The brake \ncontroller handle should then be moved to the full 'ON' position and the Master Controller \nswitched off. \n (ii) In the event of dead man's handle becoming defective or inoperative the Motorman must \nstop his train immediately, call the Guard and ask him to travel in the driving cab and should \ninform the traffic controller who should take the train out of service immediately if the defect \nis not rectified. \n \nTSR 38. - (i) When EMU train is driven in accordance with G.R. 4.21, its speed should not \nexceed 15 KMPH. At the first station where facilities are available, the train should be \ncancelled and withdrawn from service for repairs. \n(ii) Before giving the starting code signal to the Motorman, the Guard must satisfy himself \nthat the correct signals are shown for the train to start and that the section is clear. \nThe Guard must keep a good lookout and must exhibit a green signal to the Motorman. \nThe absence of such signal shall indicate 'Danger' and the Motorman must stop at once. He \nmust keep a good lookout and be prepared to stop the train when necessary. He will also be \nresponsible for observing all further signals en route. All caution orders, warning notices, \nadvices and authorities regarding defective signals, authorities to proceed without line clear, \netc. must be first delivered to the driver who will countersign these before they are sent to the \nGuard in the leading compartment. The Guard will retain such documents while he is \nincharge and will be responsible for seeing that the orders are carried out. At the end of the \nrun these documents must be handed over to the Motorman and his signature obtained. \nTSR 39. - Code of bell signals for use between the Guards and the Motormen/ Drivers of \nEMU trains:- \nSr. \nNo. \nCode of bell signals Indication Acknowledgement \n \n01 0 Stop Train. 0 \n \n02 0 0 \n \nStart Train. 0 0 \n03 0 0 Pause 0 0 \n \nPassing automatic Signal at ON. 0 0 Pause 0 0 \n04 0 0 0 0 Pause 0 0 Driver has received an authority to \npass a signal at danger. \n0 0 0 0 Pause 0 0 \nFollowed by code to \nstart the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 407, + "text": "378 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ \n \n05 0 0 0 \n \nGuard required by Motorman (Driver) 0 0 0 \n06 0 0 0 0 \n \nProtect train in rear. 0 0 0 0 \n07 0 Pause 0 \n \nZone of speed restriction over, \nResume prescribed speed. \n \n0 Pause 0 \n08 0 0 0 Pause 0 0 0 Guard’s warning when the Motorman \nexceeds the speed prescribed. \n \n0 0 0 Pause 0 0 0 \n \n09 00 Pause 00 Pause 00 Motorman needs assistance of Guard \nfor application of break. \n \n00 Pause 00 Pause 00 \n \nTSR 40. Disabled Train - In the event of an EMU train failing, another electric/diesel \nlocomotive may be used to assist the disabled train, only after the motorman or the line \nchargeman has certified that it is safe to be moved, and under no circumstances, an EMU \ntrain be used to assist an electric/diesel train. \n \nTSR 41. - (i) In an emergency when it is necessary to remove a disabled EMU rake by an \nelectric/diesel engine, the ordinary screw coupling of the engine may be used, care being \ntaken to reduce the amount of slack on the coupling as much as possible. In the case of EMU \nStock equipped with compressed air-brakes, the train will be controlled by engine brakes \nonly. The rake should be pulled, if convenient but, if this is not so, it may be pushed to the \nnearest point where the engine can run round, or the rake can be side - tracked. The speed \nwhen hauling a disabled train must be a cautious speed. Passengers must be detained at the \nearliest opportunity when this can be done with safety. \n \n(ii) The Station Master must send the necessary written instructions in a form prescribed \nfor the purpose (given below) for moving the train, to the motorman of the train to be moved \nthrough the electric/diesel driver. The motorman must in such a case, ride on the \nelectric/diesel engine while his train is being so moved. The Guard of the disabled train must \nride in his own compartment. \nFORM TSR/Optg./1 \nMemo No................................... Time ……........................... Date …………….................. \nTo the Motorman of Disabled Train No............................................................................... \nThe driver of the locomotive No ......................................is authorised to move your train. \nPlease allow this after satisfying your-self that all pantograph collectors have been lowered, \nand see that they remain lowered during steam haulage. \n \nTSR 42. Loss of time in locating defects. - When a defect occurs which the Motorman is \nunable to rectify, he must not waste time in trying to locate defects after isolation has been \neffected except in case where it would be unsafe to proceed. Every effort is to be made to \nwork the train to the nearest examining point and to get it out of traffic as soon as possible. \n \nTSR 43. Derailment. - In the event of derailment, the traction power controller will pass the \ninformation to the electrical foreman, who will treat it as if it is a line fault and shall proceed", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 408, + "text": "379 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ to take all necessary precautions to prevent damage to the overhead line during the re-\nrailing process. \n \nTSR 44. In the case of partial electrical disablement of an electric multiple unit train, such \ntrain must be worked to destination if possible and stabled there until certified fit for running \nby electrical department. \n \nTSR 45. Procedure when automatic brakes cannot be operated from the leading driving \ncompartment of EMU train. -When the automatic brake cannot be operated from leading \ndriving compartment of an EMU train, the following procedure should be observed. \n(a) All passengers must be detrained at the first station with platform. \n(b) If the automatic brakes cannot be operated from any driving compartment of an EMU \ntrain but the driving apparatus in the leading compartment is in working order, the guard \nshall accompany the driver on the leading compartment and shall operate the hand brakes as \nrequired. The speed of the train shall not exceed 8 KMPH. \n(c) If the brake apparatus in the leading compartment only is defective, the guard shall be \nresponsible for the operation of the automatic brake from the nearest compartment (from the \nfront) in which the brake apparatus is in working order. He will operate in accordance with \nthe Motorman's signals. The speed of the train shall not exceed 8 KMPH. \n(d) If the driving apparatus in leading compartment in addition to the automatic brake is \ndefective the guard shall travel in the leading compartment and operate the hand brake as \nrequired. The Motorman shall drive from the nearest compartment in which the driving and \nautomatic brake apparatus is serviceable. The guard shall be responsible for giving such \nsignals as are required, to the motorman by means of the bell, horn or whistle and the \nMotorman shall control the train in accordance with these signals and the speed shall not \nexceed 8 KMPH. \n(e) Under the circumstances mentioned in (b), (c) and (d) above the speed of the train shall \nnot exceed 8 KMPH and the Motorman shall arrange for the traffic control office and \nnearest SE (C&W) to be informed. The traffic control office shall take immediate steps to \nhave the train withdrawn from service at the nearest station where siding accommodation is \navailable. \n \nTSR 46. (a) In case of any emergency when the train is held up in block section, the \nmotorman/guard should stop the train nearest to the telephone explaining the emergent \nsituation and asking for assistance if required and also switch 'on' the blinker lights. \n(b) When the Driver/Motorman of an approaching train sees the blinking light of the \ndisabled train, he will take action as per S.R. 6.03(3) (c). \n \nTSR 47. Working of alarm bell and Inter-Communication chain apparatus of an EMU \ntrain. - When in an emergency, the inter-communication chain handle is pulled by a \npassenger, a red disc shoots out in the corresponding coach and an electrical contact is \nmade completing the electric circuit of the alarm bell located in each driving cab and the \nalarm bell will continuously ring in all the cabs warning the Motorman to stop the train \nimmediately. On hearing the alarm bell the Motorman should apply the emergency brakes \nand stop the train as per extant rules. After ascertaining the reason for chain pulling the \nguard should reset the disc in the corresponding coach with the help of the pole provided in \nthe cab.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 409, + "text": "380 APPENDIX ‘E’ \n________________________________________________________________________________________________________________ ANNEXURE 'A' \n(I) The following articles shall comprise the prescribed equipment of a guard working an \nEMU train which he must carry with him at all time while performing duty. \n1. One hand signal lamp (Tricolour, 4 dry cell lamp). \n2. One set of Flags (One green and two red). \n3. Two flag sticks of aluminium telescopic pipes. \n4. One First aid box. \n5. One case containing ten detonators. \n6. One fusee. \n7. One whistle. \n8. One Carriage Key. \n9. One watch. \n10. One working time table (for suburban section). \n11. One rule book for working electric trains on electrified section. \n12. One detail book showing the link of Guards etc. \n13. One Guard's memo book. \n14. Competency certificate for working on Automatic Block System. \n \n(II) The following articles shall comprise the personal equipment of a driver working an \nEMU train which he must carry with him at all time while performing duty. \n \nS. No Description Quantity \n \n1. Handbook and trouble shooting directory for motorman. 1 \n \n2. Copy of Working Time Table and schedule. 1 each \n3. Motorman's memo book 1 \n4. Memo book for reporting defects 1 \n5. Reversing handles 2 \n6. Motorman's control keys 3 \n7. Brake control key . 1 \n8. Carriage key 1 \n9. Modified key for motor coach door 1 \n10. Hand signal flags red and green with sticks 2 \n \n11. Two cells torch with red and green adopters and Block spare bulbs. 1 \n12. Box of ten detonators 1 \n13. Illuminating signal fusee 1 \n \n14. Competency certificate for working on Automatic system. 1 \n \n15. Rule book for working electric trains on electrified sections. 1 \n16. Watch 1 \n17. Duster 1 \n \n********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 410, + "text": "381 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \nAPPENDIX 'F' \n \nRules for working (DMU) Diesel Multiple Unit Trains \nDSR-I: \n \n(i) In addition to these rules, all general and subsidiary rules which control the movement \nand operation of Steam, Diesel & Electric trains shall also apply to the movement and \noperation of DMUs except as otherwise provided in these rules. \n (ii) Station Masters, Inspectors and staff working DMUs must have thorough knowledge of \nthese rules. \nDSR-II: Definitions:- \n(i) Motorman: - means a duly certified driver of a single or a multiple unit train. \n(ii)Guards emergency brakes valve:- means a valve fitted in the driving compartments of \nDiesel Multiple Unit train equipped with compressed air brakes, by means of which \nguard can apply the brakes of the train in times of emergencies. \n(iii)Jumper: - means multiple core flexible cables connected between all coaches of Diesel \nMultiple Unit trains by which the control of the electrical equipment is effected from any \ndriving compartment in use. \n(iv)Trailer coach: - means a passenger carrying coach equipped for coupling to and \noperating with motor and not possessing traction motors. \nDSR-III : \nOnly one motorman is necessary for operation of a DMU train. The following exceptions \nare permitted: \n \n (a) GR-4.15 (i) (a) Side Lights showing white towards the front and red towards the rear are \nnot provided on DMUs. \n (b) GR-4.14 (i) On DMU train only head light and Tail Lights are provided no marker light \nis provided. \n \n (c) SR 6.03 (3) (a) (iv) On a DMU train, only one motorman is provided for driving and he \nmust not leave his post except for attending to defective equipment in his train and protection \nin front in case of accidents. On a Double or Multiple line section if adjacent line in opposite \ndirection is obstructed or fouled Motorman himself shall protect in front as per GR 6.03. \nBefore leaving the cab, the motorman shall ensure that he has locked the cabs and has put \nthe vehicle in low gear with the ignition switch in the OFF position and has screwed down \nand locked the hand brake. \nDSR-IV: Width of DMU stock 3245 MM against (3048) of conventional stock. \nDSR-V: Work inside DMU Car Shed :- In case of work to be done in DMU Car Shed, it \nshould be ensured that proper safety precautions are taken like display of red flag/fixed light, \nblocking of the movement on the line by scotch block and locking the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 411, + "text": "382 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ DSR-VI: Fire:- (i) In the event of a fire on a DMU stock, the motorman shall immediately \nswitch off the circuit breaker and shut down the engine. The train shall be brought to a stop \nat once. \n(ii) The guard shall give all possible assistance to the driver in putting out the fire. \n(iii)The fire extinguishers of approved type shall be provided on each motor coach of a DMU \nwhen a DMU rake is turned out from the Car Shed. The CWS Incharge of the Shed shall \ninspect the fire extinguisher and ensure that these are in good working order. \nDSR-VII: Every employee in the DMU must immediately inform the section controller by \ntelephone as quickly as possible in the event of (a) accident (b) Disabling of train (c) any \nunusual occurrence affecting the working of trains. \nDSR-VIII: Access to the generator, engine & radiator compartments can be had only by \nauthorised persons in possession of a special key provided for this purpose. Motorman and \nother official to whom such keys are issued should keep this in their personal custody to \nprevent unauthorised persons tempering with the equipment. \nDSR-IX: No spanners or key except those issued by the Railway Administration should be \nused for operating the equipment in DMU trains. \nDSR-X: No unauthorised person is allowed to travel in motorman's or Guard’s compartment \nof a DMU train unless he holds a motorman or guard's compartment pass. The number of \nauthorised persons, other than the motorman and guard (if travelling with motorman) in \nmotorman's cabin must not be more than 2 at any time. \nDSR-XI: The Diesel multiple unit train shall carry (a) one headlight (b) one flasher light (c) \none set of code lights (d) one red tail light. \nDSR-XII: Responsibility for headlights of DMU: - The motorman is responsible for \ncarrying out the correct headlights by night and ensuring that the tail lights are not exhibited \nin the front. The guard is responsible for seeing that the tail light/tail board as the case may \nbe correctly exhibited. In case of failure of electrical red lights, the guard shall fix his hand \nsignal lamp on the bracket provided for this purpose. \nDSR-XIII: Lighting and Fans Circuits of DMU: - Guards must regulate the lighting of \ncoaches and switch off the fans when not required. In the event of a defect in the lighting, the \nguard will immediately inform the motorman and the nearest Station Master will arrange for \nelectrical staff to rectify the defects. \nDSR-XIV: \n(i) Before a DMU train is brought on to a running line after inspection or maintenance in a \nDMU Shed or stabling line, the brakes of the train shall be jointly checked by the \nmotorman and the guard to ensure that the brakes are functioning normally and the \nbrake pipe is continuous through out the train, the horn should be sounded and \nprecautions taken to see that no one is working on DMU train before the brake test is \nundertaken. \n(ii) As far as possible, this joint test should be taken before the DMU train leaves the shed \nor stabling line. However, if specially authorised the brake test may be taken on the \nplatform before commencement of the first trip.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 412, + "text": "383 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ (iii) Examination and adjustment of brakes must be carefully carried out before entering \nservice. Motorman must ensure that jumpers and hose pipes are properly secured in \ntheir dummy receptacles after coupling. He must take a careful examination of Multiple \nUnits before taking them into service and any defect or deficiency noticed must be \nbrought to the notice of the Supervisor and he must see that the defect card is in \nposition and cleared of all entries unless these have been rectified and initialled to this \neffect. \n(iv) When taking over from another motorman, it will be his duty to ascertain whether any \ndefect exists and the motorman handing over must acquaint him of any fault or defect \nlikely to affect the working of the train. \n(v) The above procedure must always be carried out most carefully when putting the unit \ninto service after stabling, also after the Two Units have been coupled up. The train \ncrew must assist the station staff in coupling & uncoupling the units. \n DSR-XV: Working of deadman's knob safety device:- \n(i) Two deadman knobs have been provided in the DMU, one on the throttle handle and \n2nd near the left knee of the driver's desk. The deadman knob has to be kept depressed \nboth in the course of driving and during intermittent halts of the train. In order to give \nthe driver a possibility of relieving the right palm by releasing the deadman knob \nduring station stops or during driving, a knee operated mushroom headed switch has to \nbe pressed side wards to enable the deadman knob to be released, without application \nof emergency brakes. Before releasing the deadman's knob from the operating handle it \nhas to be ensured that the knee operated switch is pressed by the Motorman. \n(ii) In the event of a deadman's handle becoming defective or inoperative, the motorman \nmust stop his train immediately, call the guard and ask him to travel in the driving cab, \nand should inform the section controller who should take the train out of service \nimmediately if the defect is not rectified. \n \nDSR-XVI: Change over the cab at the terminal stations: - At the terminal stations, the \ndirection of travel will reverse. The operating personnel on the train will now switch their \nroles as driver and guard. The leading cab during the previous travel will become the \ntrailing cab (with guard) for the direction of drive and the trailing cab during the previous \ntravel will become leading cab. The following is the procedure to be followed for effecting \nthe change of driver's cab:- \nIn the previous leading cab:- \n (a) Release the deadman knob. This results in the operation of emergency brakes. \n(b) Shift the reversing lever to zero position. \n(c) Switch off the driver's lock/knob operated switch. \n(d) Operate the guard's lock/knob operated switch. \nIn the previous trailing cab:- \n(a) Switch back the guard's lock/knob to off position. \n(b) Operate the driver's lock/knob switch. \n(c) Move the reversing lever to forward position. \nNote - It is the duty of the guard and the motorman to change the destination indicators at \nrespective ends of the train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 413, + "text": "384 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \nDSR-XVII: Stabling of DMU train :- When stabling a DMU train in the Car Shed or on a \nstabling line, the following procedure for putting the train out of operation should be \nfollowed :- \n(a) Shut off the excitation to the traction alternator by operating excitation shut off \nswitch. Move the train operating handle to the 8th notch thereby increasing the diesel \nengine speed to 1800 RPM. Keep the engine running at this speed for approximately 2 \nminutes. This will help in cooling down diesel engine. \n(b) Switch off the diesel engine by actuating the diesel engine push buttons at the desk. \n(c) Move the reversing order to zero position and take out the lever from the slot \nprovided in the master controller. \n(d) Switch back the key/knob operated drivers switch and take out the key from the \ndriver's lock switch. \n(e) Take out the guard's key from the guard's lock switch/ switch off the knob. \n(f) Switch-off the lighting and ventilation circuits. \n(g) Apply the parking brake. \n(h) Switch off the switch fuse unit. \n \nOperation by Guard:- \n \n(a) Switch back the key/knob operated guard's switch and take out the key from the \nguard's lock switch. \n(b) Take out the driver's key from driver's lock/knob switch. \n(c) Take out the reversing lever from the master controller. \n(d) When the rake is stabled, the motorman should invariably be at the leading driving \ncab. Backing a DMU rake into a siding with the motorman at the rear cab is strictly \nprohibited. \n(e) After stabling a DMU train or handing it over to the supervisor, the motorman \nbefore going off duty should convey to the Supervisor/lncharge of the car shed or \nstabling line any difficulty or abnormalities noticed during the previous trips requiring \nimmediate attention. \n(f) On arrival of the train at terminal station for stabling, the guard shall switch off the \nlights and fans. No multiple unit or coach may enter the shed at speed exceeding 10 \nKMPH and only after sounding the whistle and coming to a stand out side the shed. \n(g) Oil and water levels: - All oil and water levels shall be checked by the motorman \nbefore leaving the Car Shed. Any deficiency found should be got attended before \nleaving the Car Shed. \nDSR-XVIII: \n(i) Every motorman and guard must have with him while on duty all the equipments \nprescribed in Annexure 'A'. \n(ii) The guard and the motorman should also ensure that emergency telephone set is \nprovided both in front and rear cab before starting the train. \nDSR-XIX: Coupling Unit:-In coupling the unit together, the station staff/Car Shed staff \nwill be responsible for seeing that the jumper connections are properly made. Care is to be \ntaken not to touch the contacts or to let them come into contact with the rails, ballast or \nmetal work of the coach when inserting jumpers in the receptacles provided. In all cases", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 414, + "text": "385 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \nthis operation will be carried out under the supervision of the motorman who will first ensure \nthat all the motor generator sets are switched off. Guards are responsible for seeing that all \nlights and fans switches and the main light switches are off before units are coupled or \nuncoupled. \nDSR-XX: Formation of DMU: - Unless special instructions are issued to the contrary, the \nformation of DMU's is not to be altered. DMUs are not to be used to haul ordinary train \ncoaches. \nDSR-XXI: Shunting of Single and Multiple unit:- When shunting is to be performed, the \nrules contained in GR 5.14 must be complied with. \nDSR-XXII: Brake application:- \n(i) Normally the brakes should only be applied after the master controller handle (throttle) \nhas been returned to the off position except in the case of emergency. \n(ii) Emergency brakes: - If any obstruction is seen on the line ahead and the train can not \nbe brought to a stand still by ordinary application of brakes the motorman should \nremove his hand from the master controller handle when the power will be out off and \nthe brakes applied automatically. This should only be done when an emergency \napplication of brakes is required. The brake controller handle then to be moved to the \nfull on position and the master controller switched off. \nDSR-XXIII : Working of DMU's when driver is not operating from the front cab. \n(i) The rules contained in GR 4.21 should also be applicable for the DMU trains. The speed \nshould not exceed 15 KMPH. \nGR 4.21 Driving an Electric/Diesel Multiple Unit: \n(1) In case of electric and EMU/DMU train, the driver/motorman shall be in the \nleading driving compartment when the train is in motion or train is stationary on \nany running line except as otherwise prescribed in these rules. \n(2) (a) In the case of a single or multiple unit train, if the driving apparatus in the \nleading driving compartment becomes defective, the train shall be driven \ncautiously from the nearest driving compartment which is serviceable; in this \nevent, the Guard shall travel in the leading driving compartment and shall \nconvey the necessary signals to the Driver; the Guard shall also sound the horn \nor whistle as necessary and apply the brake in case of emergency and shall be \nresponsible for stopping the train correctly at signals, station and obstructions. \n (b) In the case of an electric engine, if the leading driving compartment becomes \ndefective, the train shall be driven from the trailing driving compartment by the \nAssistant Driver if he is duly qualified to drive; and the Driver shall remain in \nthe leading driving compartment, and shall be responsible for correct operation \nof the train. \n(ii) Before giving the starting code signal to the motorman, the guard must satisfy himself \nthat the correct signals are shown for train to start and that the section is clear. The \nguard must keep a good look out and must exhibit a signal to the motorman. The \nabsence of such signals shall indicate the danger and the motorman must stop at once.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 415, + "text": "386 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \nHe must keep a good look out and be prepared to stop the train when necessary. He will \nalso be responsible for observing all further signals en route. All caution orders, warning \nnotices, advices and authorities regarding defective signals, authorities to proceed without \nline clear etc. must be first delivered to the driver who will counter-sign these before they are \nsent to the guard in the leading compartment. The guard will retain such documents while he \nis Incharge and will be responsible for seeing that the order are carried out. At the end of the \nrun all these documents must be handed over to the motorman and his signatures obtained. \n \nDSR-XXIV: \n Code of bell signals for use between the Guards and the Motormen/ Drivers of DMU trains:- \nSr. \nNo. \n \nCode of bell signals Indication Acknowledgement \n01 0 Stop Train. 0 \n02 0 0 Start Train. 0 0 \n03 0 0 Pause 0 0 Passing automatic Signal at ON. 0 0 Pause 0 0 \n04 0 0 0 0 Pause 0 0 Driver has received an authority to \npass a signal at danger. \n0 0 0 0 Pause 0 0 \nFollowed by code to \nstart the train. \n \n05 0 0 0 Guard required by Motorman (Driver) 0 0 0 \n \n06 0 0 0 0 Protect train in rear. 0 0 0 0 \n \n07 0 Pause 0 Zone of speed restriction over, \nResume prescribed speed. \n \n0 Pause 0 \n08 0 0 0 Pause 0 0 0 Guard’s warning when the Motorman \nexceeds the speed prescribed. \n \n0 0 0 Pause 0 0 0 \n \n09 00 Pause 00 Pause 00 Motorman needs assistance of Guard \nfor application of break. \n \n00 Pause 00 Pause 00 \nDSR-XXV: Disabled Train: - In the event of DMU train failing, another Diesel/Steam \nengine may be used to assist the disabled train, only after the motorman has certified that it \nis safe to be moved, and under no circumstances, a DMU train shall be used to assist a \ndiesel/steam train. Since the DMU rakes are equipped with compressed air brakes, the \ntrain will be controlled by engine brakes only. The speed when hauling a disabled train \nmust be cautious speed. \nD S R - X X V I : W o r k i n g o f a l a r m b e l l a n d i n t e r c o m m u ni c a t i o n c h a i n \na p p a r a t u s o f D M U t r a i n : - W h e n i n a n e m e r g e n c y , t h e i n t e r \nc o m m u n i c a t i o n c h a i n h a n d l e i s p u l l e d b y a p a s s e n g e r a r e d", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 416, + "text": "387 APPENDIX ‘F’ \n________________________________________________________________________________________________________________ \ndisc shoots out in the corresponding coach and an Electrical contact is made completing \nthe electric circuit of the alarm bell located in each driving cab. The alarm bell will \ncontinuously ring in all the cabs warning motorman to stop the train immediately. On \nhearing the alarm bell, the motorman should apply the emergency brakes and stop the \ntrain as per extant rules. After ascertaining the reason for alarm chain pulling, the guard \nshould re-set the disc in the corresponding coach with the help of the pole provided in the \ncab. \n \n \nAnnexure ‘A’ \nThe following articles shall comprise the prescribed equipment of guard working on DMU \ntrain which he must carry with him at all time while performing duty:- \n1. One hand signal lamp (tri-colour torch 4 dry cell). \n2. One set of flags (one green 2 red). \n3. Two flag sticks of aluminum telescopic pipes. \n4. One First-Aid Box. \n5. One case containing 10 detonators. \n6. One fusee. \n7. One whistle. \n8. One carriage key. \n9. One watch. \n 10. One Working Time Table. \n 11. One Rule Book. \n12. One Guard's memo book. \n13. Competency Certificate for working in Automatic Block System. \n \nThe following articles shall comprise personal equipment of Driver working on DMU \ntrain which he must carry with him at all times while performing duty:- \n1. Note Book/trouble shooting diary 1 \n2. Working Time Table 1 \n3. Carriage key 1 \n4. Hand signal flags (red & green with sticks) 2 each \n5. Hand signal lamp (tri-colour torch) 1 \n6. One case containing 10 detonators 1 \n7. Fusee signal 1 \n8. Competency certificate for working in automatic system 1 \n9. Rule Book 1 \n10. Duster 1 \n11. Watch 1 \n********", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 417, + "text": "388 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \n \nAPPENDIX 'G' \n \nRules for working push pull trains. \nPPR-I \ni) In addition to these rules, all general and subsidiary rules which control the movement \nand operation of Steam, Diesel & Electric trains shall also apply to the movement and \noperation of push pull trains except as other-wise provided in these rules. \nii) Station Masters, Inspectors and staff working push pull trains must have thorough \nknowledge of these rules. \nPPR-II \nPush pull train means a train having a DSL Loco in the middle with coaches attached on \nboth sides with two driving cabs having electrical controls one on each end. \nPPR-III \nDefinitions: \ni) Motorman: - means a duly certified driver of a push pull train. \nii) Guards emergency brake valve: - means a valve fitted in the driving compartments of \npush pull train equipped with compressed air brakes, by means of which Guard can \napply the brakes of the train in times of emergencies. \niii) Jumpers: - means multiple cone flexible cables connected between all coaches of push \npull trains by which the control of the electrical equipment is effected from any driving \ncompartment in use. \niv) Trailer coach: - means one of the two driving coaches in rear of train duly occupied by \nGuard incharge of the train. \nPPR-IV \nOnly one Motorman is necessary for operation of a push pull train. \nThe following exceptions are permitted: \n(a) GR 4.15(1) (a) - Side Lights showing white towards the front and red towards the rear \nare not provided on push pull trains. \n(b) SR 6.03(3) (a) (iv) - On a push pull train only one Motorman is provided for driving \nand he must not leave his post except for attending to defective equipment in his train \nand for protection. On a Double or Multiple lines section, if adjacent line is obstructed \nor fouled, Motorman himself will protect in front as per GR. 6.03. \nPPR-V \nWork inside push pull Car Shed:- In case of work to be done in push pull trains Car Shed, it \nshould be ensured that proper safety precautions are taken like display of red flag/fixed light, \nblocking of the movement on the line by scotch block and locking the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 418, + "text": "389 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \n \nPPR-VI \nFire: \ni) In the event of a fire on a push pull train stock, the Motorman shall immediately switch off \nthe circuit breakers and shut down the engine. The train shall be brought to a stop at once. \n \nii) The Guard shall give all possible assistance to the driver/motorman in putting out the fire. \n \niii) The fire extinguishers of approved type shall be provided on each driving coach of a push \npull train when a rake is turned out from the Car Shed. The SSE (C&W) Incharge of the Shed \nshall inspect the fire extinguishers and ensure that these are in good working order. \n \nPPR-VII \nEvery employee in the push pull train must immediately inform the section controller by \ntelephone as quickly as possible in the event of (a) Accident (b) Disabling of train (c) Any \nunusual occurrence affecting the working of trains. \n \nPPR-VIII \nNo unauthorised person is allowed to travel in Motorman’s or Guard's compartment or \nDiesel Loco of a push pull train unless he holds a Motorman’s or Guard's compartment \npass. The number of authorised persons, other than the Motorman and Guard (if travelling \nwith Motorman) travelling in Motorman's cabin/cab must not be more than 2 at any time. \n \nPPR-IX \nThe Push Pull train shall carry- \n(a) one head light \n(b) one flasher light. \n(c) one red tail light \n(d) two marker lights \n(e) one code light. \n \nPPR-X \nResponsibility for headlights of push pull trains: \nThe Motorman is responsible for carrying out the correct headlights by night and for \nensuring that the tail lights are not exhibited in the front. The Guard is responsible for seeing \nthat the tail light/tail board as the case may be are correctly exhibited. In case of failure of \nelectrical red lights, the Guard shall fix his hand signal lamp on the bracket provided for this \npurpose. \n \nPPR-XI \nLighting and Fans Circuits of Push Pull Trains:- \nGuards must regulate the lighting of coaches and switch off the fans when not required. In \nthe event of a defect in the lighting, the Guard will inform the Motorman and the next Station \nMaster who will inform control to arrange for electrical staff to rectify the defects.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 419, + "text": "390 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \nPPR-XII \ni) Before a push pull train is brought on to a running line after inspection or maintenance in \na shed or stabling line, the brakes of the train shall be jointly checked by the Motorman and \nthe Guard to ensure that the brakes are functioning normally and the brake pipe is \ncontinuous through out the train, the horns should be sounded and precautions taken to see \nthat no one is working on push pull train before the brake test is undertaken. \n \nii) As far as possible, this joint test should be taken before the push pull train leaves the shed \nor stabling line. However, if specially authorised the brake test may be taken on the platform \nbefore commencement of the first trip. \n \niii) Examination and adjustment of brakes must be carefully carried out before entering \nservice. Motorman must ensure that jumpers and hose pipes are properly secured in their \ndummy receptacles after coupling. He must make a careful examination of the rake before \ntaking into service. Any deficit or deficiency must be brought to the notice of the Supervisor. \nThe Motorman must see that the Defect Card/Repair book is in position and all defects \nentered have been rectified and initialed by supervisor maintenance to this effect. \n \niv) When taking over from another Motorman, it will be his duty to ascertain whether any \ndefect exists and the Motorman while handing over must acquaint him of any fault or defect \nlikely to affect the working of the train. \n \nv) The above procedure must always be carried out most carefully when putting the unit into \nservice after stabling, also after the two units have been coupled up. The train crew must \nassist the station staff in coupling & uncoupling the units. \n \nPPR-XIII \nWorking of V.C.D. (Vigilance Control Device): \n \ni) VCD has been provided in the motor cab of the push pull train. The Motorman should \nnormally press VCD push button once every 60 seconds to confirm that he is fully alert. \n \nii) VCD shall operate bringing the engine to idle and apply train brakes by venting of brake \npipe pressure to atmosphere in case the Motorman does not perform any of the following \nfunctions for 60 seconds. \n \na) Press VCD Push Button. \nb) Press Horn Push Button. \nc) Change the throttle position. \nd) Apply Brake. \n \nIf for 60 seconds none of the above mentioned functions has been performed by Motorman, a \nlight shall flash in Motor cab for 17 seconds. If still Motorman does not perform any of the 4 \nfunctions mentioned above, a bell sounds upto next 17 seconds to alert the Motorman. If still \nnone of above mentioned functions is performed 'VCD' shall come in 'Penalty' position and \napply the train brakes.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 420, + "text": "391 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \niii) For resetting the VCD after a penalty application Motorman should: \na) Bring throttle to idle position. \nb) Push rest button of VCD. \nPPR-XIV \ni) Every Motorman and Guard must have with him while on duty all the equipment \nprescribed in Annexure 'A'. \nii) The Guard and the Motorman should ensure that emergency telephone set is provided \nboth in the front and rear cab before starting the train. \nPPR-XV \nIn coupling the unit together, the station staff/Car Shed staff will be responsible for seeing \nthat the jumper connections are properly made. Care is to be taken not to touch the contacts \nor to let them come into contact with the rails, ballast or metal work of the coach when \ninserting jumpers in the receptacles provided. In all cases, this operation will be carried out \nunder the supervision of the Motorman who will ensure that all the motor, generator sets are \nswitched off. Guards are responsible for seeing that all lights and fans switches and the \nmain light switches are off before units are coupled or uncoupled. \nPPR-XVI \nFormation of push pull trains: \nUnless special instructions are issued to the contrary, the formation of PP trains is not to be \naltered. PP trains are not to be used to haul ordinary train coaches. \nPPR-XVII \nShunting of PP Trains: \nWhen shunting is to be performed, the rules contained in GR 5.14 must be complied with. \nPPR-XVIII \nWorking of push pull trains when driver is not operating from the front cab. \nThe rules contained in GR 4.21 should also be applicable for the PP trains. The \nspeed should not exceed 15 KMPH. \nG.R 4.21 DRIVING A PUSH PULL TRAIN:- \n1. In case of a push pull train, the Driver/Motorman shall be in the leading driving \ncompartment when the train is in motion or train is stationary on any running line, \nexcept as otherwise prescribed in these rules. \n2. (a) In the case of a push pull train, if the driving apparatus in the leading driving \ncompartment becomes defective, the train shall be driven cautiously from the rear \ndriving compartment. In this event the Guard shall travel in the leading driving \ncompartment and shall convey the necessary signals to the Driver, the Guard shall \nalso sound the horn or whistle as necessary and apply the brake in case of \nemergency and shall be responsible for stopping the train correctly at signals, \nstations and obstructions. \n (b) Before giving the starting code signal to the Motorman, the Guard must satisfy \nhimself that the correct signals are shown for train to start and that the section is", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 421, + "text": "392 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \nclear. The Guard must keep a good look out and must exhibit a signal to the Motorman. The \nabsence of such signals shall indicate the danger and the Motorman must stop at once. He \nmust keep a good look out and be prepared to stop the train when necessary. He will also be \nresponsible for observing all further signals enroute. All caution orders warning notices, \nadvices and authorities regarding defective signals, authorities to proceed with or without \nline clear etc. must be first delivered to the driver who will countersign these before they are \nsent to the Guard in the leading compartment. The Guard will retain such documents that the \norders are carried out. At the end of the run these documents must be handed over to the \nMotorman and his signatures obtained. \n \nPPR-XIX \n Code of bell signals for use between the Guards and the Motormen/ Drivers of train:- \nSr. \nNo. \n \nCode of bell signals Indication Acknowledgement \n01 0 Stop Train. \n \n0 \n02 0 0 Start Train. \n \n0 0 \n03 0 0 Pause 0 0 Passing automatic Signal at ON. \n \n0 0 Pause 0 0 \n04 0 0 0 0 Pause 0 0 Driver has received an authority to \npass a signal at danger. \n0 0 0 0 Pause 0 0 \nFollowed by code to \nstart the train. \n \n05 0 0 0 Guard required by Motorman (Driver) 0 0 0 \n \n06 0 0 0 0 Protect train in rear. 0 0 0 0 \n \n07 0 Pause 0 Zone of speed restriction over, \nResume prescribed speed. \n \n0 Pause 0 \n08 0 0 0 Pause 0 0 0 Guard’s warning when the Motorman \nexceeds the speed prescribed. \n \n0 0 0 Pause 0 0 0 \n \n09 00 Pause 00 Pause 00 Motorman needs assistance of Guard \nfor application of break. \n \n00 Pause 00 Pause 00 \n \nPPR-XX \nDisabled train: - In the event of PP train failing, another DSL engine may be used to assist \nthe disabled train. Only after the Motorman has certified that it is safe to be moved, and \nunder no circumstances, a PP train shall be used to assist a diesel/steam train. Since the PP \ntrain rakes are equipped with compressed air brakes, the train will be controlled by engine \nbrakes only. The speed hauling a disabled train must be cautious.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 422, + "text": "393 APPENDIX ‘G’ \n________________________________________________________________________________________________________________ \nPPR-XXI \nWorking of alarm bell and inter communication chain apparatus of PP train- When in an \nemergency the inter communication chain handle is pulled by a passenger a red disc rotates \nin the corresponding coach and an Electrical contact is made completing the electric circuit \nof the alarm bell located in each driving cab. The bell will continuously ring in both the cabs \nwarning Motorman to stop the train immediately. On hearing the alarm bell, the Motorman \nshould apply the emergency brakes and stop the train as per extant rules. After ascertaining \nthe reason of alarm chain pulling the Guard should reset the disc in the corresponding \ncoach. \nAnnexure ‘A’ \n \nThe following articles shall comprise the prescribed equipment of a Guard working on push \npull train which he must carry with him at all times while performing duty : \n \n1. One hand signal lamp or tri-colour torch 4 dry cell. \n2. One set of flags (1 green, 2 red). \n3. Two flag sticks of aluminum telescopic pipes. \n4. One First-Aid Box. \n5. One case containing 10 detonators. \n6. One fusee. \n7. One Tail board. \n8. One Whistle. \n9. One carriage key. \n 10. One ACP resetting key. \n 11. One watch. \n 12. One Working Time-Table. \n 13. One Rule Book. \n 14. One Guard's memo book. \n 15. Competency Certificate of working in Automatic Block System. \n \n The following articles shall comprise personal equipment of Driver Working on PP \ntrain which he must carry with him at all times while performing duty:- \n \n1. Note Book/trouble shooting diary 1 \n2. Working Time-Table 1 \n3. Carriage key 1 \n4. Hand signal flag (red & green with sticks) 2 each \n5. Hand signal lamp (tri-colour torch) 1 \n6. One case containing 10 detonators 1 \n7. Fusee signal 1 \n8. Competency Certificate if working in automatic system 1 \n9. Rule Book 1 \n10. Duster 1 \n11. Watch 1 \n12. ACP resetting key 1 \n \n******", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 423, + "text": "394 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \nAPPENDIX 'H' \nWORKING INSTRUCTIONS FOR MANNED LEVEL CROSSING GATES \nLevel Crossing Gates \n These instructions should be read together with other provisions in General & Subsidiary \nRules. Railways can modify these instructions based on local conditions and requirements, \nensuring that all Safety requirements are covered. \n Following General Instructions are meant for all types of Manned Level Crossing Gates. \nSpecific instructions for working of different types of Level Crossing Gates are attached as \nAnnexure. \n1. GENERAL : \n1.1 EQUIPMENT : \n Items Quantity/Numbers \n1. Hand Signal Lamp Tri Colour 3 (5 on Quadruple Line or Twin Single Line) \n2. Hand Signal Flag Green 1 Mounted on sticks \n3. Hand Signal Flag Red 3 (6 on Quadruple Line or Twin Single Line \nand 7 in case Hexaple Section mounted on \nsticks) \n4. Banner Flag Red 3 (5 on Quadruple Line or twin single line) \n5. Posts for exhibiting red banner 2 (4 on Quadruple/Twin single line and 5 on \nflag Hexaple Section) \n \n6. Spare chains with padlocks 2 with stop mark. \n7. Detonators 10 in tin case. \n8. Fusee 1 (3 on multiple line, double line, parallel \nlines suburban sections, automatic \nsignalling and ghat sections) \n9. Gate Lamps 2 \n10. Tommy Bar 1 \n11. Mortar Pan 1 \n12. Spade/Fowrah 1 \n13. Rammer 1 (In case of asphalted road this may not be \nprovided) \n14. Pick Axe 1 (In case of asphalted road this may not be \nprovided) \n15. Tin case for flags 1 \n16. Can for oil 1 \n17. Water pot/Bucket 1", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 424, + "text": "395 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n18. Canister for Muster Roll 1 \n19. Set of spare spectacles of \ngateman wearing glasses 1 \n20. Board demarcating protection \nof level crossing gate diagram \nin case of obstruction on gate 1 \n \n21. Basket 1 \n22. Whistle 1 \n23. Wall Clock 1 \n1.2 RECORDS TO BE KEPT AT GATE LODGE : \n The following records shall also be kept at the gate lodge. \n1. Gate Working Instructions in Hindi/English. \n2. Gateman Rule Book in local vernacular language. \n3. List for tools and books. \n4. Duty Roster. \n5. Certificate for working as gateman. \n6. Bio-data particulars of Gatemen, including date of passing vision test, \ninitial/refresher course, safety camp, etc. \n7. Accident Register. \n8. Record of last census of road traffic at level crossing gate. \n9. Public Complaint Book. \n10. Inspection Book. \n11. S&T Register in case of Interlocked Engineering Gate. \n1.3 MODE OF OPERATION : \nDetailed mode of operation for opening and closing the gate shall be provided in the \nrespective Station Working Rules and Gate Working Instructions incorporating local \noperational requirements. When level crossing gate is required to be opened for passage of \nroad traffic, the gateman must first open the gate farthest away from approaching road \ntraffic and then open the gate on the side nearest the approaching road traffic. \n \n1.4 DUTIES OF GATEMAN : \n \n(1) ALERTNESS : \n The gateman shall be alert and be prepared to take immediate action, should \ndanger be apprehended. Keys of the gate shall be in his personal custody. \n(2) POSITION DURING PASSAGE OF TRAINS : \nDuring passage of trains, gateman will stand in the manner indicated below:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 425, + "text": "396 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(i) Gateman will stand attentively in front of the gate-lodge facing the \napproaching train. \n(ii) In day time, gateman shall hold red and green flags furled up on separate \nsticks in right and left hands respectively. \n(iii) In night time, gateman shall hold lighted hand signal lamp with white \nlight facing the track. \n(iv) He shall keep the whistle slung around his neck from a cord. \n(3) ROUTINE DUTIES OF GATEMAN : \n(i) Gateman shall ensure that red banner flag is placed across the track \nwhenever the non-interlocked gate is kept in open condition for passage \nof road vehicles and during emergencies or obstruction on track at \nother types of gates. \n(ii) Gateman shall ensure that gate lamps and lamps of all gate signals are \nlighted and kept burning continuously from after sunset to before \nsunrise. \n(iii) Gateman shall perform his duties strictly according to the duty roster \nand shall not leave the gate unless reliever arrives and takes charge of \nit. However, if it is necessary to leave the gate in an emergency, he must \nclose and lock the gates against road traffic, before leaving the gate. \n(iv) Except where otherwise prescribed under special instructions, he shall \nobserve all passing trains and be prepared to take such action as may \nbe necessary to ensure safety of trains. \n(v) Gateman shall watch all passing trains and keep sharp look out for any \nunusual like hot axle, hanging chains, hanging battery, any vehicle/ \nwagons/train/battery box on fire, shifted load, falling material like \nbrake blocks, brake beams, safety bracket, vacuum cylinder or any other \nsituation endangering safe running of trains. \n(vi) Gateman shall also be prepared to repeat any signal which guard may \ngive to driver on walkie-talkie or in any other way. \n(vii) If lifting barriers/leaf gates get damaged or becomes out of order, the \ngateman shall use the spare chain with disc and padlocks for securing \nthe gate against the road traffic. \n(viii) Gateman shall report to the nearest Station Master, Gangmate or SSE \n(P. Way) any defect in his gate or apparatus pertaining to it, as soon as \npossible. \n(ix) In the event of gate signal becoming defective the gateman shall \nmaintain the signal in the ‘ON’ position even by disconnecting the \nsignal or the wire if necessary. \n(x) At the gate whose signal have become defective, the gateman shall close \nand lock the lifting barriers/leaf gates on sighting a train and hand \nsignal or pilot the train past the defective signal. In such case he should \ninform the driver to report the defect at the next station.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 426, + "text": "397 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(xi) Gateman shall wear badge and prescribed uniform while on duty at \nlevel crossing gate. \n(xii) Gateman shall ensure that he is having competency certificate in his \npossession while on duty. \n(xiii) Gateman shall work the gate as per Gate Working Instructions and \nremain well conversant with these instructions. \n(xiv) Gateman shall ensure that equipment supplied at the gate is in good \norder and ready for immediate use. \n(xv) Gateman shall see that the channel for flange of the wheel is kept clear. \n(xvi) Gateman shall keep the road surface well-watered and rammed in case \nof unmetalled roads. \n(xvii) Gateman must be vigilant to see that inconvenience to road users due to \nclosure of gates should be to the minimum possible extent. \n(xviii) Gateman on electrified section shall watch that road vehicles/animals \npassing from gate are within the height loading gauge provided on \neither side of the level crossing gate. \n(xix) Gateman shall prevent tress passing by persons or cattle to the \nmaximum extent. \n(4) ACTION IN CASE OF UNUSUAL OCCURRENCE ON TRAIN : \n In case gateman observes any thing unusual with a passing train, he shall take \nfollowing action: \n(i) He shall take prompt action to warn the driver/guard of the passing \ntrain by showing red flag by day and red light by night. \n(ii) He shall simultaneously try to draw the attention of the driver/guard by \nwhistling continuously, shouting, gesticulating, throwing ballast on the \nbrakevan or by any other means. \n(iii) If driver/guard fails to take notice, gateman shall immediately inform \nthe Station Master/Switchman/Cabinman, if connected on telephone, to \ntake appropriate action, under exchange of private number. \n(iv) In case of train parting, gateman shall not show stop hand signal but \nshall show prescribed signal for train parting. \n(v) He shall endeavour to attract the attention of the driver/guard by \nwhistling continuously, shouting, gesticulating and by raising both \nhands vertically above, quickly parting them and bringing them together \nin repeated Up and Down motion as high and as low as possible. \n(vi) In case the train does not stop, gateman shall immediately inform the \nStation Master/Switchman/Cabinman, if connected on telephone, to take \nappropriate action, under exchange of private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 427, + "text": "398 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(5) ACTION IN AN EMERGENCY AT THE LEVEL CROSSING : \n(i) In case of an obstruction at the level crossing gate, gateman shall \nmaintain the gate signals, if any, in the ‘ON’ position. \n(ii) Thereafter, if he is unable to remove the obstruction, gateman shall \nimmediately advise the Station Master/Switchman/ Cabinman on duty, if \nconnected by telephone, regarding the defects/obstructions at the gate, \nunder exchange of private number. \n(iii) If there is no response from the Station Master/Switchman/ Cabinman \nafter two or three attempts, he shall first protect the gate and then \ninform on phone. \nThe gateman shall protect the line as under:- \n(a) On double line section : \n(i) If both lines are obstructed the Gateman shall plant a red banner \nflag by day and a red light by night 5 meters away on posts duly \nprovided for the purpose. He shall first protect the line on which a \ntrain is expected to arrive first. \n(ii) Then he will similarly plant the other red banner flag by day and \nred light by night on the other line 5 metres away from the site of \nobstruction. \n(iii) Gateman shall then proceed to protect the gate along with \ndetonators, fusee and red flag by day and red hand signal lamp by \nnight. \n(iv) Gateman shall proceed exhibiting red flag by day and red hand \nsignal lamp by night on the line on which a train is expected to \narrive first, to a point 600 meters on BG and 400 meters on \nMG/NG and place one detonator on the line. Thereafter he shall \nproceed to a distance 1200 meters on BG and 800 meters on \nMG/NG from the level crossing gate and place 3 detonators on the \ntrack 10 meters apart. Having thus protected the line he shall \nreturn to the level crossing gate picking up the intermediate \ndetonator on his way back. \n(v) Thereafter, he shall proceed on the other line, showing red hand \nsignal, similarly place detonators as described in Para (iv) above \nand return to the site of obstruction, picking up the intermediate \ndetonator on his way back. \n(vi) Having returned to the gate, he must then take steps to remove the \nobstruction and warn the driver of the approaching train. \n(vii) On those Meter Gauge sections where trains run at more than 75 \nKMPH, detonators shall be placed at distance to be specified \nunder Special Instructions by the Administration. \n(viii) In case the gateman observes or hears a train approaching when he is \nstill on his way to protect and before he reaches the stipulated \ndistance to place detonators, he shall place detonators on the line at a \ndistance as far away as he can go.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 428, + "text": "399 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n \n(ix) Thereafter, he shall light up and fix the fusee to warn the driver \nand stop the approaching train by waving his red flag by day and \nred hand signal lamp by night repeatedly. \n(b) On Single line section : \n(i) Gateman shall plant a red banner flag by day and a red light by \nnight 5 meters away on posts duly provided for the purpose. He \nshall first protect the direction from which a train is expected to \narrive first. \n(ii) Then he will similarly plant the other red banner flag by day and \nred light by night towards the other direction 5 meters away from \nthe site of obstruction. \n(iii) Gateman shall then proceed to protect the gate along with \ndetonators, fusees and red flag by day and red hand signal lamp by \nnight. \n(iv) Gateman shall proceed exhibiting red flag by day and red hand \nsignal lamp by night towards the direction from which a train is \nexpected to arrive first, to a point 600 meters on BG and 400 \nmeters on MG/NG and place one detonator on the line. Thereafter \nhe shall proceed to a distance 1200 meters on BG and 800 meters \non MG/NG from the level crossing gate and place 3 detonators on \nthe track 10 meters apart. Having thus protected the line he shall \nreturn to the level crossing gate picking up the intermediate \ndetonator on his way back. \n(v) Thereafter, he shall proceed towards the other direction, showing \nred hand signal, similarly place detonators as described in para \n(iv) above and return to the site of obstruction, picking up the \nintermediate detonator on his way back. \n(vi) Having returned to the gate, he must then take steps to remove the \nobstruction and warn the driver of the approaching train. \n(vii) On those Meter Gauge sections where trains run at more than 75 \nKMPH, detonators shall be placed at distance to be specified \nunder Special Instructions by the Administration. \n(viii) In case the gateman observes or hears a train approaching when he is \nstill on his way to protect and before he reaches the stipulated \ndistance to place detonators, he shall place detonators on the line at a \ndistance as far away as he can go. \n(ix) Thereafter, he shall light up and fix the fusee to warn the driver \nand stop the approaching train by waving his red flag by day and \nred hand signal lamp by night repeatedly. \n(c) Other action to be taken by Gateman : \n(i) At night Gateman shall light two hand signal lamps and take action \nto exhibit red light and protect the lines as described in sub paras \n(a) and (b) above.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 429, + "text": "400 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(ii) If the gate is broken by a road vehicle, which is fouling the track, \nor if lifting barriers/leaf gates or any other part of the gate foul the \ntrack, or if there is any other obstruction at the gate, the gateman \nshall take immediate action. \n(iii) He shall note down the particulars of the road vehicle, vehicle \nnumber, name of the driver, owner and relay these details to the \nnearest Station Master/Switchman/Cabinman or SSE (P. Way) \nregarding the particulars and obstructions at the level crossing \ngate, through messenger or other means available. \n \n1.5 ENGINEERING ITEMS : \nThe visibility requirements at level crossings, provision of speed breakers on the approach \nroads of level crossings and mode/periodicity etc. of census of traffic at level crossings, shall \nbe recorded in separate instructions. \n \n1.6 SPECIAL INSTRUCTIONS FOR DIFFERENT TYPES OF LEVEL CROSSINGS : \nInstructions for different types of manned Level Crossing Gates are given in Annexures as \nfollows: \n(i) Annexure - I Engineering Level Crossing Gate, interlocked with gate \nsignals, provided with telephone, with normal position \n‘Open to road traffic’. \n(ii) Annexure - II Traffic Level Crossing Gate, interlocked with stop \nsignals of the station, provided with telephone, with \nnormal position ‘Open to road traffic’. \n(iii) Annexure - III Traffic Level Crossing Gate, non-interlocked with stop \nsignals of the station, provided with telephone, with \nnormal position ‘Closed to road traffic’. \n(iv) Annexure - IV Engineering Level Crossing Gate, non-interlocked, \nprovided with telephone, with normal position ‘Open to \nroad traffic’. \n(v) Annexure - V Engineering Level Crossing Gate, non-interlocked, \nprovided with telephone, with normal position ‘Closed \nto road traffic’. \n(vi) Annexure - VI Engineering Level Crossing Gate, non-interlocked, not \nprovided with telephone, with normal position ‘Closed \nto road traffic’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 430, + "text": "401 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \nANNEXURE - I \nWORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES \nINTERLOCKED WITH GATE SIGNALS, PROVIDED WITH TELEPHONE WITH \nNORMAL POSITION “OPEN TO ROAD TRAFFIC” \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to \nbe opened for passage of road traffic, the gateman must first open the gate farthest \naway from approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n2. INTIMATION TO GATEMEN: \n(i) Immediately after departure of the train, Station Master/Switchman/ Cabinman \nshall advise the gateman through telephone connected at his end, the number, \ndescription, direction and expected time of passage of the train at the gate. \n(ii) If the telephone is connected to the station at the receiving end, this advice shall \nbe given by the Station Master/Switchman/Cabinman to the gateman, as soon as \nhe receives train entering section advice from the dispatching station. \n(iii) If the actual running time of the train from either end of the section is less than \n10 minutes, Station Master/Switchman/Cabinman will convey this advice to the \ngateman before obtaining/granting line clear. \n(iv) It should be the duty of the gateman to ensure that the gate is closed in time, so \nthat there is no detention to the train or excessive detention to road traffic. \n3. FAILURE OF TELEPHONIC COMMUNICATION : \nWhen Telephonic Communication fails or it does not get any response from the \nGateman despite 2 or 3 attempts, the following procedure should be adopted: \n(i) If the telephone fails at the gate connected with the station at the dispatching \nend, Station Master shall issue a caution order to the driver of the departing \ntrain. \n(ii) Station Master shall advise the driver to whistle continuously and proceed \ncautiously while approaching the gate. \n(iii) In case the gate signal is ‘ON’ he should stop short of the gate signal and follow \nthe procedure laid down under GR 3.73. \n(iv) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number that the \ntelephone at the gate has failed. \n(v) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 431, + "text": "402 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(vi) Station Master will also advise the gateman through Gangman/ \nPatrolman/Driver of the first train that the telephone has become defective. \n(vii) Station Master should also advise S&T staff responsible for maintenance of the \ntelephone to rectify the same at the earliest. \n(viii) Normal working will be resumed only after S&T staff rectifies the telephone and \nissue reconnection/fit memo for the same. \n4. FAILURE OF LIFTING BARRIERS OR LEAF GATES : \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \ngateman shall immediately inform the Station Master on duty under exchange of \nprivate number, and ensure that lifting barriers or leaf gates do not foul the \ntrack. \n(ii) He shall immediately fix red banner flag by day and red light by night on the \npost at that end first from which the train is approaching and then at the other \nend. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, gateman shall show green hand \nsignal flag by day and green light by night to the driver of the approaching \ntrain. \n(v) Station Master on duty shall issue caution order to the driver of a departing \ntrain. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange \nof private number; to similarly issue a caution order to the driver before \ndispatching a train in the block section. \n(vii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to rectify the same at the earliest. \n(viii) Normal working will be resumed only after maintenance staff repair the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n5. FAILURE OF GATE KEY WITH THE GATE IN CLOSED POSITION, WHEN \nGATE KEY CANNNOT BE EXTRACTED FOR OPENING THE GATE : \n(i) If the gate key cannot be extracted from the winch, gate signal lever or key \ntransmitter then gateman must immediately inform the Station Master/ \nSwitchman/Cabinman on duty on telephone, under exchange of private number. \n(ii) If Emergency Key is available at the gate lodge/cabin, Gateman/Switchman/ \nCabinman/Leverman will take it out from the sealed box by breaking the seal \nand open the gate for road traffic. \n(iii) The record of the date and time of breaking the sealed cover of Emergency Key \nBox shall be recorded and signed with reasons. \n(iv) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch of trains as prescribed for non-interlocked gates should be \nadopted.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 432, + "text": "403 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(v) Station Master on duty shall issue caution order to the driver of a departing \ntrain. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange \nof private number, to similarly issue a caution order to the driver before \ndispatching a train in the block section from his end. \n(vii) Station Master shall advise S&T staff responsible for maintaining the key \ntransmitter to repair the same at the earliest. \n(viii) Normal working will be resumed only after S&T staff repairs the key transmitter \nand issue reconnection/fit memo for the same. \n(ix) After rectification, the Emergency Key shall be replaced in the Emergency Key \nBox and resealed by the S&T maintainer. \n \n6. FAILURE OF THE GATE KEY WITH THE GATE IN OPEN CONDITION : \n(i) If the gate key cannot be extracted from the winch, gate signal lever or key \ntransmitter then gateman must immediately inform the Station Master/ \nSwitchman/Cabinman on duty on telephone, under exchange of private number. \n(ii) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch of trains as prescribed for non-interlocked gates should be \nadopted. \n(iii) The gateman shall secure the gate against the road traffic by means of chains \nand padlocks and pass trains on hand signals. \n(iv) Station Master on duty shall issue a caution order to the driver of a departing \ntrain. \n(v) He shall also advise the Station Master at the dispatching end, under exchange \nof private number, to similarly issue a caution order to the driver before \ndispatching a train in the block section from his end. \n(vi) Station Master shall advise S&T staff responsible for maintaining the key \ntransmitter to repair the same at the earliest. \n(vii) Normal working will be resumed only after S&T staff repairs the key transmitter \nand issue reconnection/fit memo for the same. \n(viii) After rectification, the Emergency Key shall be replaced in the Emergency Key \nBox and resealed by the S&T maintainer. \n \n7. DEFECTIVE GATE SIGNALS : \n(i) The gateman shall treat the gate signal as defective and must not lower them \nunder following circumstances : \n(a) If gate signals can be taken ‘OFF’ without closing the gate, or \n(b) The key can be extracted from the operating winch when the gate is in \nopen condition, or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 433, + "text": "404 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(c) The key can be extracted from the leaf gates when the gate is in open \ncondition. \n(ii) If the Gate or the Gate Signal or Warner/Distant Signal becomes defective in \n‘OFF’ position, the gateman will make all efforts to put it at ‘ON’ position even \nby cutting signal wires, if necessary. \n(iii) The gateman will immediately advise the Station Master on duty, under exchange \nof private number, regarding defective gate signals. \n(iv) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch as prescribed for non-interlocked gates should be adopted. \n(v) He shall show green hand signal flag by day and green light by night to the \npassing train after closing the gate. \n(vi) Station Master on duty will issue a caution order to the driver of a departing \ntrain. \n(vii) He shall also advise the Station Master at the dispatching end, under exchange \nof private number, to similarly issue a caution order to the driver before \ndispatching a train in the block section from his end. \n(viii) Station Master shall advise S&T staff responsible for maintaining the gate signal \nto repair the same at the earliest. \n(ix) Normal working will be resumed only after S&T staff rectify the defective gate \nsignal and issue reconnection/fit memo for the same. \n8. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately put back gate \nsignals to ‘ON’ position. \n(ii) He shall fix red banner flag by day and red lamp by night on posts provided at \nboth ends of the gate for this purpose. \n(iii) Immediately after this, the gateman shall advise the Station Master/ \nSwitchman/Cabinman on duty regarding the defects/obstructions at the gate, \nunder exchange of private number. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two \nor three attempts, he shall first protect the gate and then inform on phone. \n(v) Gateman shall then rush with detonators, fusee and red flag by day and red hand \nsignal lamp by night in the direction of the approaching train and protect the \ngate as stipulated in General Instruction for duties of gateman under item no. \n1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless \nhe has been assured by the gateman that the road vehicle or the lifting \nbarriers/leaf gates are not fouling the track.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 434, + "text": "405 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number. \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the gate signal at ‘ON’ position on green hand signal of the \ngateman, if the gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the \ndefective lifting barriers/leaf gates and issue reconnection/fit memo for the same. \n \n9. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING GATE : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 8 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till \nthe track is cleared of the obstruction. \nANNEXURE - II \nWORKING INSTRUCTIONS FOR TRAFFIC LEVEL CROSSING GATES \nINTERLOCKED WITH STOP SIGNALS OF THE STATION, PROVIDED WITH \nTELEPHONE, WITH NORMAL POSITION “OPEN TO ROAD TRAFFIC” \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n2. INTIMATION TO GATEMEN: \n(i) Before taking off reception/departure signals Station Master/Switchman/ \nCabinman shall inform the gateman, the number, description and direction of the \ntrain. \n(ii) The gateman shall close the gate and transfer the key to the Station \nMaster/Switchman/Cabinman. \n(iii) The reception/departure signals will then be taken ‘OFF’.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 435, + "text": "406 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iv) In order to ensure that road traffic is not held up for a long time, the Station \nMaster/Switchman/Cabinman must ensure that the train is ready for departure in \nall respects before he advises the gateman for closing the gate. \n(v) If the gate is operated from the cabin itself, Station Master/Switchman/ Cabinman \nshall ensure that the gate is closed against road traffic, before taking ‘OFF’ \nreception/departure signals. \n(vi) When a train has to be piloted to and from the station yard or any shunting \nmovement is to be done, the staff deputed to pilot the train or to perform the \nshunting across the gate shall be personally responsible to ensure that the gate is \nclosed against road traffic before allowing any movement across the gate. \n3. FAILURE OF TELEPHONIC COMMUNICATION : \nWhen Telephonic Communication fails or it does not get any response from the \nGateman despite 2 or 3 attempts, the following procedure should be adopted: \n(i) Station Master on duty shall send written advice to the gateman through the \nporter with full details of number, description and direction of the train. \n(ii) Gateman on receipt of such advice shall close the gate and transmit the key to the \nStation Master/Switchman/Cabinman which will enable them to take ‘OFF’ \nreception/departure signals. \n(iii) When sufficient time is not available because of greater frequency of train service, \nStation Master will issue written authority to the train driver to pass the signal at \n‘ON’ position. \n(iv) In addition Station Master shall also issue a caution order advising the driver to \nwhistle continuously and approach the gate cautiously. \n(v) The train driver shall be instructed to pass the gate cautiously, on being hand \nsignalled by the gateman. If hand signal is not seen, driver should be prepared to \nstop short of the gate and ensure that gate is closed following GR 3.73(2)(b). \n(vi) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number that the \ntelephone at the gate has failed. \n(vii) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(viii) He should also advise S&T staff responsible for maintenance of the telephone to \nrectify the defect at the earliest. \n(ix) Normal working will be resumed only after S&T staff rectify the telephone and \nissue reconnection/fit memo for the same. \n4. FAILURE OF LIFTING BARRIERS OR LEAF GATES : \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \ngateman will immediately inform the Station Master on duty, under exchange of \nprivate number, and ensure the lifting barriers or leaf gates do not foul the track. \n(ii) He shall immediately fix red banner flag by day and red light by night on the post \nat that end first from which the train is approaching and then at the other end.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 436, + "text": "407 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, gateman shall show green hand signal \nflag by day and green light by night to the driver of the approaching train. \n(v) Station Master on duty shall issue a caution order to the driver of a departing \ntrain. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) Station Master will advise maintenance staff responsible for maintenance of lifting \nbarriers/leaf gates to repair the defect at the earliest. \n(viii) Normal working will be resumed only after maintenance staff repair the \nbarrier/leaf gates and issue reconnection/fit memo for the same. \nNote: (a) In case of failure of lifting barriers/leaf gates worked from the cabin, \nStation Master will send station porter to secure the gate against road \ntraffic by safety chains and padlocks. \n(b) Authority to pass signals at ‘ON’ position as per rules shall also be \nissued to the drivers of both departing and arriving trains. \n5. FAILURE OF THE GATE KEY WITH THE GATE IN CLOSED POSITION WHEN GATE KEY CANNOT BE EXTRACTED FOR OPENING THE GATE : \n(i) If the gate key cannot be extracted from the winch, the gate leaves or the key \ntransmitter, then gateman must immediately inform the Station Master/ \nSwitchman/Cabinman on duty on telephone, under exchange of private number. \n(ii) If Emergency Key is available at the gate lodge/Cabin, Gateman/Switchman/ \nCabinman/Leverman will take it out from the sealed box by breaking the seal and \nopen the gate for road traffic. \n(iii) The record of the date and time of breaking the sealed cover of Emergency Key \nBox shall be recorded and signed with reasons. \n(iv) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch of trains as prescribed for non-interlocked gates, should be \nadopted. \n(v) Station Master on duty shall issue a caution order to the driver of a departing \ntrain. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) Station Master will advise S&T staff responsible for maintenance of winch/gate \nleaves/key transmitter to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after S&T staff repair the winch/gate \nleaves/key transmitter and issue reconnection fit memo for the same.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 437, + "text": "408 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(ix) After rectification, the Emergency Key shall be replaced in the Emergency Key \nBox and resealed by the S&T maintainer. \n6. FAILURE OF THE GATE KEY, WITH THE GATE IN OPEN CONDITION : \n(i) If the gate key cannot be extracted from the winch, gate leaves or key transmitter \nthen gateman must immediately inform the Station Master on duty on telephone, \nunder exchange of private number. \n(ii) Thereafter, the gate must be treated as non-interlocked and procedure for \nreception/dispatch of trains as prescribed for non-interlocked gates should be \nadopted. \n(iii) Gateman shall secure the gate against road traffic by means of chains and \npadlocks and pass the trains on hand signals. \n(iv) Station Master on duty shall issue caution order to the driver of a departing train. \n(v) He shall also advise the Station Master at the dispatching end under exchange of \nprivate number to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vi) Station Master will advise S&T staff responsible for maintenance of winch/gate \nleaves/key transmitter to rectify the defect at the earliest. \n(vii) Normal working will be resumed only after S&T staff repair the winch/gate \nleaves/key transmitter and issue reconnection/fit memo for the same. \n(viii) After rectification, the Emergency Key shall be replaced in the Emergency Key \nBox and resealed by the S&T maintainer. \n7. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on posts provided at both ends of the gate, for this \npurpose. \n(ii) Immediately after this, the gateman shall advise the Station \nMaster/Switchman/Cabinman on duty, regarding the defects/obstruction at the \ngate, under exchange of private number. \n(iii) Station Master/Switchman/Cabinman on duty shall be advised to put the \nreception/departure signals back to ‘ON’ position, if taken ‘OFF’ for a train. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two \nor three attempts, he shall first protect the gate and then inform on phone. \n(v) Gateman shall then rush with detonators, fusee, and red flag by day and red \nhand signal lamp by night in the direction of the approaching train and protect \nthe gate as stipulated in General Instruction for duties of gateman under item no. \n1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 438, + "text": "409 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless \nhe has been assured by the gateman that the road vehicle or the lifting \nbarriers/leaf gates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number. \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the reception/departure signal at ‘ON’ position on green \nhand signal of the gateman, if the gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the \ndefective lifting barriers/leaf gates and issue reconnection/fit memo for the same. \n8. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 7 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction. \n \nANNEXURE - III \nWORKING INSTRUCTIONS FOR TRAFFIC LEVEL CROSSING GATES, \nNON-INTERLOCKED, PROVIDED WITH TELEPHONE WITH NORMAL POSITION \n“CLOSED TO ROAD TRAFFIC”. \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 439, + "text": "410 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n2. EXCHANGE OF PRIVATE NUMBERS : \n(i) Gateman must seek permission from Station Master/Switchman/ Cabinman for \nopening the gate. \n(ii) Station Master/Switchman/Cabinman shall ensure that there is no train movement \nwithin the station section. Thereafter Station Master/ Switchman/Cabinman shall \ngive his private number to the gateman allowing him to open the gate for the \npurpose of clearing road traffic. \n(iii) Suitable entries shall be made by the Station Master/Switchman/ Cabinman in the \nTrain Signal Register/Cabin Operation Register, Private Number Book and Log \nBook in red ink. \n(iv) After passage of road traffic, the gateman shall close the gate and confirm this to \nStation Master/Switchman/Cabinman, under exchange of private number. \n(v) Gate once closed can be opened by the Gateman (after passage of trains/train or \nchange in planning of train movement etc.) with the permission of Station Master, \nas the need of opening is known to Gateman according to road traffic to be \ncleared. Obviously, it can be done only after obtaining private number from the \ncontrolling Station Master who will ensure that there is no train movement \ntowards the level crossings. \n(vi) When a train has to be piloted to and from the station yard or any shunting \nmovement is to be done, the staff deputed to pilot the train or to perform the \nshunting across the gate shall be personally responsible to ensure that the gate is \nclosed against road traffic before allowing any movement across the gate. \n3. FAILURE OF TELEPHONIC COMMUNICATION : \nWhen Telephonic Communication fails or it does not get any response from the \nGateman despite 2 or 3 attempts, the following procedure should be adopted: \n(i) Station Master on duty shall send written advice to the gateman through the \nporter with full details of number, description and direction of the train. \n(ii) The gateman on receipt of such advice shall acknowledge the same after closing \nthe gate, duly supported by a private number. \n(iii) On receipt of confirmation about closer of the gate, reception/departure signals \nwill then be taken ‘OFF’. \n(iv) When sufficient time is not available because of greater frequency of train service, \nStation Master will issue written authority to the train driver to pass the signal at \n‘ON’ position. \n(v) In addition Station Master shall also issue a caution order advising the driver to \nwhistle continuously and approach the gate cautiously. \n(vi) The train driver should be instructed to pass the gate cautiously, on being hand \nsignalled by the gateman. If hand signal is not seen, driver should be prepared to \nstop short of the gate and ensure that gate is closed following GR 3.73(2)(b).", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 440, + "text": "411 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(vii) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number, that the \ntelephone at the gate has failed. \n(viii) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(ix) He should also advise S&T staff responsible for maintenance of the telephone to \nrectify the defect at the earliest. \n(x) Normal working will be resumed only after S&T staff rectify the telephone and \nissue reconnection/fit memo for the same. \n 4. FAILURE OF LIFTING BARRIERS OR LEAF GATES: \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \ngateman will immediately inform the Station Master on duty, under exchange of \nprivate number, and ensure that lifting barriers or leaf gates do not foul the track. \n(ii) He shall immediately fix red banner flag by day and red light by night on the post \nat that end first from which the train is approaching and then at the other end. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, he shall show green hand signal flag \nby day and green light by night to the driver of an approaching train. \n(v) Station Master on duty shall issue caution order to the driver of a departing train. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after maintenance staff rectify the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \nNote : (a) In case of failure of lifting barriers/leaf gates worked from the cabin, \nStation Master will send station porter to secure the gate against \nroad traffic by means of safety chains and pad-locks. \n(b) Authority to pass signals at ‘ON’ position as per rules shall also be \nissued to the drivers of both arriving and departing trains. \n5. OBSTRUCTION AT THE GATE: \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on posts provided at both ends of the gate, for this \npurpose. \n(ii) Immediately after this, the gateman shall advise the Station Master/Switchman/ \nCabinman on duty, regarding the defects/obstruction at the gate, under exchange \nof private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 441, + "text": "412 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iii) Station Master/Switchman/Cabinman on duty shall be advised to put the \nreception/departure signals back to ‘ON’ position, if taken ‘OFF’ for a train. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two or \nthree attempts, he shall first protect the gate and then inform on phone. \n(v) Gateman shall then rush with detonators, fusee, and red flag by day and red hand \nsignal lamp by night in the direction of the approaching train and protect the gate \nas stipulated in General Instruction for duties of gateman under item no. 1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless he \nhas been assured by the gateman that the road vehicle or the lifting barriers/leaf \ngates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number. \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the reception/departure signal at ‘ON’ position on green \nhand signal of the gateman, if the gate is broken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective \nlifting barriers/leaf gates and issue reconnection/fit memo for the same. \n \n6. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING: \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 5 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 442, + "text": "413 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \nANNEXURE - IV \nWORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES, NON-\nINTERLOCKED, PROVIDED WITH TELEPHONE, WITH NORMAL POSITION \n“OPEN TO ROAD TRAFFIC” \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n \n2. EXCHANGE OF PRIVATE NUMBER : \n(a) When Gate is connected with the station at the dispatching end : \n(i) Station Master/Switchman/Cabinman at the dispatching end shall advise \nthe gateman the number, description, direction and expected time of the \npassage of the train at the gate, under exchange of private number. \n(ii) Such advice shall be given before taking ‘OFF’ departure signals or \ngiving an authority to proceed to the driver. \n(iii) The gateman on receipt of the advice shall close the gate well in time and \nconfirm the same, under exchange of private number. \n(iv) Station Master/Switchman/Cabinman will lower the departure signals \nafter getting the private number of the gateman. \n(v) At non-interlocked LC gates with normal position open to road traffic, on \na single line, the gateman shall be authorised to open the LC gate after \ncomplete passage of train from the gate by observing tail board/tail lamp. \n(b) When Gate is connected with the station at the receiving end : \n(i) Station Master/Switchman/Cabinman at the dispatching end shall advise \nthe Station Master/Switchman/Cabinman at the other end the number, \ndescription, direction and expected time of passage of the train at the gate, \nunder exchange of private number. \n(ii) Such advice shall be given before obtaining line clear. \n(iii) Station Master/Switchman/Cabinman at the receiving end shall in turn \nconvey the same advice to the gateman, under exchange of private \nnumber.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 443, + "text": "414 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iv) Gateman shall close the gate and thereafter give his private number to the \nStation Master/Switchman/Cabinman. \n(v) Only then shall the Station Master/Switchman/Cabinman at the receiving \nend grant line clear to the Station Master/Switchman/ Cabinman at the \ndispatching end. \n(vi) Gate once closed for road traffic must on no account be opened unless this \nis authorized by the Station Master/Switchman/Cabinman, under exchange \nof private number. \n3. FAILURE OF TELEPHONIC COMMUNICATION : \nWhen Telephonic Communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted: \n(i) Station Master at the dispatching end shall issue a caution order to the driver \nbefore dispatching a train in the block section from his end. \n(ii) The caution order should advise the driver to whistle continuously and approach \nthe gate cautiously. \n(iii) The driver should be instructed to pass the gate cautiously, on being hand \nsignaled by the gateman. If hand signal is not seen, driver should be prepared to \nstop short of the gate and depute his Assistant Driver to see the condition of the \ngate. If the gate is closed, the Assistant Driver will give the all right signal and if \nthe gate is not closed the Assistant Driver must close the gate and then give the all \nright signal. In the absence of the Assistant Driver, the Driver may take the \nassistance of the Assistant Guard/Guard and shall stop clear of the level crossing \nto pick up the Assistant Driver who will reopen the gate for passage of road \ntraffic. \n(iv) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number,that the \ntelephone at the gate has failed. \n(v) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(vi) Station Master shall also advise the gateman through gangman/patrolman or \ndriver of the first train that the telephone has become defective. \n(vii) He should also advise S&T staff responsible for maintenance of the telephone to \nrectify the defect at the earliest. \n(viii) Normal working will be resumed only after S&T staff rectify the telephone and \nissue reconnection/fit memo for the same. \n4. FAILURE OF LIFTING BARRIERS OR LEAF GATES : \n(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the \ngateman will immediately inform the Station Master/Switchman/ Cabinman on \nduty, under exchange of private number, and ensure that lifting barriers or leaf \ngates do not foul the track.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 444, + "text": "415 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n \n(ii) He shall immediately fix red banner flag by day and red light by night on the post \nat that end first from which the train is approaching and then at the other end. \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, he shall show green hand signal flag \nby day and green light by night to the driver of an approaching train. \n(v) Station Master on duty shall issue caution order to the driver of a departing train. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the defect at the earliest. \n(viii) Normal working will be resumed only after maintenance staff rectify the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n5. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on posts provided at both ends of the gate, for this \npurpose. \n(ii) Immediately after this, the gateman shall advise the Station Master/ \nSwitchman/Cabinman on duty, regarding the defects/obstruction at the gate, \nunder exchange of private number. \n(iii) Station Master/Switchman/Cabinman on duty shall be advised to put the \nreception/departure signals back to ‘ON’ position, if taken ‘OFF’ for a train. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two or \nthree attempts, he shall first protect the gate and then inform on phone. \n(v) Gateman shall then rush with detonators, fusee, and red flag by day and red hand \nsignal lamp by night in the direction of the approaching train and protect the gate \nas stipulated in General Instruction for duties of gateman under item no. 1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless he \nhas been ensured by the gateman that the road vehicle or the lifting barriers/leaf \ngates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 445, + "text": "416 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the gate on green hand signal of the gateman, if the gate is \nbroken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective \nlifting barriers/leaf gates and issue reconnection/fit memo for the same. \n6. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING: \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 5 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction. \nANNEXURE - V \nWORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES, NON-\nINTERLOCKED, PROVIDED WITH TELEPHONE, WITH NORMAL POSITION \n“CLOSED TO ROAD TRAFFIC” \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n2. EXCHANGE OF PRIVATE NUMBER : \n(i) Gateman must seek permission from Station Master/Switchman/ Cabinman for \nopening the gate. \n(ii) At LC gates with normal position closed to road traffic, if the gate is required to \nbe opened to pass the road traffic, the gate man shall exchange private no. with \nthe SM, and confirm that the train has passed completely from his gate, thereafter, \nthe SM may allow the gateman to open the gate. In such a situation the SM, before \ndispatching or giving line clear for any other train in the block section in question \nshall ensure that the level crossing gate is closed for road traffic and assurance of \nthe gateman is taken through exchange of private number. \n(iii) Suitable entries shall be made by the Station Master/Switchman/ Cabinman in the \nTrain Signal Register/Cabin Operation Register, Private Number Book and Log \nBook in red ink. \n(iv) After passage of road traffic, the gateman shall close the gate and confirm this to \nStation Master/Switchman/Cabinman, under exchange of private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 446, + "text": "417 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(v) Before any train is allowed to enter the block section again, the Station \nMaster/Switchman/Cabinman must ensure that private number from the gateman \nhas been received in token of his having closed the gate. \n(vi) Gate once closed for road traffic must on no account be opened unless this is \nauthorised by the Station Master/Switchman/Cabinman, under exchange of \nprivate number. \n3. FAILAURE OF TELEPHONIC COMMUNICATION : \nWhen Telephone Communication fails or it does not get any response from the Gateman \ndespite 2 or 3 attempts, the following procedure should be adopted: \n(i) Station Master at the dispatching end shall issue a caution order to the driver of \nthe departing train. \n(ii) The caution order shall advise the driver to whistle continuously and approach \nthe gate cautiously. \n(iii) The driver shall be instructed to pass the gate cautiously, on being hand signalled \nby the gateman. If hand signal is not seen, driver should be prepared to stop short \nof the gate and depute his Assistant Driver to see the condition of the gate. If the \ngate is closed, the Assistant Driver will give the all right signal and if the gate is \nnot closed the Assistant Driver must close the gate and then give all right signal. \nIn the absence of the Assistant Driver, the Driver may take the assistance of the \nAssistant Guard/Guard. \n(iv) In case of an approaching train, the Station Master shall advise the Station \nMaster at the dispatching end, under exchange of private number, that the \ntelephone at the gate has failed. \n(v) The Station Master at the dispatching end shall then issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(vi) Station Master shall also advise the gateman through gangman/patrolman or \ndriver of the first train that the telephone has become defective. \n(vii) He should also advise S&T staff responsible for maintenance of the telephone to \nrectify the same at the earliest. \n(viii) Normal working will be resumed only after S&T staff rectify the telephone and \nissue reconnection/fit memo for the same. \n4. FAILURE OF LIFTING BARRIERS OR LEAF GATES : \n(i) When the gate cannot be closed due to failure of lifting barriers/leaf gates, the \n gateman will immediately inform the Station Master/Switchman/ Cabinman on \n duty, under exchange of private number, and ensure that lifting barriers or leaf \n gates do not foul the track. \n \n(ii) He shall immediately fix red banner flag by day and red light by night on the post \nat that end first from which the train is approaching and then at the other end.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 447, + "text": "418 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(iii) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks. \n(iv) After securing the gate against road traffic, he shall show green hand signal flag \nby day and green light by night to the driver of the approaching train. \n(v) Station Master on duty shall issue caution order to the driver of a departing train. \n(vi) He shall also advise the Station Master at the dispatching end, under exchange of \nprivate number, to similarly issue a caution order to the driver before dispatching \na train in the block section from his end. \n(vii) He should also advise maintenance staff responsible for maintenance of the lifting \nbarriers/leaf gates to rectify the same at the earliest. \n(viii) Normal working will be resumed only after maintenance staff rectify the lifting \nbarriers/leaf gates and issue reconnection/fit memo for the same. \n5. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on posts provided at both ends of the gate, for this \npurpose. \n(ii) Immediately after this, the gateman shall advise the Station Master/ \nSwitchman/Cabinman on duty, regarding the defects/obstruction at the gate, \nunder exchange of private number. \n(iii) Station Master/Switchman/Cabinman on duty shall be advised to put the \nreception/departure signals back to ‘ON’ position, if taken ‘OFF’ for a train. \n(iv) If there is no response from the Station Master/Switchman/Cabinman after two or \nthree attempts, he shall first protect the gate and then inform on phone. \n(v) He shall then rush with detonators, fusee and red flag by day and red hand signal \nlamp by night in the direction of the approaching train and protect the gate as \nstipulated in General Instruction for duties of gateman under item no. 1.4(5). \n(vi) Thereafter he shall protect the gate from the other direction also. \n(vii) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the Station Master who shall not start the train unless he \nhas been ensured by the gateman that the road vehicle or the lifting barriers/leaf \ngates are not fouling the track. \n(viii) The Station Master shall also inform the Station Master at the dispatching end, \nunder exchange of private number, asking him not to dispatch any train in the \nblock section from his end, until the track has been cleared of all obstruction. \n(ix) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 448, + "text": "419 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(x) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously, and pass the gate on green hand signal of the gateman, if the gate is \nbroken, but is clear of any obstruction. \n(xi) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and there after exhibit green hand signal, if the gate is not obstructed. \n(xii) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xiii) Normal working will be resumed only after maintenance staff rectify the defective \nlifting barriers/leaf gates and issue reconnection/fit memo for the same. \n6. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster will adopt the procedure given under item No. 5 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction. \nANNEXURE - VI \nWORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES, NON-\nINTERLOCKED, NOT PROVIDED WITH TELEPHONE, WITH NORMAL POSITION \n“CLOSED TO ROAD TRAFFIC”. \n(General Instructions are common for all types of Manned Level Crossing Gates) \n1. MODE OF OPERATION : \nDetailed mode of operation for opening and closing the level crossing gate shall be \nprovided in the respective Station Working Rules and Gate Working Instructions \nincorporating local operational requirements. When level crossing gate is required to be \nopened for passage of road traffic, the gateman must first open the gate farthest away \nfrom approaching road traffic and then open the gate on the side nearest the \napproaching road traffic. \n(i) Whenever the gateman has to pass a road vehicle across the level crossing gate, \nhe must ensure that no train is in sight in either direction, nor there is any audible \nsound of an approaching train. \n(ii) He shall then plant red banner flags by day and red lamps by night on posts \nprovided on both sides of the gate for this purpose. \n(iii) He shall then open the gate to pass road traffic, and close it again immediately \nthereafter. \n(iv) He shall then remove the red banner flags by day and red lamps by night. \n(v) If the gateman sees or hears a train approaching the level crossing gate when the \ngate is in open condition, he shall rush with detonators, fusee and red flag by day \nand red hand signal lamp by night towards the approaching train. \n(vi) If the train is to close, he shall place detonators on the line at a distance as far \naway he can go.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 449, + "text": "420 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n(vii) Thereafter, he shall light up and fix the fusee to warn the driver and stop the \napproaching train by waving his red flag by day and red hand signal lamp by \nnight repeatedly. \n(viii) If there is sufficient time, the gateman will protect his gate as stipulated in \nGeneral Instructions for duties of gateman under item no. 1.4(5). \n \n2. FAILURE OF LIFTING BARRIERS OR GATE LEAVES : \n(a) Failure when the Gate is in open condition : \n(i) Gateman shall first ensure that the lifting barriers/leaf gates do not foul \nthe track. \n(ii) Gateman shall secure the gate against road traffic by means of safety \nchains and padlocks. \n(iii) He shall fix red banner flags by day and red lamps by night on posts \nprovided at both sides of the gate for this purpose. \n(iv) If he sees a train approaching the gate before he has secured the gate, he \nshall rush towards the train with detonators, fusee and red flag by day and \nred hand signal lamp by night. \n(v) He shall place detonators on the line at a distance as far away he can go. \n(vi) Thereafter, he shall light up and fix the fusee to warn the driver and stop \nthe approaching train by waving his red flag by day and red hand signal \nlamp by night repeatedly. \n(vii) He shall send information through Gangmate/Patrolman/Keyman or \ndriver of a passing train to the SSE (P. Way)/Station Master concerned, \nasking for necessary action. \n(viii) Station Master on duty shall issue caution order to the driver of a \ndeparting train. \n(ix) He shall also advise the Station Master at the dispatching end, under \nexchange of private number, to similarly issue a caution order to the \ndriver before dispatching a train in the block section from his end. \n(x) Station Master shall advise maintenance staff responsible for maintaining \nthe lifting barrier/leaf gates to rectify the same at the earliest. \n(xi) Normal working will be resumed only after maintenance staff repair the \nlifting barrier/leaf gates and issue reconnection/fit memo for the same. \n(b) Failure when the Gate is in closed condition : \nGateman shall send information through Gangmate/Patrolman/Keyman or driver \nof a passing train to the SSE (P.Way)/Station Master concerned, asking for \nnecessary action.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 450, + "text": "421 APPENDIX ‘H’ \n________________________________________________________________________________________________________________ \n3. OBSTRUCTION AT THE GATE : \n(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting \nbarriers/leaf gates or any other part of the gate foul the track, or if there is any \nother obstruction at the gate, the gateman shall immediately fix red banner flag by \nday and red lamp by night on the post provided at both ends of the gate, for this \npurpose. \n(ii) Gateman shall then rush with detonators, fusee and red flag by day and red hand \nsignal lamp by night in the direction of the approaching train and protect the gate \nas stipulated in General Instruction for duties of gateman under Item no. 1.4(5). \n(iii) Thereafter he shall protect the gate from the other direction also. \n(iv) He shall note down the particulars of the road vehicle, name of the driver, owner \nand relay these details to the nearest Station Master and SSE (P.Way) through a \nGangmate/Patrolman/Keyman or any other railway employee or through the \ndriver of a passing train. \n(v) After being informed, the Station Master shall not start any train unless he has \nverified that the obstruction has been removed and the gate is safe for the passage \nof trains. \n(vi) He shall also inform the Station Master at the dispatching end, under exchange of \nprivate number, not to dispatch any train in the block section until the track has \nbeen cleared of all obstruction. \n(vii) After the track has been cleared of all obstructions the gateman shall inform the \nStation Master accordingly, under exchange of private number. \n(viii) Station Master shall then issue a caution order to drivers of all trains to proceed \ncautiously and pass the gate on green hand signals of the gateman, if the gate is \nbroken but is clear of any obstruction. \n(ix) Gateman shall secure the gate against road traffic by means of safety chains and \npadlocks and thereafter exhibit green hand signal, if the gate is not obstructed. \n(x) Station Master shall advise maintenance staff responsible for maintaining the \nlifting barriers/leaf gates to repair the same at the earliest. \n(xi) Normal working will be resumed only after maintenance staff rectify the defective \nlifting barriers/leaf gates and issue reconnection/fit memo for the same. \n4. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING : \nIf there is a rail fracture or obstruction on the track due to falling of a tree, fouling by \nroad vehicle or derailment which is visible to the gateman, the gateman and Station \nMaster shall adopt the procedure given under item No. 3 above. If the obstruction fouls \nthe Level Crossing Gate, gateman must keep the gates closed against road traffic till the \ntrack is cleared of the obstruction. \n*******", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_name": "Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "document_path": "core_docs/Indian Railways – General rules (Southern Railway 1976 GRS).pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 1, + "authority": "Indian Railways", + "description": "Historical General Rules (1976) for Southern Railway", + "is_static": true, + "effective_year": null, + "page_number": 451, + "text": "REGISTER OF AMENDMENT SLIPS \n________________________________________________________________________________________________________________ \n \nAmendment \nSlip \nDate of \nReceipt \nof \nAmend-\nment \nSlip \nAmendment made Initials of \nPerson-\nin-charge \nof Book \nNo. Date Para Page Subject of Order", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "61 \nUNIT - VI \n \nGENERAL RULES FOR RESERVATION \n \n When a confirmed seat or berth is allotted to a passenger for his journey, \nit is Called 'Reservation'. \n It is made only by notified trains. \n Reserved ticket is valid by the particular train and date only. \n Reservation is made only on submission of prescribed application. \n Ministers, M.Ps, and Railway officers can request reservation over phone. \n Only one form is accepted from a passenger at a time. \n A maximum of 6 persons can be included in one form. \n Reservation for group of more than 6 persons can be done only with the \npermission of SM/CRS/DCM. \n Reservation is made on 'first come first served basis'. \n Advance reservation period: (Excluding date of journey) \no Foreign tourists - 360 days \no Bulk booking (More than 6) - 59 days \no Other passengers - 60 days \n Reservation is made only on purchase of a journey ticket. \n The reservation is confirmed by issuing a reservation ticket. \n Reservation charges: \nClass Rs. Enhanced Reservation \nCharge** \nAC I Class 35 50 \nAC 2 Tier 25 40 \nAC 3 Tier 25 40 \nAC Chair Car 25 40 \nFirst Class 25 40 \nSleeper Class 20 30 \nSecond Class 15 25 \n \n ** Enhanced reservation charge will be applicable on tickets purchased \nfor journey other than ticket issuing station and return journey tickets. \n Fresh reservation charge will be collected for reservation made after \nevery break of journey and for Postponement or Advancement of \njourney and change of class. \n Break journey is not pe rmitted short of the station up to which \nreservation has been made. \n A child ticket is treated as an adult ticket for the purpose of reservation.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "62 \n No separate seat/berth is allotted for a child below fire years of age. \nHowever, the name of the child with age and sex should be mentioned \nin the reservation form and also to be given to the TTE. \n To entrain enroute, the passenger should apply at least 24 hours in \nadvance of the scheduled departure of the train. \n Unauthorised occupation of a reserved seat/berth is p rohibited under \nsection 155 of Railways Act, 1989. \n Transfer of a reserved ticket is prohibited under section 53 of Railway Act \n1989. \n Unauthorised transfer of a reserved ticket is punishable under section \n142 of Railway Act 1989. \n Unauthorised procurement and sale of railway ticket is punishable under \nsection 143 of Railway Act 1989. \n Sleeping facility is provided during night hours (21.00 to 06.00 hours) only. \n \nPROCEDURE FOR RESERVATION \n \nAT MAJOR RESERVATION CENTRES: \n \nAt Major Reservation centres, arrangements are made to provide accommo -\ndation under different types called confirmed reservation, reservation against \ncancellation and waiting list. \n Confirmed Reservation: \no At the time of booking, seat/berth will be allotted on confirmed basis. \no Journey fare, reserva tion charge and supplementary charge if any, \nwill be collected. \no Coach number, Seat/Berth No., will be indicated in the ticket in case \nof 2A/3A/SL/II classes. \no For AC I Class and First Class, coach number and berth number will \nbe furnished in the final chart. \no confirmed reservation is made up to the quota available. \n Reservation against Cancellation (RAC): \no On completion of quota, a passenger requesting berth is allotted \nwith confirmed seat. \no Journey fare, reservation charge and supplementary charge if any, \nwill be collected. \no Vacant berth due to cancellation in the reservation office if any, shall \nbe allotted to R.A.C. passengers. \no During travel also, vacant berths due to cancellation shall be allotted \nto R.A.C. passengers. \no If berth is not provided, R.A.C. passenge r has to travel in the seat \nonly. \no The R.A.C. system is available in 2A, 3A, FC and SL classes only.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "63 \n Waiting List: \no On completion of confirmed quota and R.A.C., the passengers are \nkept under waiting list. \no Journey fare, reservation charge and supplementary ch arge if any, \nare collected. \no On cancellation of berth, waitlisted passengers are allotted \nconfirmed berths after R.A.C. passengers. \no If Waiting list is not confirmed, the passenger should travel only in \nunreserved coach or he has to cancel the ticket. \n \nAT INTERMEDIATE STATIONS: \n \n Confirmed reservation is made, if quota is available. \n Otherwise, the passengers are kept under waiting list. \n The passenger can apply for reservation up to 72 hours in advance of \nthe scheduled departure of the train. \n Journey fare, reservation charge and supplementary charge, if any, are \ncollected. \n A message is sent, free of charge, to the reservation centre. \n Confirmation if given to the passenger on receipt of reply from the \nreservation centre. \n If reservation is not confirmed, the passe nger has to travel in unreserved \ncoach only. \n \nRESERVATION REGISTER: \n \n It is maintained at manual reservation office at wayside stations. \n The pages are serially numbered. \n It is maintained train -wise and the details of reserved passengers are \nentered legibly. \n It reservation is cancelled, the entries are cancelled in red ink. \n On cancellation of reservation, wait -listed passengers are given \nconfirmed reservation immediately by re -allotting the cancelled seat/ \nberth. \n \nRESERVATION QUOTAS: \n \nSpecific number of berth s/seat is allotted to important reservation centres for \nallotment to passengers on confirmed basis. This is called 'firm quota'. This firm \nquota is reallocated to various categories of public, where there is a \ndemand. Such separate quotas are given below: \n C.B.O & C.B.A quota", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "64 \n Emergency quota (HO) \n Intermediate stations quota \n Out agency quota (OA) \n Pass quota (DQ) \n Handicapped quota (PH) \n Defence quota (DF) \n Foreign tourist quota (FT) \n Ladies quota (LD) \n Parliament quota (PHBO) \n Return journey (RJ) \n Tatkal quota (TQ \n \nReservation on Free Passes: \n \n Reservation on free passes is done on par with public, where there is no \nseparate quota. \n In case of Rajdhani/Shatabdi express trains, a separate quota and \nmaximum number of passengers per pass are prescribed by the Railways. \n No reservation fee & supplementary charge for super fast train are \ncollected. \n The SM should verify whether the pass has the availability of route for the \nreservation and the validity for the journey. \n The reservation details should be endorsed on the pass und er the dated \ninitials of the SM. \n If the reservation is cancelled within 24 hours before commencement of \njourney, a cancellation fee of Rs. 5/- per pass in case of First class passes \nand Rs. 3/- per pass in case of Second class passes should be collected. \n A money receipt should be issued in such cases, which should \naccompany the pass for further reservation. \n In such cases further reservation is permitted only once after which no \nadvance reservation is permitted on the pass. But vacant \naccommodation, if any can be allotted in trains. \n \nTATKAL SCHEME \n \nUnder Tatkal Scheme reservation can be done 5 days in advance excluding \ndate of journey. This is w.e.f. 18/4/2006. Salient features of this scheme are \nlisted below: \n \n The tatkal scheme is available by all trains in 2A, 3A, ACC and SL classes. \n There will be tatkal quota in all Mail/Express trains including Rajdhani, \nShatabdi and Janshatabdi Express in 2A/3A/CC/SL as under: \no AC 2 Tier - 4 Berths per coach", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "65 \no 3A & ACC - 6 Berths/Seats per coach \no SL class - 10% of accommoda tion or one coach \nwhichever is less depending on utilization, CK \nquota can be enhanced from present 10% to \n20% in 2A/3A/CC classes and from 10% to 15% \nin SL class. When utilization is less in any of the \ntrain it can also be reduced to 50% of the \nnormal quota. \n Tatkal scheme is available by Special trains run during summer, pooja, \nwinter rush etc. \n The reservation under the scheme will commence at 08.00 AM, five days \nin advance excluding the date of journey. \n Tatkal premium charges are revised and have two slab s, Peak and non-\npeak periods. Depends on utilization of Tatkal accommodation, even \nnon-peak period can be treated as peak period by the administration \nwhich will be communicated to the field staff. \n Any vacancy of Tatkal quota will be allotted to general quota, RAC and \nwaitlisted Passengers by final chart. There will be no current booking for \nTatkal quota. \n No ID card required to book tickets under 'Tatkal'. \n The booking under tatkal scheme will be done only from originating to \nterminating point of the train w ith boarding facility from intermediate \nstation. Any passenger boarding from intermediate station can book \ntatkal accommodation but ticket will be from end to end and charged \naccordingly with permission to board the train from intermediate station. \nDivisional Authorities are given specific powers to nominate one station \nbetween train starting station and destination as Tatkal Booking station \nto utilize the Tatkal quota fully. \n Reservation under tatkal scheme can be sought by full fare cash paying \npassenger o nly and no passenger holding concession tickets will be \nallowed to avail reservation under this scheme. \n Tatkal quota reservation is up to preparation of final chart. Vacant \nberths/seats if any, will be allotted to RAC/WL passengers. \n A flat refund of 25% of total fare charged on the ticket excluding the \nTatkal charges may be granted on cancellation of confirmed Tatkal \nticket which are presented for cancellation up to 24 hours before the \nscheduled departure of the train. There after, no refund may be \ngranted on cancellation of confirmed Tatkal ticket. \n Full refund of fare and tatkal charges will be granted on tickets booked \nunder tatkal scheme in the following circumstances. \no If the train is delayed by more than 3 hours at the journey originating \npoint of the pa ssenger and not the boarding point if the passenger's \njourney originating point and boarding point are different.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "66 \no If the train is to run on a diverted route and the passenger is not \nwilling to travel; \no If the train is to run on diverted route and boarding s tation or the \ndestination station or both the stations are not on the diverted route. \no In case of non -attachment of coach in which Tatkal \nAccommodation has been earmarked and the passenger has not \nbeen provided accommodation in the same class. \no If the party has been accommodated in lower class and does not \nwant to travel. In case the party travels in lower class, the passenger \nwill be given refund of difference of fare and also the difference of \nTatkal charges, if any. \n No refund will, however, be permissible on the reservation made under \nTatkal scheme in case the coach, in which accommodation under \nTatkal scheme has been earmarked, is not attached and the \naccommodation has been provided to the Tatkal passengers in the \nnormal train service in the same class. \n w.e.f. 15.11.2005 Tatkal waiting list is introduced to the extent of quota \ndefined. \n Name change is not permissible on Tatkal reserved tickets. \n Now Tatkal is also open for passengers booking through IRCTC. \n Tatkal charges: \nClass Peak Non-peak (15th July to 15th Sept) \n2A/3A Rs. 300/- Rs. 200/- \nCC/SL Rs. 150/- Rs. 75/- \n \nRef: Railway Board circular No. 2003/TG/I/20/P/Tatkal dated 26.8.04. \n \nCHANGE IN RESERVATION \n \nAny changes will be allowed only once. Passenger should approach the \nReservation Office within the time limits specified against each change. \n \nCHANGE OF TRAIN AND DATE : (CT VOL. I - 213.9) \n \nAdvancement of Journey (w.e.f. 20/01/2006): \n \n It is allowed for Confirmed, RAC, Wait Listed tickets. \n It is allowed in the same class or any higher class by any ea rlier train on \nthe same day or any earlier day, for the same or longer destination. \n The status of the revised train may be Confirmed, RAC or WL. \n In case of Confirmed tickets, Fresh Reservation Fee is collected. \n In case of RAC/WL, Clerkage charges should be collected. \n Time Limit: \no Up to 6 hrs. before the scheduled departure of the earlier train (OR) \nUp to the preparation of the chart, whichever is later.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "67 \n After the change, if journey is cancelled, two cancellation charges \ncollected as follows: \no Cancellation charges due at the time of giving the change. \no Cancellation charges due at the time of cancellation of the fresh \nticket. \n \nPostponement of Journey: (w.e.f. 20/01/2006) \n \n It is allowed for Confirmed, RAC, Wait Listed tickets. \n It is allowed in the same class or an y higher class by any later train on \nthe same day or any subsequent day, for the same or longer \ndestination. \n The status of the revised train may be Confirmed, RAC or WL. \n In case of RAC/WL tickets, clerkage charge is collected. \n Time Limit: (For RAC/WL Tickets) \no Upto the working hours of the reservation office and as per the time \nlimit prescribed for cancellation of tickets depending on the distance \n(3/6/12 hrs.) \n In case of confirmed tickets: \no Fresh Reservation Fee is collected, if tickets surrendered during \nworking hours and upto 24 hours before the scheduled departure of \nthe original train. \no 25% of the total fare of the already booked ticket is collected, if \nsurrendered within 24 hours and 4 hours before the scheduled \ndeparture of the original train. * \no 50% of t he total fare of the already booked ticket is collected, if \nsurrendered within 4 hours before the scheduled departure of the \noriginal train and upto the time limits prescribed for cancellation of \ntickets depending on the distance (3/6/12 hrs.) \n After the ch ange, if journey is cancelled, cancellation charges \ncollected as follows: \no Cancellation charges due at the time of giving the change. \no Cancellation charges due at the time of cancellation of the fresh \nticket. \no In case where 25% or 50% cancellation charges wer e realized at the \ntime of modification of journey only one cancellation as given above \n(*) should be levied. \n \nCHANGE OF CLASS: (CT VOL. I – 213.10) \n \n Change of class is permitted on a confirmed reserved ticket only once. \n It is permitted from lower class to higher class only. \n Confirmed accommodation should be available in the higher class.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "68 \n No cancellation charges should be collected. \n Fresh reservation charges are collected for the higher class. \n Difference of fare between the classes should be collected. \n It i s permitted in the reservation office up to 6 hours before the \nscheduled departure of the train. \n During the journey, the TTE may permit change of class. \n After the change, if journey is cancelled, two cancellation charges will \nbe collected: \no Cancellation charges due at the time of giving the change. \no Cancellation charges due at the time of cancellation of the fresh \nticket. \n \nCHANGE OF NAME: \n \n Change of Name on a confirmed reserved ticket is permitted only once. \n No charges are collected. \n Rules for name change: \nPassenger \ntype \nGeneral \nPublic \nmarriage \nparty \nStudents \neducational \ntour \nNCC Cadets \nto attend \ncamps \nGovt \nOfficials \non duty \nTime limit \nprior to \nthe Sch. \nDep. of \nthe train \n24 hrs 48 hrs 48 hrs 24 hrs 24 hrs \nRequested \nby \nOriginal \nPassenger \nHead of \nthe party \nHead of the \nInstitution \nGroup \nCommandant \nControlling \nOfficer \nTo whom \npermitted \nFamily \nMembers* \nAnother \nmember \nof the \nparty \nAnother \nStudent of \nthe same \nInstitution \nAnother NCC \nCadet \nAnother \nOfficial on \nsame duty \nMaximum \nlimit -- 10% 10% 10% -- \n* Family Members: Father, Mother, Son, Daughter, Brother, Sister, Husband, Wife. \n Name change is not permitted on concessional tickets issued for a \nspecific purpose. \n But it can be permitted in case of an escort to another family member \nof the escort. (In case of blind, OPH, Cancer or TB patients, etc. cases) \n When the name change is permitted from an adult to child no refund \nwill be given in difference of fares. \n But in case of child to adult, the difference will be collected. \n Name change for general public shall be permi tted only by a Gazetted \nofficer (Sr.DCM, DCM, ACM, AO or SMR/Gaz.) with documentary \nevidence from the party to prove the 'relationship'.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "69 \n In stations, where Gazetted officer is not posted, the SM can get \npermission over telephone from a Gazetted officer and permit name \nchange and at the first available opportunity the SM should get post \nfacto approval from the Gazetted officer. \n In case the telephonic permission from the Gazetted officer is also not \npossible then SM can give name change after satisfying himse lf about \nthe genuineness of the party by getting documentary evidence as to \nthe family member status. \n Documentary evidence may be Family card, Voter 'I/D, Passport, Driving \nLicense or any other such document to prove the 'relationship'. If no \nsuch document is available with the passenger, he has to file an \naffidavit with a 'notary public' and a copy to be attach with the original \napplication. In this case too post facto approval is necessary. \n \nREFUND OF FARE \n \n UNUSED UNRESERVED TICKET (CT – 213.5): \no Refund is permitted within 3 hours after the actual departure of the \ntrain for which the ticket is issued. \no It the ticket is valid for the whole day, refund is permitted within 3 \nhours after the departure of the last train on the day for that \ndestination station. \no Fare is refunded after deducting the clerkage charge. \no The clerkage for II class is Rs. 10/- for other class Rs. 20/-. \no If the cost of the ticket is below Rs. 10/ - or Rs. 20/ - no refund is \nallowed. \n \n UNUSED RESERVED TICKET (CT – 213.6): \n \nTime of Cancellation Cancellation \nCharge \nClass of ticket \n1A 2A, 3A, \nFC, CC SL II \nRs. Rs. Rs. Rs. \nMore than 1 day in advance \nexcluding the day of journey \n(up to 31/7/06) \nW.E.F. 01/8/06 – more than 24 \nhrs. before the scheduled \ndeparture of the train. \nFlat Rate 70 60 40 20 \nWithin 1 day and up to 4 hours 25% of fare Subject to a minimum of", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "70 \nbefore the scheduled \ndeparture of the train (up to \n31/7/06) \nW.E.F. 1/8/06 – within 24 hrs \nand up to 4 hrs. before the \nscheduled departure of the \ntrain \n70 60 40 20 \nWithin 4 hours before the \nscheduled departure, and \nafter the actual departure of \nthe train, \nUp to Tickets of distance \n3 hours upto 200 kms. \n6 hours 201 – 500 kms. \n12 hours Above 500 kms. \n \n \n \n \n50% of fare \nSubject to a minimum of \n70 60 40 20 \n \nNote: \no Fare includes re servation charge and supplementary charge and \nsafety surcharge. \no The cancellation charges are rounded off to the nearest rupee. \no For night trains leaving between 21 hours and 6 hours (actual \ndeparture), refund shall be given within the time limit given above or \nwithin four hours of the opening of the reservation office on the \nfollowing day, whichever is later. \no For ticket issued for travel from some other station, refund will be \ngiven at the ticket issuing station up to the scheduled departure of \nthe train from the station from where the ticket is valid. \n \n UNUSED RAC / WL TICKETS (CT – 213.7): \n \no If the RAC / WL ticket is not confirmed up to the preparation of chart, \nonly clerkage charge of Rs. 20/- will be collected. \no If confirmed, cancellation charges are collected. \no The ticket may be surrendered within the same time limit allowed for \nreserved tickets. \n \n WHEN MORE THAN ONE LEG OF JOURNEY INVOLVED (CT – 213.8): \no When more than one leg of journey is involved, refund is given as \nfollows: \nCancellation charge/Clerkage cha rge as applicable according to \nthe status of the first lap of the journey will be levied on the total fare \nof the ticket. \no The cancellation charges are levied only once on the entire amount \nof the ticket and not separately for each lap of journey.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "71 \n LATE RUNNING OF TRAINS [CT – 213.11(1)]: \no Full refund is given for confirmed, RAC and Waitlisted tickets if the \ntrain is running late by more than 3 hours at the journey commencing \nstation for the ticket. \no The ticket should be surrendered for cancellation within the time limits \nprescribed for unused reserved tickets. \n \n MISSING CONNECTION AT A JUNCTION [CT 213.11(2)]: \no If a passenger misses a connection train at a junction station due to \nlate running of the train by which he arrived at the junction, refund is \ngiven as follows: \n Fare for the traveled portion is retained. \n Balance amount is refunded in full. \no Refund is given up to 3 hours after the arrival at the junction station. \no Refund is given both for reserved and unreserved tickets. \n \n INABLITITY TO PROVIDE ACCOMMODATION (CT – 213-12): \no When Railway is unable to provide accommodation for a reserved \npassenger due to any reason, full refund is given. \no Refund is given up to 3 hours after the actual departure of the train. \n \n CANCELLATION OF TRAINS (CT – 213.12): \no When train is can celled at the starting station due to unforeseen \ncircumstances such as accidents, breaches, or floods etc., full refund \nis given. \no Refund is given up to 3 days excluding the day of departure of the \ntrain. \n \n PARTIALLY USED TICKETS (CT – 213.13): \no No refund shall be granted at a station on a partially used ticket. \no On surrendering the journey ticket, a Ticket Deposit Receipt (TDR) \nshall be issued. \no The passenger should apply to DCM of the TDR issuing station \nenclosing the TDR. \n \n DISLOCATION OF TRAIN SERVICE (CT – 213.14): \no In case of dislocation of train services en route, refund is given as \nfollows: \no Full Refund: \n When the passenger is injured in a railway accident \n To the kith and kin of dead / injured passengers", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "72 \n When Railway is unable to make alternative arrangement within \nreasonable time \no Fare for traveled portion is retained and balance is refunded: \n When passenger is unwilling to avail the alternative arrangement \nmade the Railways. \n When dislocation is due to bandh, agitation, rail roko etc. \n \n FAILURE OF AIRCONDITIONING EQUIPMENT (CT – 213.15): \no If AC equipment has not worked over a portion of the journey, \ndifference of fare between AC & Non -AC classes for such portion will \nbe refunded as follows: \nClass of Ticket Difference of fare between \n1 AC 1 AC & I Class Exp. \nExecutive class Executive Class & I Class Exp. \nII AC II AC & SL Exp. \nIII AC III AC & SL Exp. \nAC Chair Car AC Chair Car & II M/Exp. \n \no A certificate should be obtained from the TTE regarding AC failure. \no The ticket and certificate should be surrendered at the destination \nwithin 20 hours of actual arrival. \no If AC had failed in more than one portion of journey, such portions \nwill be combined and treated as a single portion for calculation of \nrefund amount. \n \n TRAVEL IN LOWER CLASS (CT - 213.16): \no If a higher class ti cket holder is made to travel in a lower class for \nwant of accommodation, difference of fare shall be refunded at the \noriginating station, before commencing the journey. \no Refund can be granted at the destination also, if the ticket is \nsurrendered along with a certificate issued by TTE or Guard within 2 \ndays of the date of issue of the certificate excluding the date of \nissue. \n \n REFUND AT OTHER THAN TICKET ISSUING STATION (213.3): \no Refund can be given for tickets issued by other station as follows: \n Ticket shoul d be surrendered during working hours of the \nreservation office. \n The genuineness of the ticket should be verified through computer \nor through any other record like message etc. \n The ticket should be surrendered for cancellation at any PRS \nstation all over Indian Railways before the scheduled departure of \nthe train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "73 \no If refund could not be given, a TDR should be issued after collected \nthe ticket. \n \n LESS NUMBER OF PASSENGERS TRAVELLING IN A COMBINED TICKET: \no At starting station: \n Before starting journey, original ticket should be collected and \nfree EFT issued to the passengers traveling. \n Refund is given for the passengers who are not traveling on \ncollection of due cancellation charges. \no If refund is not obtained before starting journey, TTE shall issue a \ncertificate about the passengers not traveling. \no The TTE should make remarks in the chart for the passengers not \njoined. \no The passengers can get refund by applying to CCM/DCM with the \ncertificate issued by the TTE. \n \n REFUND ON GROUP TICKET WHEN SOME PASSENGERS ARE CONFI RMED \nAND OTHERS WAIT LISTED (CT – 213.6 Note 2): \no In a group ticket when some passengers are confirmed and others \nremain wait listed, refund will be given as follows: \n Ticket should be surrendered for cancellation within 4 hours before \nthe scheduled departur e of the train and up to 3 hours after the \nactual departure. \n Reservation for the entire group should be cancelled. \n A clerkage charge of Rs. 10/ - per passenger will be collected, \neven for the confirmed passengers. \n This rule will not apply when some are conf irmed and others are in \nRAC. \n \n REFUND ON UNUSED TICKETS WHEN LUGGAGE IS BOOKED: \no When Luggage is not dispatched: \n Luggage ticket is cancelled and freight refunded after deducting \nRs. 5/- per luggage ticket as cancellation charges. \n Wharfage charges if any coll ected, without allowing any free \ntime. \no When Luggage is already dispatched: \n Freight charges are collected for the free allowance already \ngranted. \no The details should be endorsed on the journey ticket. \no The journey ticket with such cancellation endorsement can be \ncancelled and fare may be refunded.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "74 \n REFUND OF BED ROLL CHARGES: \no Bed roll is supplied to passengers as follows: \nClass of Travel Bed roll hire charges \nI AC Free \nII AC & III AC Included in the fare \nFirst Class Supplied on demand by collecting Rs. 20/ - per \nbed roll and subject to availability \n \no If Bed roll is not supplied to II AC and III AC passengers, the hire \ncharge of Rs. 20/- is refunded. \no Refund is given to fare paying passengers only. \no A certificate issued by the TTE and the original ticket should be \nsurrendered. \no Refund will be given at the destination within 20 hours from the \nactual arrival. \n \nSPECIAL POWERS TO SMR/CRS FOR GRANTING REFUND AFTER THE TIME LIMIT: \n \n Station Manager, Dy. SMR (Comml.) and Chief Reservation Supervisors \nof nominated stations are empowered to permit refund after expiry of \ntime limit prescribed upto 90 days. \n They can permit refund for tickets issued at their stations (not for \nWaitlisted tickets). \n A register has to be maintained by them for such refunds. \n The passengers should apply in writing with reasons for delay in claiming \nrefund. \n The SMR/CRS, if satisfied can permit refund. \n They should ensure that the ticket has not been used for any journey. \n Orders to grant refund should be passed on, in the application given by \nthe passenger under seal and signature. \n Such power should be exercised personally and should not be \ndelegated. \n Cancellation charges otherwise chargeable should not be reduced for \nany reasons. \n All charges due must be collected and the balance amount is \nrefunded. \n \nISSUE OF DUPLICATE TICKETS ON TORN / MUTILATED & LOST TICKETS (CT–213.17) \n \n When a confirmed / RAC ticket is lost or torn, duplicate ticket will be \nissued. \n Duplicate ticket is issued on the basis of status of the ticket at the time of \nrequest for duplicate ticket.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "75 \n No duplicate ticket is issued to Waitlisted tickets. \n The passenger is permitted to avail the same reservation. \n Charges for duplicate ticket is collected as follows: \no Before preparation of chart: \n Charges for Torn/Lost - Clerkage charges applicable. \no After preparation of chart: \nTicket Status Charges \nTorn Lost \nConformed 25% of total fare 50% of total fare \nRAC 25% of total fare Not to be issued \n \n TTE of the train can allow passengers who are not able to produce their \ntickets and not obtained duplicate ticket as follows: \no The name of the passenger should be verified from the chat. \no The TTE should verify the genuineness of the passenger. \no Full charges should be collected without excess charge and EFT is \nissued. \no All details of the original ticket should be written in the EFT. \no The same reservation can be given to the passenger. \n If original ticket is traced and produced before the scheduled \ndeparture of the train, the duplicate ticket may be cancelled, on \ncollection of 5% of duplicate ticket charges subject to a m inimum of Rs. \n20/-. \n In case of concession tickets, duplicate ticket can be issued on \ncollection of charges as above on the actual fare and other charges & \nNOT ON CONCESSIONAL FARE. \n \nTICKET DEPOSIT RECEIPT (T.D.R.) \n \n If refund could not be given at station, a Ticket Deposit Receipt will be \nissued on surrendering the original ticket. \n T.D.R. has 3 foils. (Depositor, DCM and Record). \n TDR can be issued up to 30 days from the day of journey. \n After preparing the TDR, the Depositor foil will be issued to the \npassenger. \n The passenger should apply to DCM within 90 days for refund. \n The DCM foil should be sent by the station along with the original ticket \nto DCM within 15 days. \n DCM will issue pay order for the amount to be refunded. \n The pay order can be encashed at the station mentioned in the pay \norder within 3 months from the date of issue.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Indian Railways – Reservation Rules (English).pdf", + "document_name": "Indian Railways – Reservation Rules (English).pdf", + "document_path": "core_docs/Indian Railways – Reservation Rules (English).pdf", + "doc_category": "core_docs", + "rule_type": "reservation", + "priority": 1, + "authority": "Indian Railways", + "description": "Authoritative English version of Indian Railways Reservation Rules", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "76 \n To encash the pay order, passenger should prove his identity at the \nstation by producing ration card, etc. \n \nCOMPUTERISED COACHING REFUND SCHEME (CCRS) \n \n Refund can be given at nomina ted station 5 days from the date of \narrival. \n Refund are arranged in the following situations: \no AC equipment failure \no Lower class travel \no Less no. of persons traveling \no Passenger alighting en route \n TTE shall prepare an 'Exceptional Data Report' (EDR) and give t o the en \nroute / terminal station CTTI. \n CTTI shall key in the details into the CCRS terminal. \n PRS upgrades the data and facilitates refunds. \n After 5 days refunds are arranged only by the 'claims office'.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "OPERATING MANUAL \nFOR \nINDIAN RAILWAYS \n \nGOVERNMENT OF INDIA \nMINISTRY OF RAILWAYS \n(RAILWAY BOARD)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "INDEX \n \nS.No. Chapters Page No. \n1 Working of Stations 1-12 \n2 Working of Trains \n \n13-14 \n3 Marshalling \n \n15-18 \n4 Freight Operation \n \n19-27 \n5 Preferential Schedule & Rationalization Order \n \n28 \n6 Movement of ODC and Other Bulky Consignment \n \n29-32 \n7 Control Organisation \n \n33-44 \n8 Command, Control & Coordination of Emergency Rescue Operations on the \nopen line \n \n45-54 \n9 Marshalling Yards and Freight Terminals \n \n55-67 \n10 Container Train Operation \n \n68-72 \n11 Customer Interface and Role of Commercial Staff \n \n73-77 \n12 Inspections \n \n78-83 \n13 Interlocking 84-92 \n14 Station Working Rules and Temporary Working Order \n \n93-102 \n15 Non-Interlocked Working of Station \n \n103-114 \n16 Operating Statistics \n \n115-121 \n17 FOIS 122-146 \n I.C.M.S \n- Module in ICMS \n- System \n- Data Feeding \n- \n- MIS Reports \n \n147-148 \n18 C.O.A \n \n149 \n19 ACD \n \n150 \n20 Derailment Investigation \n \n151-158 \n21 Concept of Electric Traction \n \n159-164 \n Crew link, loco link & power plant 165-166 \n Electric Loco maintenance schedule \nDiesel Loco maintenance schedule \nFeatures of Electric Locomotives \n \n167-169 \n Brake power certificate \n \n170 \n Various machines used for track maintenance 171", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "WORKING OF STATIONS \n(Back to Index) \n \n Railway Stations, world wide, are located in prime city centres, as railways were started at a time \nwhen expansion of cities was yet to start. Railway station continues to be the focal point of central business \ndistrict in all cities in the world. \n All description of rail business is transacted at t he station, passengers start journey or complete it, \noutward parcels are booked and inward parcel consi gnments received and kept ready for delivery. At \nstations having attached goods shed, outward and inward freight cargo is handled there. \n In their historic evolution, the st ations now have catering establishments, resting facilities in retiring \nrooms or a budget hotel. A world-class station may look or in fact be more like a mall with shops and \ncatering establishments with attendant information, ticketing and reservation counters. \n Station Master is in overall charge of t he station and includes Stat ion Superintendent/ Station \nManager. \nDuty List of Staff \n The duties to be performed by different categories of staff in connection with movement of trains \nare detailed below. These duties must be read in conjunc tion with the Station Working Rules of the station, \nGeneral & Subsidiary Rule Book, Chapter II of Oper ating Manual dealing with “Working of Stations” and \nBlock working Manual as amended from time to time. \n \nI. Responsibility of Station Ma ster (supervisory)/Station Manager \ni. Station Master is responsible for the efficient discharge of duties by different members of \nstaff at his Station. (General Rules 5.01) \nii. Ensuring that the general working of the Stati on is being carried out in strict accordance \nwith the current rules, procedures and instructions. \niii. Providing prompt and courteous service with utmost safety and security of passengers and \nemployees. \niv. Availability, helpfulness and good conduct of station porters \nv. He shall be responsible for general up-keep of the station. \nvi. He shall be responsible for keeping the safety and operating literature including circulars, \npamphlets, gazette etc. up to date and these must be explained to the staff working under \nhim and got noted by them. \nvii. He shall be responsible for maintaining Accident register and Accident charts and keeping \nthese up to date. \nviii. He shall maintain figures in respect of the stock and get them relayed to the control in time. \nix. He shall investigate all public complaints and send the extracts of the complaint with \nexplanation of the staff and his own remarks to Divisional Office in time. In case of \ncomplaints concerning the other department, intimation may be given to the subordinate \nIn-Charge of that department immediately so that action may be taken to avoid recurrence. \nx. He shall promptly attend all accidents, assume charge of the site to and assist in relief \nmeasures ensuring prompt evacuation of inju red & stranded passengers. He shall take \nnote of all the information available and prot ect the clues/evidence, which may be helpful \nin the enquiry. He shall intimate the control offi ce at regular interval for current information \nand ask for the required assistance i.e., Relief Tr ain, Medical van etc. He shall investigate \nyard accidents, obtain statements of the sta ff responsible and submit his report with \nconclusions and joint note to the Divisional office. \nxi. He shall ensure that fire fighting equipments at the station such as fire extinguisher, fire \nbuckets etc. are in fine fettle and ready for use. \nxii. The Station Master should regularly test and record in the charge book, the working of \nPoints, Signals and Track Circuit to ensure that: \n• The Signals are back to ‘ON’ position when the relevant slide/button/ lever is put \nback or intended train movement has been completed. \n• it is not possible to take ‘OFF’ conflicting signals at the same time. \n• Signals are not taken ‘OFF’ until all points are correctly set and facing points \nlocked. \n• Any other manner of testing prescribed by the Authorised Officer.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "• Panel testing: Normal/Abnormal by Station Master. \n• At stations provided with continuous track ci rcuits or at stations having solid state \ninterlocking the method of testing shall be prescribed jointly by Signalling and \nOperating Branch which sha ll be described in the Station Working Rules to be \nfollowed by station masters. \nxiii. He must ensure that burners and wicks of the hand signal lamps are daily cleaned, \ntrimmed and oiled properly. \nxiv. He must ensure that the essential Safety equipments at his station are the same, complete \nand, if there is any deficiency should be made good without delay. \nxv. He shall conduct night and surprise inspections to check the alertness of staff and working \nof signals, and points and visibility of the signals. \nxvi. The Station Master in charge at a station sha ll inspect his station daily with a view to \nensure efficient working of- \n• All public facilities including, fans, lights, lifts, escalators, \n• All equipments being in efficient working order. Deficiencies must be promptly \nrectified or recorded in Petty Repairs Book \n• Safe and efficient working of trains \n• Cabins, Assistant Station Manager’s office, yards, goods sheds and level crossing \ngates under his charge. \n• Reservation Enquiry, Public Address system, Public Information Display System, \nbooking offices, Ticket Checking, catering and vending stalls etc. \n• Drinking Water availability. \nxvii. He shall see that train signal register, station Diary, Inspection Note Book, reference books \nand other station record is property maintained and preserved for a minimum period as \nprescribed later in this chapter. \nxviii. At the bigger stations Health Inspector is in charge of sanitation the Station Manager shall \nconduct daily inspections and bring out deficiencies. He shall conduct daily inspections of \nwaiting rooms, bath rooms, lavatories , refreshment rooms and catering trollies\n, platforms, \ntracks and other station premises from s anitation point of view and ensure that \narrangements in this regard are adequate and effe ctive. Availability of safe drinking water \nto passengers & employees is joint responsib ility of JE/SE (works) and health department \nhe should check that same is available. \nxix. He shall ensure that sufficient stock is avail able for the requirement of the day. He shall \nkeep in touch with the running of trains so tha t, in case of late running of connecting train, \nscratch rake can be turned out, if necessary. He shall also keep a check - on reserved \nstock available/allotted to his station. \nxx. He shall take personal interest in arrangi ng quick clearance of reserved carriages of \ntroops, public, prisoners, treasuries etc. \nxxi. Whenever special trains are arranged to run from his station, he shall ensure that stock for \nthe same is secured and certified placed on the proper line in time. \nxxii. He shall fix up responsibility in case of det ention to trains outside or at the station and \nsubmit full report to DRM office. \nxxiii. He shall be responsible to ensure that all the operating staff working under him are \nrelieved in time for their periodical NVT/ Competency/ Safety camp and special \ncompetency programmes. No one, overdue NVT/Competency shall be allowed to perform \nhis normal duties. \n \nII. Deputy Station Master (Outdoor) \n \ni) The Deputy Station Manager shall be responsi ble for general up-keep and proper working \nof the station as under- \n \nii) He shall maintain safety literature, rule books, safety record. He shall counsel staff \nregarding rules and safety- systems \n \niii) He shall deal with public complaints and counsel commercial staff for courteous \nbehaviour.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "iv) He shall ensure right time placement and remo val of terminating/originating trains and \nkeep records in this regard and also keep a watch on Shunting operations. \n \nv) He shall inspect gate, panel, station, regularly during his shift. \nvi) He shall maintain close contact and co-ordination with Panel ASM and Log ASM for \nsmooth running of trains and for better planning of operational work and will assist in case \nof any abnormal working. \n \nvii) He shall promptly attend to any incident or accident and assist in relief measures during \nhis duty. He shall collect all information and inform the Control office for required \nassistance, i.e., Relief Train, Medical Van et c. He shall also inform the local civil \nauthorities as required and safe guard the clues or evidences which may be helpful in \nenquiry. \n \nviii) In case of abnormal working, he shall be responsible for manual operation (Hand \nCranking) of Points and piloting of trains. \n \nix) He shall ensure that all coaching trains schedul ed to stop at the station, start within their \nallowed time. \n \nx) Whenever Special trains are arranged to r un from his station, during his duty, he shall \nensure that stock for the same is secured and placed on the proper line in time. \n \nxi) He shall keep close supervision on sanitation. He shall inspect the platforms, waiting halls, \nwaiting rooms & the track and see that the same are cleaned properly by the sanitary staff. \n \nxii) He shall keep close watch on passenger amenities provided at station and their up keep. \n \nxiii) He shall look after any other work assigned to him by Station Manager, from time to time. \n \nxiv) In case of emergency he shall also perform duty on Panel/Log. \n \nxv) All instructions received from superiors shall be recorded in an Order Book. Senior officers \nshould confirm these through a control order to avoid ambiguity. All such instructions shall \nbe implemented, provided these do not violate safety rules & procedures. \n \nxvi) He will perform all the duties of SS in his absence. \n \nIII. Log ASM/Block ASM \ni) He shall handle the block instrument hims elf when on duty and shall not permit any \nunauthorized person to manipulate or handle the block panel/block instrument & block \ntelephone. \nii) He shall keep the Station Manager’s control keys block instruments in his personal custody \nwhenever, he is required to leave his office even for a short duration. \niii) He shall maintain TSR and other connected record/documents in good shape and ensure \nthat all entries are completed and are upto date. \niv) He shall attend the control and give arrival depa rture of trains promptly and shall carry out \ninstructions given by superiors provided these do not violate safety rules & procedures. \nv) He shall inform the ESM/MSM through a written message, any failure of block working etc. \nand invariably enter these failures in signal failure register. \nvi) In case of any accident, he shall inform promptly the section control Station \nManager/Station Master/ Dy. SM immediately. He shall give all the information available \nwith him in regard to the nature, places, ca use and assistance etc. in respect of the \naccident. \nvii) He shall communicate reasons for late start of out going trains and late arrival of incoming \ntrains to control. \nviii) He shall come on duty after taking complete re st and shall not perform his duty under the \ninfluence of liquor, drugs, or intoxicants. \nix) He shall keep his reference books upto date, posted with latest correction slips and shall \nkeep himself fully conversant with the ext ant rules. He shall keep his books readily \navailable for inspection when asked to do so.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "x) He shall not absent himself from duty without prior permission of his superiors. He shall not \nleave his duty unless properly relieved by his relief and shall not exchange his duty without \nprior permission from his superiors. \nxi) He shall not consider himself relieved of duty unless he has completed transactions of \ntrains for which he has given/obtained line clear till the complete arrival of such trains. \nxii) He shall always obey the lawful orders of his superiors so long as they do not contravene \nany of the extant rules in force. \nxiii) In case of any abnormal working, he shall also perform the duties assigned to Panel ASM. \nxiv) He shall advise the descriptions of the train to which he had granted line clear or obtained \nline clear to panel ASM. \nIV. Panel ASM\n \n \ni) When on duty or when called upon to do so, in case of emergency, he shall be responsible \nfor obtaining and granting line clear to trains or for shunting movements as per SWR & GR. \nii) He shall handle the control panel himself when on duty and shall not permit any \nunauthorized person to manipulate panel. \niii) He shall keep the SM’s control keys of control panel in his personal custody whenever, he \nis required to leave his office even for a short duration. \niv) While coming on duty, he shall ensure that all points and signals are in good working order \nand all the registers, records, pertaining to train passage are completed in all respect \nbefore taking over the charge. \nv) He shall personally ensure that conditions for taking ‘off’ the reception signals are fulfilled \nand the clearance of line is verified as per SWRs before actually pressing the relevant \nbutton for taking off the signals. \nvi) He shall ensure from indications available in the panel that the signals are burning 'brightly \nand are giving correct indications. \nvii) He shall maintain complete and up to date record of the Engg. Restrictions. He shall be \nresponsible for bringing forward the caution order register every Monday and displaying \nthe restrictions on notice board as well. \n \nviii) He shall be responsible for ensuring delivery of proper caution orders to all trains. \n \nix) He shall ensure that all Shunting operations ar e carried out as per extant orders and GR \n5.19 and SRs thereof. \n \nx) He shall inform the ESM/MSM in writing or through a written message, any failure of \ntrack/signals/ points/keys or panels etc. and s hall invariably enter these failures in signal \nfailure register. \n \nxi) He shall allow shunting in between the arrival/ departure of trains or during slack period as \nfrequently as possible to the maximum extent. \n \nxii) He shall come on duty after taking complete rest and shall not perform his duty under the \ninfluence of drugs, or intoxicants. \n \nxiii) He shall keep his reference books upto date, posted with latest correction slips and shall keep \nhimself fully conversant with the extant rules. He shall keep his books, readily available for \ninspection when asked to do so. \n \nxiv) He shall not absent himself from duty without prio r permission of his superiors. He shall not \nleave his duty unless properly relieved by his relief and shall not exchange his duty without \nprior permission from his superiors. \n \nxv) He shall not consider himself relieved of duty unless he has completed transactions of \ntrains for which he has given/obtained line clear till the complete arrival of such trains. \n \nxvi) He shall always obey the lawful orders of his superiors so long as they do not contravene \nany of the extant rules in force. \n \nxvii) He shall ensure that proper indications of point s, signals, track, circuits, crank handle, level \ncrossing gate etc., \nare displayed at their proper places.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "xviii) He shall be responsible for issuing required papers to trains entering/leaving the yard \nunder the instructions of log ASM. \n \nxix) He shall issue shunting order for shunting operations as per extant rules. \n \nxx) He shall keep a watch on the working of shunting staff. \n \nxxi) He shall ensure clearance of running lines in case of failure of their track circuits. \n \nxxii) He shall maintain log book regarding train and shunting movement. \n \nxxiii) He shall be responsible for giving complete arrival of all trains to log ASM supported by a \nprivate No. \n \nxxiv) In case of abnormal working he shall be responsible for cranking pad locking of points and \npiloting of trains in absence of Deputy Station Manager/out door. \n \nV. Pointsman/Shuntman \ni) He shall obey all lawful orders of the ASM on duty or official in-charge supervising the \nshunting during the course of shunting operations including coupling or uncoupling of \nvehicles of wagons. Fixing rubber washers, closing wagon doors, displaying hand signals \netc. \nii) He shall exhibit danger signal to the official supervising the shunting should the crossing \nbe fouled during the shunting operation. \niii) He shall pilot the trains in case of abnormal working and when ordered by the SM on duty. \niv) He shall be in proper neat and clean uniform while on duty. \nv) He shall come on duty after taking complete rest and shall not perform duty under the \ninfluence of liquor, drugs, or intoxicants. \nvi) Neither shall he absent himself from duty nor shall he exchange his duty without prior \npermission of his superiors. \nvii) He shall not leave his duty unless properly relieved or authorized by his superiors. \nviii) He shall set the points properly in non-interlocked yard and man them for all shunting \nmovements and shall not interfere with the points while the v ehicles are standing and, or \npassing over them. \nix) He shall be responsible to see that fouli ng marks are kept clear after completion of \nshunting. \nx) He shall always commence his duty equipped with hand signal lamps during night and \nflags during day. \nxi) He shall verify the correct setting of route before delivering required papers to the loco pilot \neither through taking 'OFF' the relevant shunt signal or by personal observation. \nxii) In case of track failure he shall assist the SM to ascertain the clearance of line. \nxiii) He shall be responsible for lighting up of the indicators in the evening and putting out in the \nmorning time fixed by DRM office and ensuring that these are burn brightly at night. \nxiv) He shall be responsible for cleaning and oiling the burners and trimming wicks during day \ntime under the supervision of Station Manger/Deputy Station Manager. \n \nVI. Gateman \ni) He shall be responsible for proper operation of the gate as per SWRs for the passage of \ntrains. \nii) He shall ensure that no train suffers any detention on account of late closing of the gate. \niii) He shall keep the channels of check-rails clean and shall clean the road within the railway", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "limits and water the area regularly. \niv) He shall clean the gate lamps and hand signal lamps daily. He shall ensure that the wicks \nof the burners are trimmed so that these are lighted properly and kept burning continuously \nfrom sun set to sunrise. \nv) He shall keep the surroundings of his gate lodge clean tidy and neatly planted with shrubs, \nplants etc. \nvi) He shall remain alert on duty till properly relieved. If he is required to lea ve the gate in an \nemergency he shall close and lock the gate booms against the road traffic before leaving \nthe gate. \nvii) He shall ensure that the equipment at L-xing are complete and in working orders. \nviii) He shall produce the public complaint book when required by public for lodging complaint \nand to the railway officials for inspection. \nix) He shall ensure that road traffic is not unnecessarily held up at the gate. \nx) He shall stand in attention near the gate l odge facing the track and be prepared to repeat \nany signal which the guard may intend to convey to the loco pilot or show caution or \ndanger signal should anything\n appear to be wrong with the train itself as it passes. \nxi) He shall be polite and courteous in his behaviour towards the public. \nxii) He shall report any defect in the gate to the ASM on duty without delay. \nxiii) He shall close the gate on sighting a train or when ordered by the ASM on panel duty. \nxiv) He shall attract the attention of the loco pilots and guards by shouting and gesticulating \ninstead of showing danger signal in case of tram parting. \nxv) He shall obey all lawful orders of the SM on duty. \nxvi) In case of any obstruction, accident or damage to the gates, he shall protect the \ngate/obstruction as per instructions and rules in force. \n \nVII Duty list and hours of duty: \n \n1. Sr. DPO/DPO shall fix the duty hours for the staff at stations in accordan ce with the (Hours of \nemployment regulations in consultation with Sr.D OM/DOM/ Sr.DCM/DCM). Copies of these duty hours \n(roaster) must be displayed at each station \n \n2. Station staff shall handover charge at the end of th eir hours of duty as pres cribed at the station \nonly when properly relieved. Such duty hours shall not be exchanged without the permission of the Station \nMaster. \n \n3. Daily Mustering of Staff: The Station Master or t he person authorised in this behalf shall fill in the \nattendance of staff at his station in Attendance Register. \n \nSM's responsibility for assurance: \n \nStation Master’s responsibility before allowing employees to take independent charge- \n \n1. Station Master must not allow any employee to ta ke independent charge of a post connected with \ntrain working without satisfying himself after detail ed oral examination about the knowledge of concerned \nstaff .He must satisfy that the employee – \n(a) Possesses the requisite Certificate of Competency. \n(b) Has understood the working rules of the Station and is fully conversant with the duties he \nhas to perform. \n2. Before an employee takes independent charge of a post connected with train working for the first \ntime, the pickup period is generally laid down by the DRM(Safety). However, following guidelines can be \nobserved on first posting or when there is change of system/means of working \nof trains – \n(a) Junction stations with marshalling yard and lobby - 10 days", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "(b) Terminal stations with marshalling yard and lobby - 8 days \n(c) Large stations or juncti on stations - 5 days \n(d) Medium stations & Road side station - 3 days \n(e) Road side stations - 2 days \n If employee fails to give declaration in fixed period, he must be directed for Refresher Training at \nhis expense. \nIt must cover pickups in all the shifts. \n (Minimum one day for each shift.) \n He must read station-working rules and must wi tness the actual performance of these duties for \nthe time specified as ‘pick up’ time. In emergencies, however and in cases where the duties are of a simple \ncharacter and similar to those already performed by an employee at stations where he has worked before, \nthis pick up period may be reduced by the Sr.DOM. \nHome Address Register: \n1. Every Station Master must maintain a Regist er containing the name and up-to-date address \nincluding telephone /mobile phone no. of each member of the staff employed at his station. \n2. A separate Register containing list of all sh opkeepers, licensed vendors, licensed coolies, \ncontractors coolies or any other persons working at station other than railway employees must be \nmaintained along with their up to date address and telephone nos, blood group if available and office copy \nof their Photo Identity card s. Entry of such persons into station area will be permitted only after checking \nthe I Card. \nPublic and Staff notices for exhibition: \nThe following Notices and Publications, besides those, which may be ordered from time to time, shall be \nexhibited at each station in conspicuous places. \n1. Notice Board showing current running of trains in the waiting hall, or at the entrance. \n2. Notices regarding hours of business of goods, luggage and parcels – outside the respective \noffices. \n3. Notices regarding restrictions in Goods Booking. \n4. Notices regarding Allotment of Wagons. \n5. Rules regarding occupation/use of Waiting Rooms – Inside the waiting rooms. \n6. Notice regarding date of payment of staff. \n7. Duty Rosters and Classification lists of staff employed at stations. \n8. Extract of Railways Act (24 of 1989) and payment of wages act. \n9. A list of nearest Doctors and Hospitals, with telephone nos. \n10. Rules for the occupation of Rest Houses and Rest Rooms. \n11. A list of home addresses with telephone nos. of staff in Station Master’s office. \n12. List of persons with telephone nos. from whom conveyance can be requisitioned in \nemergency; list of tent houses. \n13. List of nearest Fire Stations, Bus depots, Airports, OIL companies etc. with telephone \nnumbers. \n14. List of telephone numbers of Civil, Police, Military and Railway officials. \n15. Other prescribed notices. \n16. The List of Staff qualified in First Aid. \n17. Blood groups of staff \n The Station Manager must be careful to see that out dated timetables and notices are \nremoved and replaced with current ones. He should also ensure that the telephone nos. are updated from \ntime to time. \nExhibition of public advertisements: \n1. Public advertisements in the form of Boards, Post ers, Showcases, Models, Neon-signs, or in any \nother form should not be allowed to be exhibited at any place within the station limit or premises without the \nwritten permission of the competent officer of commer cial publicity branch etc. The Station Master will \nmaintain a register showing full particulars of each ad vertisement exhibited at the station in the prescribed \nform.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "2. Station Masters and other railway staff including G uards and Loco pilots of any train must not \npermit the display of advertisement matters on engine s, passenger coaches and other rolling stock, unless \nthe prior permission of the Divisional Railway Manager concerned has been obtained. \n \nRule Books, Manuals etc. at Stations: \n \n1. The Station Master is personally responsible to s ee that rules books. are kept up-to-date and are \navailable to staff for reference. (G&SR 2.01, 5.02 and 5.03.) \n \n2. Station Master is also responsible to see that all registers, forms and charts are properly and neatly \nmaintained and that they are not used for purposes other than those for which they are printed and \nsupplied. \n \n3. Station Masters are responsible for general accuracy of all periodical returns and for their \nsubmission in time. \n \n4. Destructions of obsolete\n records shall be recorded in a register \nStation Records: \n \n1. Each book/Register, when completed must be stoc ked in a bundle with a cover showing dates of \ncommencement and completion. \n \n2. Records must be placed on shelves and almirahs in dry and secure places, where they shall be \nsafe from irregular handling or removal by any unauthorised person. \n \n3. Periods for which Station records must be kept at Stations are given at the end of this chapter. Any \nrecords pertaining to court cases/enquiries must not be destroyed until the DRM’s permission is obtained. \n \nBooks and Notices at Level Crossing Gates: \n \n The following books and notices are maintained at a level crossing gate provided with Gate-lodge. \nWhere Gate-lodges are not provided, the books shall be maintained in the Station Master’s office. \n \n1. A Book showing the list of equipments. \n2. Duty Rosters. \n3. A copy of duty list with translation in regional language. \n4. Level crossing working instructions, which should appear as separate appendix to SWR. \n \nHand Book for gateman \n \n1. Extract of the Station Working Rules. \n2. Public Complaint Book. \n3. Vision test and Competency Certificate of the Gateman. \n4. Results of last Traffic Census. \n5. Inspection Books. \nFiling of Operating Circulars: \n1. Every Station must maintain files of circulars etc. subject wise. \n2. Each circular must be got noted by members of the staff concerned. In case of Group ‘D’ \nmoderately literate staff, Station Master must record that circulars etc. have been correctly explained. \n \nInstructions for Guards \nInstructions for Guards issued from time to time must be kept in one file at Guards Headquarter stations. \nGuards must make themselves thoroughly acquainted wi th these instructions and should sign the circulars \nand assurance register of safety literature file, while “signing on” for duty. \nCorrespondence: \n1. All official correspondence must be attended to by the Station Master, who must open all covers \nand see that all letters are replied without delay. \n2. All inward letters must be registered in the inward letters register showing the dates & letter no. of \nreply with a copy placed in a file. \n3. Station Masters are responsible for the accuracy of the information contained in all outgoing letters, \nwhich they must sign personally.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "4. The Station’s name must be stamped on all returns and letters and on envelopes in which they are \ndespatched. \n5. Every outward letter must be numbered, dated and mu st also bear reference no. of the subject. \nThis must be adhered to in all subsequent corres pondence when replying to correspondence; reference \nmust be made to the letter number under reply. \n6. Letters from the public asking for information must be replied to as promptly as possible. If there is \nany difficulty in supplying the required information, the receipt of the letter must be acknowledged and \nmatter referred to the DRM, \n7. SR.DOM shall provide model draft of letters, wh ich are frequently received at stations, using a \nmodel draft will ensure that language used is polite, respectful and courteous. It should be written legibly at \nstations not having computers \n8. When forwarding letters or complaints from staff working under them, Station Masters must submit \ntheir own remarks, while forwarding such letters. \n9. Letters received by the Station Master, pertaini ng to departments under him e.g. Goods Shed, \nBooking/Parcel offices etc. may be marked by the St ation Master for the In charge concerned, but the \nStation Master shall be personally responsible for the early compliance of such letters. \nPlaying of Bands and presentation of Guards of Honour etc. on Station platform: \n The playing of bands and presentation of Guard of Honour etc., on the Station Platform is \nprohibited, except with the prior permission of the DRM. \nProhibition against Photography/Film shooting on railway premises: \n Such Photography/Film shooting is strictly prohibi ted within Station limits and on the railway lines, \nexcept with the permission of the officers authorised by railway administration. \nReligious Edifices within the railway limits: \n Employees are forbidden to occupy any place in station area for praying holding religious \nfunctions speeches, discourses etc., to erect religious structures, either permanent or temporary, or to add \nor alter any existing religious structures on railway land, without the sanction of the General Manager. \n Station Masters will keep close watch and prompt ly report any violation of this instruction. \nNormal period for which Station Operating Registers and Records are required to be preserved: \n \nS.No. \nof the \nBook/ \nForm \nDescription of the Book/Form \nPeriod of \npreservation from \nthe date of \ncompletion \n Train passing registers/Books/Forms 1 year \n Muster Roll Permanent record \n Caution order register and Caution Order books 1 year \n Wagon Exchange Book/Wagon Exchange Register 3 years \n Sick Wagon and Transhipment Register 3 years \n Guard’s Signature Book 3 years \n Wagon Demand/Priority Register 3 years \n Indent and Loading Register 3 years \n Wagon Transfer Register 3 years \n Damaged Stock Register/ Sick Wagon Register 3 years \n Siding Voucher Book/Record of Time Wagon Handing over 3 years \n Control Order Book/Conference Book 3 years \n HQ Leaving Permission Register 1 year \n Uniform Register Permanent \nRecord \n Record of Station Equipment sent for repairs Permanent \nRecord \n Register of Inward and Outward Letters 3 years", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "Register of Important Circulars Permanent \nRecord \n Station Order Book Permanent \nRecord \n Station Inspection Register Permanent \nRecord \n Transportation Bio-data Register Register of Home Addresses of staff etc Permanent \nRecord \n Spectacles Register 1 year \n Station Diary and Charge Book 1 year \n Unconnected Wagon Register 3 years \n Load Report Register 3 years \n Register showing Analysis of Late starts To Goods Trains at important Yards 3 years \n Watering Register 3 years \n Summary of Daily receipt and despatch of wagons and Work Done Local Orders to be \nissued by DRM \n Special Stock Register Local Orders to be \nissued by DRM \n Detention to Wagon at Train Marshalling stations Local Orders to be \nissued by DRM \n Register of occupation of reception lines 3 years \n Detention to Trains outside signals and at adjacent stations 3 years \n Marshalling Register for Inward and Outward trains Local Orders to be \nissued by DRM \n Register showing detailed Arrival, Plac ement, Despatch and Detention particulars \nof PU, Repack wagons, etc. \nLocal Orders to be \nissued by DRM \n Register of Long Distance Goods Train run Local Orders to be \nissued by DRM \n Guard’s and Assistant Guard Arrival Register 3 years \n Register showing Detention to wagons at Break of Gauge Transhipment point` 3 years \n Number Taker Book 3 years \n Yard Wagon Balance Register 1 year \n Guard’s Duty Register 3 years \n Guard’s Rough Journal 3 years \n Register of Train Advices 6 months \n Form of Train Examination advice 1 year \n Register showing load of Goods Trains and Goods trains run under load 3 years \n Statement of running of Passenger Trains 3 years \n Diary of Yard Supervisor. Permanent \nRecord \n Unusual Register, other registers and Records maintained in control offices and at \nspecified stations \nLocal Orders to be \nissued by DRM \nNote: - (i) In calculating the one year or the three y ears period, the year to which the books and documents relate, \nand the year in which they are to be destroyed should be excluded. \n(ii) Record pertaining to Court Cases, departmental enquiries should not be destroyed till three years from the \ndate the case is decided. \n(iii) Record pertaining to public claims etc., or those under reference from Home or other railways, should not be \ndestroyed without permission from DRM concerned. \nMost of these registers can be computerised, clubbed & some can be eliminated \n~~~~~~~", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "WORKING OF TRAINS (Back to Index) \n \nGeneral \nNo person shall drive a train unless he is in posse ssion of a valid certificate of competency issued \nby an authorized officer. \n \nNo Loco Pilot, Assistant Loco Pilot or loco pilo t of any self propelled vehicle shall be booked to \nwork a train or to drive a vehicle until he has learnt the road and shall give a declaration that he is fully \nacquainted with it. \n \nFor this purpose he will be booked to work three round trips on each section including one during \nnight before being put to work the train/vehicle independently. \n \nExamination of Trains \n \nEach train shall be examined by competent person from the rolling stock/electrical maintenance \ndepartment before being offered for passenger, goods/or any other service. \n \nThe purpose of the examination is to ensure that all functions of the train and its constituent \ncarriages/wagons etc are working correctly, particularly safety devices including brake systems, passenger \nalarm –etc to be listed by competent authority. \n \nThe competent staff shall sign a certificate of safety test indicating duration of its validity. \n \nClassification of Trains: \nTrains are either scheduled as shown in the Working Time Table or non scheduled trains and are \nrun on the following account: - \nTraffic Account: \n(a) Mail/ Express/ Passenger Trains \n(b) Commuter trains EMU/DMU/for Suburban, regional passengers. \n(c) Military Specials including troop trains. \n(b) Parcel trains of carriage of coaching traffic only. \n(c) Goods trains for movement of conventional freight cargo \n(d) Container Trains \n(e) Mixed trains carrying both passengers and freight \nOther trains to include Exhibition Trains, Mobile Hospital on wheels etc. \nEngineering Account \n1. Ultrasonic and other track testing trains: \n(a) Material trains. \n(b) Track maintenance trains like Tie Tamping Machines, Rail grinding trains PQRS, \nBCM, DGS etc., \n(c) Wiring Special / Tower wagons. \nMiscellaneous Account: \n(a) Staff shuttles. \n(b) Water specials. \n(c) Workmen’s specials. \n(d) Accident Relief Train (ARTs) \n(e) Accident Relief Medical Equipment (ARMEs). \n(f) Crane Specials. \nTrain Ordering: Scheduled passenger trains do not require train ordering \nTrain advice is necessary only when these are required to be cancelled, put back or there is any \nchange in the schedule shown in the Public /Working Time Table. \nIn case of unscheduled trains, train advice should be issued. \nTrains are ordered by CTNL in conjunction with the Power Control and or Lobby Supervisor. \nTrain Preparation: \nThe time at which train is required to be in readiness in all respects for departure from the starting \nstation will be laid down by the Divisional Railway Manager/SR.DOM.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "In case of passenger trains, the rake duly examined and fit in all respects with full compliment of \ncoaches (at least to meet reservation requirements fully) should be placed on the platform well in time to \nallow all pre departure functions to be completed. \nThese include- \n• Loading of mails, booked luggage, and parcels \n• Loading of linen \n• Pantry car provisions \n• Watering \n• Cooling of AC coaches \n• Display of reservation charts \n• Deployment of train staff \n• Attaching of locomotive \nTo facilitate passengers boarding, generally an important long distance passenger train should be \nplaced on the platform 30 minutes/15 minutes before its scheduled departure, depending upon the terminal \nlayout. \nEvery Loco pilot of a train while starting from the starting station must verify adequacy of brake \npower as certified in train examination document .In addi tion, he must conduct a “feel test” to ensure that \ntrain brakes respond to brake application. In case of failure, he will report to the control and bring his train \nto a stop as directed by the Control. The train shall move only after the defect has been rectified.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "MARSHALLING (Back to Index) \n \nMarshalling \nMarshalling is attaching of vehicles on a train in a predetermined manner to ensure train safety, provide \noperational expediency and to maximize customers convenience \nMarshalling of Mail/Express/Passenger Trains: \n \nThe general principles kept in view while marshalling are \n I Position of upper class coaches, ladies compartment, dining car,in respect of easy accessibility \nNormally the dining cars or the catering compartments, air-conditioned and upper class coaches, shall be \nmarshalled in the middle of the train or as near to it as possible and ladies compartment will be near \nGuard’s SLR. \n Non-passenger carrying stock shall preferably be ma rshalled next to the engine or in the rear of \nthe train, defining the area for stacking, loading and unloading of parcels packages and mails on platforms. \n \n1. The Marshalling of SLRs and Anti-Telescopic/Steel- Bodied Coaches on Passenger Carrying \nTrains: \n \n(a) \nMarshalling of Mail and Express trains: \n \n (i) In case of SLRs which have passenger portion on one side, luggage-cum-brake portion on \nthe other, the SLR should be marshalled in such a way that the luggage and brake portion \nis trailing outermost or next to engine. \n(ii) In case of new design of SLRs with Passenger portion in the middle, these can be \npositioned in either way. \n(iii) In case, anti-telescopic/steel-bodied SLR is marshalled with passenger portion next to the \nengine or rear SLR with the passenger portion to wards the end of the train\" the passenger \nportion of SLR should be locked. \n(iv) In case of shortage of SLRs, any ot her suitable coaching vehicle or a VPU may be \nprovided, and in case a coaching vehicle is attached its doors should be locked to ensure \nthat passengers can not occupy it. \n(v) However on the M.G., if it is not feasible to position the SLR as mentioned in Item (a)(ii) \nabove due to coupler arrangements marshalling, as operationally convenient may be \nallowed. \n(vi) Two anti-telescopic or steel-bodied c oaches should be marshalled inside the anti-\ntelescopic or steel-bodied SLRs at both ends. \n(vii) After providing anti-telescopic or steel bodied SLRs for Mail/Express trains, all the \navailable anti-telescopic or steel-bodied SLRs should be used on main line passenger \ntrains and after meeting this requirement, the rest should be used on Branch Line \nPassenger trains. Anti-telescopic or steel- bodied SLRs should be marshalled in the same \nway as in the case of Mail/Express trains. \n (b) Marhsalling of Short Service trains: \n The Railway Board has permitted marshalling of three coaches in front and rear of the SLR on \nshort trains, provided they have working brakes and subject to two end coaches at either side are anti-\ntelescopic. An Inspection Carriage may be attached as fourth trailer coach on such trains. \n(c) Non-Passenger Coaches: \n VPs LRs, WLRRMs and other coaching vehicl es, which do not carry passengers may be \nmarshalled as operationally convenient. Inspection carriage, whether anti-telescopic/steel-bodied or not \nand occupied or being worked empty may be marshalled as operationally convenient. \n(d) Reserved Bogies and Saloons Occupied by VIP: \n Reserved bogies occupied by passengers and Inspection Carriages/ Saloons occupied by VIPs \nshould be treated as a passenger coach and marshalled accordingly. \n If they are anti-telescopic or steel-bodied they can be marshalled anywhere as operationally \nconvenient. If they are wooden-bodied, they sh ould be marshalled inside the required number of anti-\ntelescopic/steel-bodied coaches. \n(e) Sectional/Through Service Coaches: \n (i) Sectional/through service coaches, if they are anti- telescopic or steel-bodied, \n may be marshalled as operationally convenient.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "(f) POH/Sick coaches returning to Shops: \n \n(i) In the case of POH/sick coaches, which ar e returned to shops for major repairs and are \nattached to passenger trains, such coaches should be properly locked and windows \nsecured, so as to prevent entry of any passenger into these coaches. In that case, it is not \nnecessary to attach these coaches according to safety marshalling instructions and can be \nattached next to the train engine or rearmost as convenient. If for any reason, it is not \npossible to lock up these coaches, such coaches should be treated like other passenger \ncoaches in the train formation and should, therefore, be marshalled inside the required \nnumber of anti-telescopic/steel bodied coaches. \n(ii) It is also desired that the above instruct ion on safety marshalling of passenger carrying \ntrains should be made known to all the staff and officers concerned and these should be \nfollowed strictly. \n \nBlock Rake Composition: \nFor block rake composition and marshalling order, 'Normal composition and marshalling order and rake link \nof passenger trains' are issued by COMs of respective railways from time to time. \n \nMixed Trains: \nClassifying a passenger carrying train as a mixed train needs authorization by COM. \nOn such a train, coaching and goods stock shall normally, remain in one block (except where a deviation is \npermitted) and their marshalling will also be laid down by the COM. \nNormally goods stock should be attached next to engine and coaching stock inside the rear brake van. \nAttaching of Four Wheelers on Passenger, and Mixed Trains: \n \n1. Rules on the subject contained in GR 4.08 and in the current Working Time Table should \nbe followed. \n2. On MG and NG the single empty or loaded 4 wheeler must not be marshalled between an \nengine and bogie vehicle/wagon or between two bogies /wagons. \n3. However, on BG the above restrictions do not apply to match trucks along with Break \nDown trains and whenever under special instructions four-wheeled brake-van is attached \nnext to engine provided that such stock is fitted with center buffer couplers. \nAttaching of Vehicles outside the Rear Brakevan : \n Vehicles\n outside the rear Brakevan can be attached in accordance with the provision of the following SRs: \nAttaching of vehicles in rear of Brakevan in fully vacuum train \nAttaching of power plant bogies \nAttaching of damaged vehicles \n \nMarshalling Chart for Passenger/Mixed/Goods Trains: \nS.No Type of Stock Marshalling order \n1 Empty coaching stock, covered \nmotor trucks etc. \nAs operationally convenient but preferably \nmarshalled as outermost vehicle at either end. \n \n2 Motor car etc. loaded in open wagons \ncovered with wagon sheets. \nIn the rear of the Train either as a last vehicle or \ninside the rear brake van \n3 Banking Engine (a) On ascending gradients in rear of train. \n(b) On descending grades in front. \n(c) Both gradients in quick succession, if any, then in \nfront. \n \nATTACHMENT OF DEAD LOCOMOTIVES \n \n(Railway Board’s letter: 1. No.. 99/Safety(A&R)/19/10 dated 10.12.2001 and 2 No.2000/M(L)/466/803 \ndated 1/9th March 2004) \n \nI. Conditions for attachment of dead locomotive:- \n \ni) Certificate for ‘Fit to run is issued by Section Engineer/Loco Inspector/Power Controller for \nPassenger/Goods train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "ii) Maximum permissible speed of the train shall not be less than maximum permissible \nspeed of the dead locomotive \niii) Arrangements have been made to ensure that brakes can be applied on dead \n locomotives in synchronization with working locomotives \ni) Running of double/triple headed is permissible on the section over which the dead \n locomotive is to be hauled. \nii) When a dead electric locomotive has to be moved on a non-electrified section, special \n check shall be made regarding its infringement to the schedule of maximum moving \n dimensions. In the case of any infringement, the dead locomotive shall be treated as \n an ODC. \niii) As a final check, the coupled locos should be run for about 500 meters and the driver shall \ncheck for any abnormal rise in the temperature of the wheels of the dead locomotive and \nshall also check it at subsequent stops during the journey. \niv) In addition to freight/passenger trains, a dead locomotive can also be attached to \nMail/Express trains including Superfast trains but excluding Rajdhani and Shatabdi if the \nlocomotive brakes including proporti onate brakes are operational and maximum \npermissible speed of the locomotive is not less than the booked speed of the train in which \nit is being attached. Locos with inoperative brakes can be attached subject to the brake \npower of the train being within the permissible limits. Locomotive with defects in \nundergear equipment can be attached only in freight trains. \n \nII. Attaching/hauling of dead locomotives by Mail/Express/Super fast/Passenger trains: - \n \ni) Only one dead locomotive (diesel/electric) can be attached. \nii) Brake power of the train should be 100% excluding dead locomotive \ni) As far as possible, brake should work on dead lo comotive. However, if it is not possible, \nthen in the case of air-braked train, brake pipe and feed pipe of working locomotive shall \nbe connected to brake pipe and feed pipe of trailing stock and dead locomotive will \nwork as piped vehicle. \n \n In the case of vacuum braked train, vacuum pipe of locomotive shall be connected with vacuum \ntrain pipe of trailing stock and the dead locomotive shal l be treated as a piped vehicle. If the locomotive is \nfitted with pure air braked system and vacuum pi pe is not provided on locomotive then it should be \nattached with air braked trains only. \n \nIII. Attaching/Hauling of dead locomotives by goods trains: \n \n Movement of maximum three locomotives (2 working+1 dead) with load is permissible subject to \nobservations of all restrictions on operation of double/triple headed working locomotives in the \nsection provided that brakes in dead locomotives are operational. \n \n The above instructions should be strictly followed an d it is, therefore, advised that these guidelines \nbe supplemented in the respective Subsidiary Rules also. \n \nIV. Escorting of dead Locomotives:- \n Escorting of locomotives (diesel as well as electric) attached to freight and passenger carrying \ntrains is not necessary if the brakes including proportionate are fully operational and the dead locomotive is \nattached next to the train engine. The dead locomotive will continue to be escorted if attached in the rear \nof brake van or has defect in undergear equipment. \n \nMedical Relief Van: \nCan be run without brake van (Local SR should be followed for Ghat Section) \nInspection Carriages attached to Light Engine: \nMaximum three inspection carriages occupied by the officers can be attached. In case more than 3 \nInspection carriages are attached, rules regarding running of goods trains without brake van will apply. \nAttaching of Travelling Cranes: \n Provisions of G&SR 4.27 should be followed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "FREIGHT OPERATION (Back to Index) \n \nImportance of Freight Operation: \nThe freight business is the major source of revenue for the Indian Railway. \nMain activity centres of Freight operation include terminals, yards, control office and stations. \nI. Broad Classification of Goods Trains: \n1. End to End: \nTrains, generally run from the train-originating Terminal to the final destination. This is an express stream \nof freight trains and does not require any stoppage en route, except for crew change. \nSuch trains will normally include container trains, air braked block rakes for single destination. These trains \nare planned to run like non stop Rajdhani trains and may have a fixed timetable and guaranteed transit \ntime. This group may include trains of private freight operators. \nOther through trains –Are also block rakes or may have two or more destinations on the same or adjacent \nsection. These may have conventional bogie stock \n2. Work Trains, Shunting Trains, Pilots etc.: \nThese train movements are for short distances for clearance of damaged wagons made fit or for \nsupply/removal of rakes to and from the sidings or important terminals served by a yard. \n3. Departmental trains: \n These include Material Trains, Track maintenance trains, Ballast trains, Relief Trains, Wiring \nSpecial, Crane Specials etc. are known as departmental trains. \nII. Complexity of Freight operations: \nFreight operation is generally more complex than passenger train operations for the following reasons: \n1. The changing pattern and fluctuations in demand fo r rakes/wagons due to changes in the level of \nproduction, changes in the pattern of distribution and changed consumption centres. \n2. The variety of commodities to be moved, with different characteristics & type of wagons required \n3. Preferential traffic schedules, rationalisat ion scheme& other public policy regulations \ni) Seasonal variations in demand \nii) Time taken in loading/unloading–whether manual or mechanical \niii) Train examination Systems \n• End to End/Intensive Examination \n• Premium end to end \n• C.C. rake \nThis in turn results in -Sick Wagon detachments & attachment of fit wagons for completing the rake \ncomposition. \n4. Following is the series of operations for empty rakes being offered for loading:- \n• Examination \n• Supply/placement \n• Loading \n• Despatch \n5. For inward loaded trains which after placement and release have to be back loaded at the same \nterminal or at other location, withdrawal from loading points may require an outward examination unless \nthe rake is fit for round trip or for a prescribed distance. \nOnce the train is fit in all respects and commercial formalities have been complete a set of activities are \ninitiated these include – \n• Preparation of train documents \n• Train ordering, \n• Arranging train crew & locomotive \n• Monitoring train movement \n• Arrival at the destination", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "This cyclic operation requires constant monitoring and co-ordination. \n \nIII. Ordering of Goods Train : \na) Each freight Train is required to be ordered to run under a unique number /name or Train \nID for monitoring its movement through intermediate divisions, zones etc as also to \nfacilitate all processes at control office s, yards, C&W depots station and Crew/Guard \nbooking Lobby Power Controller/Traction Loco Controller. \nb) The message from Divisional Control that a train is scheduled to leave from a Station or \nYard at a certain time. is known as the Train Notice. The message is, in turn further \nconveyed to all concerned. The availability of suitable (i) Load (ii) Locomotive (iii) \nCrew/Guard and (iv) Path has to be kept in view for ordering of goods trains. \nc) Co-ordination between the Traffic Controller /and the Power Controller (the shed, if fresh \npower is required) ; the Yard/Station, C&W staff and the Crew/Guard booking lobby is thus \nrequired. \nd) Regular conference with yards, terminals, and the adjoining Division is held by the Control \nand for exchange of information regarding fore cast of trains in yards; completion of \nloading/unloading at sidings etc. and interchange with adjoining Divisions. This monitoring \nshould be enforced through FOIS so that time of staff spent on phone is reduced and more \nproductive work is done by better planning. \ne) Constant monitoring for expediting loading/unl oading at major sidings/goods sheds is also \ndone by Control and the Station Staff for ensuring the availability of load. \nIV. Planning of Locomotives: \na) Power Plan: \n The power plan indicates the daily average number of locos required and planned for freight \nservices section wise for each division \nThis bare requirement of Locos for Traffic use is calculated on the basis of the traffic turn round and \naverage number of trains run on each section \nThis represents the average number of locos needed on the Division. \nb) Loco Outage and Loco Utilisation: \n Loco Outage means the average number of locos available to traffic use in a day (24 hours). Since \nthe Diesel and Electric Locos have long extended runs and may cover many divisions in a day, the position \nmay be maintained graphically for the entire duration (0 to 24 hours) the loco is on line on the Division. \nDifferent colour graphic representation on Bar Chart can represent the time spent by each Loco to serve as \na good Management Information System e.g. (a) time taken by running train (b) time taken for Crew \nChanging (c) time for Fuelling (Diesel Locos) (d) time taken for Loco inspection (e) time for repairs on line \n(f) time for Light Engine running (g) time taken for Shunting (h) time spent at terminal/ destination (i) en-\nroute detention. \n Thus, the total hours for which the various Locos were available for Traffic use divided by 24 \n(number of hours in a day) would give the Loco outage. \nLoco outage = Engine Hours for traffic use\n \n 2 4 \n Loco outage can be prepared service-wise/shed-wis e/railway-wise, traction wise etc. The actual \nLoco outage should generally be around the target fixed for each Division. \n However, it should be appreciated that wh ile the target is based on average, the actual \nrequirement of Locos may fluctuate due to bunching of trains, increase in traf fic or due to bottlenecks on \naccount of operational reasons, equipment failure or after effect of interruption to traffic. \nc) Control of Operating Department on Loco running: \n Electric and Diesel Locos are maintained by the respective Loco Sheds and Locos once turned out \nof shed are available for utilisation for a number of da ys till prescribed maintenance/inspection schedule is \ndue in the shed or the locos require out of course repairs. Thus, while the operating staff has the \noperational control over utilisation of Locos as well as flexibility of using the Locos as per operational \nrequirement, they have to keep in view the maint enance/inspection schedules of the Locos and send the \nLocos to the Shed well in time. Overdue running of locos should be avoided by suitably planning the train \nrunning. Similarly, all out efforts should be made to se nd the dead locos or locos requiring attention in the \nhome shed. The hauling capacity of the Locos and special restrictions as jointly agreed to by the officers of \noperations and loco departments should also be adhered to.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "While operating department has to optimise the work done by each Loco i.e. moving maximum \ntraffic with the minimum number of Locos by adopt ion of operational strategies and improving the \nefficiency, the Shed and the Loco organisation should provide optimum number of Locos in good fettle, \nkeeping in view the traffic needs as shortage of Loco s can lead to transport bottlenecks and inability to \nmove the existing and potential traffic. \n Along with the availability, reliability, safety and predictability have to be aimed. Loco failures, \nLoco troubles en-route and ineffective locos should be kept to the bare minimum. \n Balancing of Locos is also required to be done i.e. Locos without loads may be sent to other \nDivisions where they are required. \n Reduction in terminal detentions and increasing av erage speed of goods trains would substantially \nimprove engine utilisation. \nd) Availability of Engine Crew and Guard: \nRunning staff for Goods operations are generally booked on the principle of first in and first out, \nBalancing of Crews/Guards by sending staff spare is al so required to be done in case the running of trains \nis not even in both directions on a section. \ne) Availability of Path: \n Theoretically, on a double line section, a Goods Train can always be run when load, power and \ncrew are available and the next block section is clear. \n On single line sections despatching a train out of path, will be counter productive, due to \nMail/Express Blocks, Peak timings of Suburban or Commu ter traffic. Readiness of the interchange point or \nthe terminal to accept the trains are to be kept in view before pushing a goods train ahead. It is better to \nhave directional flow if possible. \n Master Charts incorporating all Passenger carrying trains and realistic goods train paths are \nprepared in consultation with Operating Officers, Controllers, Yard Staff, Power Controller, Station Masters \nof important stations etc. in order to: \ni) Find out line capacity of the section. \nii) To highlight the set of suitable paths for guidance of Control, which can be used for, goods \ntrain ordering also. \nIii To prepare tentative goods train time t able for selected express stream of trains. \nf) Lobby System: \n A Lobby is like a Control Office in the field. It is established with the twin aim of reducing engine \ndetention and crew detention in a Yard or a Crew or engine changing stati on by realistic ordering of trains \nand Crew/Guard booking. \n It is advantageous to have a combined Crew and Guard booking lobby so that both are available \nsimultaneously. The lobby supervisors/staff can take forecast of a train running from the Deputy \nController/Section Controller along with details rega rding the names of Crew, Guard and their signing in \ntime, loco particulars, last C&W examination etc. \n They can verify the dates of Loco Schedules fr om the Chart available with them and keep liaison \nwith the Power Controller/TLC. They also keep watc h on “expect” of train formation, examination, \nreadiness etc. and by constant chasing, planning and updating of information, trains are ordered on \nrealistic expect, Trains may be put back or cancelled, if required and Crew booking and engine allocation \nchanged promptly. \n Some overlapping Crew/Guard may also be kept in the Lobby to take care of the last minute \nabsenteeism. Shunters may also be k ept in the Lobby of big yards/junctions to attach, detach, and run \nround locos or to pull the Train from Yards upto the Cr ew changing points, so as to avoid wastage of main \nline Loco pilots. \n The pre-departure detention to the Crew, Crew hours balancing, rescheduling of Locos and Yard \ndetentions to Locos can be thoroughly monitored by the Lobby and remedial measures taken. \nV. Role of Various Agencies in Freight Operation: \nLarge number of agencies play important role in frei ght operation. Marshalling Yards, Train Examination, \nLocomotives and Lobbies have been di scussed elsewhere in this Manual. Role of a few agencies is \ndiscussed below with special reference to freight operations. \ni) Control Office: \nThe main function of the Control Office is planning, ex ecution and review with all the three activities going \non simultaneously. \nii) Planning is aimed at forecasting and optimising the following:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "1. Interchange \n2. Trains to be run section-wise \n3. Supply of rakes/ for bulk loading,. \n4. Release of inward loaded rakes placed for Unloading \n Information regarding the following items is generally required for this purpose: \n(a) Analysis of divisional wagon holding \n(b) Power availability \n(c) Availability of loads \n(d) Disposal of empty rakes \n(e) Demands for loading \n The plan is made by Control in the early hours of morning and reviewed by Operating Officers. \nChanges in the plan, as deemed necessary are made at various stages on the basis of updated information \nreceived from the activity centres, adjacent divisions and instructions received from the Head Quarters. \niii) Execution: \nThe goods operation plan is executed on the basis of actual materialisation. of the forecast with suitable \nadjustments made for short falls /excesses. \nYards, Loco Sheds, Stations, Terminals, Lobbies and TX R depots are actively involved in execution of the \nplan. \niv) Review: \n The trend of the day’s position is reviewed by the Chief Controllers and Officers in the afternoon. \nDetailed review of the previous day’s performance is carried out early in the morning by the Operating \nOfficers with the following objectives: \n1. Analysing shortfalls of previous day to take remedial measures and pin-point weak spots. \n2. Provide data for planning for the current day. \nThe main features of performance, which can be reviewed, include: \n• Interchange failures \n• Divisional Wagon Balance (Wagons on Division) \n• Train Running \n• Disposition of empties \n• Loading at important terminals – and in case of shortfall, reason for the same. \n• Review of unusual occurrences \n• Examination of Control Charts \n• Particulars of stabled loads \n• Yard performance \n• Unloading on Division \n• Registrations and Loading \n• Power position, utilisation of Locos & Terminal detention \n• Sick line working \n• Special type of stock \n• Clearance of piecemeal wagons (sick or otherwise) from roadside stations. \nVI. Head Quarter’s Role in Freight Operations: \nThe Division’s Freight Operations generally require close co-ordination and assistance from other Divisions \nand Railways. While direct contact is also maintained by the Control and Operating Officers of various \nDivisions, the Zonal Head Quarters play a pivotal role in this respect. Some of the functions performed by \nthe Head Quarters are summarised below: \nVII. Management Information System: \n1) Important information concerning the position of Freight Operations on various Divisions of \nRailways is obtained through line and stock report daily telephonically or through FOIS or Teleprinter or \nFAX to the Head Quarters (Centra l Control) from Divisional Contro l. Now more and more zones and \nRailway Board are shifting to FOIS generated reports. \n This includes, loading and stock position, particula rs of old outstanding and fresh registration of \nindents, category wise position of unloading, transhipment, Yard balances, important yards and wagons on \nDivisions, Train Running on each section, average speed, interchange position, Locomotive position and \nLocomotive utilization etc.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "The position is reviewed and analyzed by t he COM/CFTM/ Dy.COM (Goods), STM (Goods) \nCMPE(R&L) and CELE. The important position pertaini ng to various Departments is conveyed to the \nDepartments concerned as well as the General Manager. The Head Quarter Office also obtains the \nStatements at the end of each month or whenever required and the performance is compared with (i) The \nTargets (ii) The figures of the previous month (iii) The figures of the correspon ding month of the previous \nyear and (iv) the best ever record etc. \n In addition, the Statistical Branch also provides Data to the General Manager and the Departments \nconcerned with Operations for detailed analysis and review. \n2. Head Quarters plays an important part in planning and co-ordinating freight operations. After \ndetailed conference with the Operating Officers, and in terms of Railway Boards current-operating \ndirectives Head Quarters issues directions and instructions regarding the following items: \n(a) Interchange transactions (category wise) \n(b) Loading and Unloading \n(c) Traffic insight from other Railways/Divisions This information is now available on FOIS \nterminal where a pipe line can be seen from end to end and expected arrival of train at \ndestination is also estimated by FOIS system \n(d) Conveying priorities for the day and setting quantified objectives to be achieved. \n(e) Reviewing the work done at the important activity centres like Yards, Terminals etc. \n(f) Train and Traffic regulation in case of accidents etc. \n(g) Certain items of Goods Operation are direct ly controlled by Head Quarters e.g. Co-\nordination and directions regarding rake Loading of programmed and committed traffic, \nmovement of special type of stock, movement of over dimensioned consignments, out of \nturn allotments and allotment despite restrictions etc. \nVIII. Railway Board’s Control on Freight Operations: \nThe Railway Board provides Unity of Control and di rection for the freight operations. It also has the \nimportant role of supervision and co-ordination, which is very much essential for a big network like Indian \nRailways. The Railway Board’s Control Office also re mains in contact with the Head Quarter (Central \nControls) of the Zonal Head Quarters and watches loadi ng and movement of important streams of traffic, \nlike coal, raw material for steel plants (iron ore), cem ent, food grains, fertilisers, POL, sugar, export ores, \ncontainer traffic etc. It also watches loading, interchange, power position, goods train running on important \nsections etc. to ensure that each Railway fulfils its obligation and optimises the use of various assets. The \nitems watched are more or less the same as those watched by the Zonal Head Quarters in respect of the \nDivisions, but the perspective is wider. Railway Boar d plays an important co-ordinating role between \nvarious Railways and other Central Government Departments and vital sectors of Economy connected with \nRailways. Policy formulation and Planning, which have im portant bearing on Freight Operations is also the \nmajor function of the Railway board. \nIX. Role of Some Other Departments: \nThe Commercial Department plays an important role in canvassing for Traffic, improving marketing, \ncustomer relations in general, booking of traffic, expediting loading/unloading of wagons, quick disposal of \nunconnected wagons and transhipment of Wagon detach ed out of course for Hot Axles etc. The various \nother Departments like Mechanical, Electrical, Civil Engineering and S&T provide and maintain various \nassets and infrastructure (track, wagons, engines, S&T Network etc.). These departments also ensure \nsufficient availability, reliability, predictability, safe ty and reduction in equipment failures; promptness in \nrestoration in case of breakdowns and accidents should also be ensured. They also endeavour for the \nachievements in technology upgradation along with the operating strategies and determine the level of \nexcellence in Railway Operations to a great extent. In nutshell, all the functionaries have to work as a \ndedicated team. \nX. Some Indices of Freight Operation and Efficiency: \nThe important Operating Statistics, most of which are indices of Operating efficiency, have been discussed \nin detail later in this Manual (Operating Statistics). Some Indices of Freight Operations and efficiency are \nhighlighted below: \nXI. Wagon Holding: \nFor a given amount of originating loading and receipts of loaded wagons from other Railways and making \nan allowance for percentage of stock out of commission for repairs, etc., there is an optimum number of \nwagons that a Railway, and separately its constituent divisions, should hold to maintain the fluidity of \ntransport system. More wagons than the optimum number might lead to increase in the repairs and \nmaintenance percentage, heavier detentions to wagons and trains and transport bottlenecks, i.e. more \ncongestion in sidings, yards and sections without a proportionate increase in the tonnes lifted, or in the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "efficiency of operations. Similarly, excessive shortage of Wagons may lead to loss of traffic. Proper \nestimation and projection of requirement, proper planning and working at various stages of freight \noperations is necessary for keeping wagon holding low. “Ineffective Stock” percentage should also be kept \nminimum. \ni) Interchange Balance: \nMaintenance of the interchange target is an indicati on of a Railway’s overall operating performance and its \nefforts to meet inter railway obligations, hence interchange balance should not be very high, even when \nmaximum trains are interchanged. However, attempts should be made to see that on busy sections, \ninterchange is not only confined to few hours of the day but uniformly distributed. \nii) Load of trains: \nA train is a unit of transport. Depending upon the load, suitable loco is provided for its haulage. In order to \nget the optimum use of motive power and to in crease the capacity utilisation and throughput, each \nLocomotive is given a load approximately to the maximum hauling capacity, unless operating necessity \nrequires utilisation of a loco for lesser load. The stat ions should also ensure that wagons are loaded to the \ncarrying capacity or the minimum weight prescribed for some commodities. \niii) Loading and Unloading: \nTo optimise the loading is one of the most important items in freight operations because it is through \nloading that Railway earns the maximum revenue. Similarly, unloading is necessary so that wagon \nbecomes available for next loading. Reducing the time taken for loading/unloading by technology \nupgradation and other strategies in co-ordination with the customers has to be endeavored. \nIv) Empty Running: \nIdeally it is waste of transport capacity to run a wago n empty or with light load, but much of empty running \nis inescapable on account of the unbalanced nature and qu antity of outward and inward traffic at terminals \nand necessity of supplying empty wagons. Certain special type of wagons for POL, Steel, Coal, Natural \nGas, Ammonia, LPG etc. have to be gener ally run empty to the loading points. Operating skill lies in \navoiding or reducing the extent of empty haulage and cross movements of similar type of empty stock. \nv) Despatch in Block Rakes: \nDespatching of wagons in small numbers always means transit delay while a block load can go direct to \nthe farthest destination skipping many yards, thereby eliminating det ention that the wagons might have \nsuffered in the intermediate yards. Piecemeal wagons passing through a number of marshalling yards, \nwhere they have to be combined with other wagons to form train loads, cause huge amount of work for the \nstaff and result in loss of efficiency, avoidable delay , anxiety and uncertainty regarding their arrival at \ndestination. Unit train movement, i.e. a train load consigned by single consignee to single consignor, is \nideal. Consignees can also be motivated to club their Indents to get trainload and block rakes. \nAlso two points loading on same engine run can improve wagon usage. Close circuit rake movement can \nalso be resorted to between selected pair of stations or rakes. Maintaining the purity of freight rakes has \nalso to be ensured. \nvi) Long Distance Trains: \nIt is an age-old principle of operations that full tr ain loads should be formed at the earliest point for the \nlongest possible distance. Long distance trains shou ld have least stoppages like long distance passenger \ntrains. Trains can also be run as “crack trains” or Link Train. \nA crack train/Link Train is a train when the same crew (and engine if possible) instead of “Signing off” at the \nintermediate crew changing point works a train to farther junction. Thus, a train running from Ujjain to \nGodhra or vice versa without Crew/Guard change at Ratl am can be run as X ‘Crack’. The Crew can also \nbe utilised on ‘Crack’ basis when the same Crew perform a round trip without “Signing off” at the outstation \nand is promptly provided a load so that Crew returns to its Head Quarters within normal duty hours. \nvii) Wagon Turn Round: \nThe interval between two successive loadings calculated from the time a wagon is placed for loading till the \ntime it again becomes available for reloading is the actual turn round. As the calculations for individual \nwagons in the manner stated above are not practicable, the following statistical formula is generally used: \n Wagon Turn Round (T ) = S\n \n L + R \nWhere ‘S’ stand for the effective daily wagon holding or midnight wagon balance of a day (excluding sick, \nPOH wagons in or waiting for shops, like departmental wagons, wagons lent for departmental use, and the \nwagons used for coaching traffic). ‘L’ stands for the total number of wagons loaded on the \nDivision/Railways plus the wagons loaded at Transhipm ent Point, ‘R’ stands for the total number of loaded \nwagons received from other Railway/Divisions. Thus, for example, if a Division loads 350 Wagons on BG \n(including 50 BG Wagons loaded through transhipment of MG Wagons), 150 inward loaded wagons are", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "received from other Divisions and its effective w agon holding at the end of the day (midnight) is 2250 \nwagons, the Divisional Wagon turn round will be 4.5 days. \n \n 2250 2250 \ni.e. --------- = -------- = 4.5 days WTR (Wagon Turn Round) \n 350+150 500 \n \nviii) Detention to Trains and Wagons: \n(a) Detention to Trains: \nA check on the detention to trains (1) outside signals or at stations adjacent to Goods Terminals, (2) in \nshunting operations at road side stations and (3) enroute detentions for various reasons should be \nexercised regularly. \n(b) Detention to Wagons: \nClose watch should be kept on the areas, e.g. Marshal ling Yards, Goods Terminals, Stabling Points etc., \nwhere wagons are likely to suffer avoidable detention during various phases. Although this is watched \nthrough periodical data, special attention should be paid to pockets, where piecemeal Wagons suffer \nprolonged detention and often remain out of sight. \nIx) Engine Utilisation: \nEngines being costly resources their utilization have to be carefully monitored. Some of the measures for \nimproving Engine Utilizations are as under: \n(a) Running of the Goods Trains on proper path: For this, the Master Charts have to be \nproperly framed and consolidated. \n(b) Proper co-ordination between Control and Line Staff. \n(c) Reduction in Terminal detention of Locos by proper monitoring co-ordination and working \nof Yard Staff, C&W Staff etc. \n(d) Judicious ordering of Trains and Right time starts of Goods Trains. \n(e) Proper controlling, judicious crossings and preferences. \n(f) Loop Lines on critical block sections should not be generally blocked. \n(g) Stabling and picking up of load should be judicious and properly planned. \n(h) Loco pilot should run at maximum permissible speed subject to restrictions. \n(i) Light Engines can be coupled or attached to trains in order to save path and energy. \n(j) Light Engines (Single or Couple) should run at maximum permissible speed, for which they \nare fit, subject to speed restrictions \n(k) Signals must be taken off promptly at Stations. Distant/Warner Signals must always be \ntaken off promptly. \n(l) Tangible authority to proceed should be handed over at the appointed place instead of \ngetting the train slowed down in front of the Station for handing over the Authority from the \nPlatform. \n(m) Trains should be run through Main Line (as far as possible) since looping results in extra \ntime on run. \n(n) Locomotives should be in good working order and staff should be well versed in Loco \noperations and trouble shooting. \n(o) Hauling capacity of the Locomotives should be properly utilised. \n(p) Engineering speed restrictions should be regularly reviewed and reduced by maximising \nthe output of the Engineering staff and machines. Due care and foresight in offering blocks \nfor track maintenance should be exercised. \n(q) Regular foot plating by officers and staff involved in operations, motivates train crew and \nalerts the line staff. \n(r)\n Effective control over traffic yards to r educe other engine hours, detention to locos at \nimportant loading/unloading points and industrial sidings. \n(s) The factors adversely affecting the Locomotiv e utilisation, speed of goods train, terminal \ndetention etc. should be got analysed by suitable multi departmental teams and remedial \nmeasures taken. \n(t) Incentive schemes for motivation of staff connected with Goods Operation, so as to \nimprove Engine utilisation Special watch on Loco pilots loosing time on run and not \nrunning on maximum permissible speed. \nx) Average Speed of Goods Trains:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "The average speed of goods trains is calculated by the following formula:- \n Average No. of Goods Trains X Distance travelled by each train in 24 hrs. Speed = Total time taken \nby all the Goods Trains run. \n \nThe distance and the time taken are calculated from the Control Charts. Thus all detention to Goods \nTrains enroute enters into calculation and has the effect of bringing down the average speed. \n Almost all the factors affecting engine utilisation pl ay part in the average speed of goods trains, the \ndifference being that in the calculation of average speed of goods trains, the detent ion at originating point \nand terminating point as well as the Light Engine Running are not taken into consideration. While \ncomputing average speed of freight trains \nXII. Staff Supervisions: \nExcellence in freight operations requires that the staff offer their willing co-operation. To achieve this \nproper training for constantly developing the knowledge, skills and commitment is essential. \n \nXIII. Targets and Statistics: \n One of the important means to utilise fully and effi ciently the existing carrying capacity of a railway \nis to set measurable and specific targets for the various performances after taking into consideration all the \nlocal conditions. Once the targets are laid down, all possible efforts must be made to attain them. \n The targets should be set sufficiently high and reviewed constantly with a view to improving the \nperformance further. Details regarding Statistics pertaining to Railway Operations are given in chapter on \nOperating Statistics where targets are not attained within a reasonable period, the causes must be traced \nand effective remedial action taken, if necessary, revised targets should be laid down.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "PREFERENTIAL SCHEDULE (Back to Index) \n \n \n \nMovement of wagon load traffic, is regulated by what is known as the Schedule of Preferential \nTraffic, laid down by the Central Government (R ailway Board) under Section 71 OF THE Railways Act \n,1989 and is designed to ensure that certain essent ial commodities and urgent movements are accorded \nnecessary preference at a time when the available tr ansport is not adequate to meet with all the demands. \nTraffic is classified into 4 categories viz., A, B, C, and D. Commodities registered in the lower categories \ncannot have preference over those registered in the higher categories although the former may have been \nregistered much earlier. \n(a) This Priority Schedule is decided by Traffic Transportation Directorate of Railway Board. \n(b) It lists the Sponsoring Authority and Accepting Authority for programmed traffic. \n(Copy of Priority Schedule can be obtained from Indian Railways website) \n \nRationalization Order \n \nUnder section 71 of Indian Railways Act 1989, Railwa y Board has been empowered to charge freight over \nroute, which may not be the shortest between alight ing point and destination. The Rationalization order \nindicating the route through which the freight is to be charged is issued by traffic transportation branch, \nRailway Board. \nRevised rule 125 of IRCA Goods Tariff Part I(Vo lume-I) vide Board’s letter nO>ECR 1125/94/3 dated \n6/10/94 through which it has been that directed unless there is specific instruction in writing from the \ncenter or his authorized agent to the contrary, goods will be despatched by the route optionally feasible and \nfreight charges will be levied by the shortest route. However, charging of freight by shortest route is \nsubject to any instructions issued under rationalities order issued from time to time.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "MOVEMENT OF OVER DIMENSIONAL AND OTHER BULKY CONSIGNMENTS (Back to Index) \n \nDefinition: \nConsignments, which when loaded upon a wagon, would infringe the maximum standard moving \ndimension, at any point, on the entire route, from t he booking station to the destination, including via break \nof gauge is called an Over Dimensional Consignment (ODC). \nTherefore, any consignment exceeding the dimensi on quoted below shall not be registered for booking \nunless prior sanction for its acceptance has been obtained from the Zonal headquarters. \nMaximum Moving Dimensions from rail level (at any point): \n \nGauge \nDescription \nBG \n(MM) \nMG \n(MM) \nNG \n(762 MM) \nHeight at Centre 4115 3430 3200 \nHeight at sides 3505 3200 2895 \nMaximum Width 3050 for Bogie Wagon \n3200 for 4 wheeled Wagon \n2590 2286 \n \nNote: (i) Above mentioned dimensions includes lashing and packing. \n(ii) When a dummy truck is used, the maximum wei ght that may be loaded, in any wagon or truck is \ndistinctly marked on each vehicle and must not be exceeded. \n \nClassification of ODC consignment: \n \nODCs are divided into 3 classes according to the minimum clearance available between the consignment \nand minimum fixed structure profile. \n \nClass ‘A’: Those ODC loads, which has a gross cl earance of 22.86 cm (9 inches) and above. \n \nClass ‘B’: Those ODC loads, which has a gross clearance of 15.24 cm (6 inches) and above, but less \nthan 22.86 cm (9 inches), \n \nClass ‘C’: Those ODC loads, which has a gross clearance of less t han 15.24 cm (6 inches) but not \nless than 10.16 cm (4 inches). \n \nClass Sanctioning Authority \nMaximum \nPermissible \nSanctioned Speed \nMovement \nDuring Day \nor Night \nRequired to be \nescorted by \nA \nWithin Division : DRM \nInter Division of the same zone \nCOM \nInter Rly.: \nCOM of the Zone and COM of \nconcerned Railway. \nSectional speed Day & Night -- \nB \nLocal : \nDRM \nInter Div/fgn.Rly.: COM \nBG-40 KMPH \nMG-25 KMPH \nNG-15 KMPH \nDay & Night TXR \nC CRS \nBG-25 KMPH \nMG-25 KMPH \nNG-15 KMPH \nDay SE (C&W) \nSE(P.Way) TI \n \nNet Clearance: \nThe net clearance shall be worked out as under: \nThe net clearance between the consignment as loaded in the train and any fixed structure should be \ncalculated after making an allowance of 75 mm (3 inches) for lurch (horizontal) and 7.62 cm (3 inches) \nbounce (vertical) on the straight together with following additional factors applicable only when the \nstructure in question is situated on a curve. \n1. Horizontal Clearance: \n \n (a) Allowance for lean due to super-elevation and over hang due to curvature. \n The lean should be calculated for that point on the profile of the load which is likely to have the \n smallest clearance from fixed structure the formula being :- HC", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "G \n where H = height in feet to the point being considered. \n C = Super elevation \n G = gauge. \n For the central overhang due to curv ature, the formula will be:- B2/8R \n where B = distance between bogie centre \n R = Radius of curve. \n \n In cases where the overhang at the end of a vehicl e may have to be calculated by the formula will \nbe: - \n L 2 - B 2\n \n 8R \n \n where L is the length of the vehicle. \n \n(b) Additional lurch on curves may be taken 38 mm. \n \nVertical clearance: \n \nIn case where the top width of the consignment exceed s the gauge of the track the vertical tilt should be \nadded to the height of consignment to work out the vertical clearance from the fixed structure. \n \nProcedure for sanctioning movement of ODC \n \nWhen ODC consignment is offered at a station for booking SS/SM will verify if the consignment exceeds \nthe maximum moving dimension from originating stati on to destination station including via. and break of \ngauge, if involved. He should apply to the Sr.DOM , who will obtain the necessary sanction of the \ncompetent authority. \n \nAn application must show the length, width, height, and weight of the load accompanied by a sketch in \nduplicate of the consignment. \n \nIn communicating sanction for the movement of OD C, specific route, through which the particular \nconsignment will move, should be indicated, and it will be the responsibility of the SS/SM of the station \nfrom which the load originates. \n \nIn addition to strictly adhering to the specific route, t he restrictions (eg. speed restrictions, night running \nrestrictions, platform restrictions etc.) notified for co nveyance of the consignment over the route, must be \nadhered to, and no relaxation in this regard is permitted. \n \nLoading: \n \nOn receipt of the sanction, the consignment should be loaded carefully, lashed and packed properly, so as \nto avoid any change of shifting enroute. \nWhile examining the wagon loaded, the SE(C&W) must pay attention on the following: \nLoad is well secured; \n \nLoad is within the C.C. of the wagon; \n \nWeight on any pair of wheels does not exceed; \nAxle load restriction, if any; \n \nUnder gear of the wagon. \n \nAfter loading the consignment, Sr. SE(C&W) will register the measurement and advise the SS/SM \nconcerned of the various overall dimensions, including the packing and lashing etc., as loaded in truck. \nSE(C&W) must issue “fit to run” certificate to the effect that the loaded wagon concerned is safe to run via \nthe particular route specified. \n \nSS/SM will inform, then to Sr.DOM/DOM and office of the COM, followed by a confirmation copy, to be sent \nto COM. \n \nThe Operating Branch will arrange to advise the COM of the other Rlys. concerned, with full dimensions of \nthe consignment, as loaded in the truck for issue of necessary final sanction for movement. \n \nUnder any circumstance, provisional sanction must not be treated as final sanction and final sanction must \ninvariably be awaited before consignment is despatched.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "SS/SM/YS/YM concerned must furnish full particulars of the wagon to the Control, such as Wagon No., \nOwning Rly., Type of Wagon, Station from and to, route ov er which it is required to move etc. After this, \nControl/Divisional office will give necessary permission to the concerned staff to despatch the wagon by a \nparticular train on date advise and obtain their acknowledgement. \n \nA Caution Order will be given to the Guard and Loco pi lot of the train carrying ODC to restrict the speed \nand observe any other speed restriction at any other point or other precautions as laid down. \n \nOn Electrified Sections: \n \na) In addition to the precautions laid down above, the following special precautions must be observed \nfor transport of over- dimensional loads on the electrified section: \n \nb) In all cases, where oversize consignment is moving, it should be remembered by all staff \naccompanying the ODC, that the overhead electrical equipment is always ‘LIVE’, except when a \nparticular power block has been obtained from the Traction Power Controller. Even when a power \nblock has been obtained, it should be remembered that all the lines, other than those for which the \npower block has been granted, are ‘LIVE’ at 25000 Volts. \n \nc) No person should climb on the roof of carriages of wagons, when those vehicles are located \nbeneath the overhead equipment, except when the equipment is made ‘DEAD’ and earthed. \n \nd) The following are the prescribed clearance from contact wires for the passage of over-dimensional \nloads through electrified traction areas and the special restrictions required: \n \ne) Special speed restriction is not required when the gross clearance is at least 390 mm. \n \nf) Speed must be restricted to 15 kmph, when the gross clearance is in between 390 mm to 340 mm. \n \ng) Speed must be restricted to 15 kmph and over he ad power must be switched off when the gross \nclearance is less than 340 mm \n \nh) No consignment with less than 100 mm gross clearance from the over head contact wire will be \npermitted over electrified section. \n \ni) A representative of the Traction Department shoul d also accompany all ODC having clearance as \nspecified in item (b) and (c) of sub para (3) above, over electrified section. \n \nj) A representative of the Traction Department should accompany all ODC loads having width of \nmore than 1981 mm for BG and 1910 mm for MG from the centre line of the track. \n \nk) Section Controllers and Traction Power Controller must co-ordinate, while an ODC moves on \nelectrified area. \n \nl) A list of structures, where the cl earances are restricted on the electric traction area and also the \nclearance available under overbridges should be wi th the Section Controllers and Traction Power \nControllers. \n \n \n \nDespatch of ODCs: \n \n1. At the originating station the ODC wagon will be moved when final approval has been obtained \nfrom the competent authority. \n \n2. At the originating point the number of wagon/wagons carrying ODC should be entered by the Train \nClerk/SM in the vehicle guidance in red ink to be handed over to the Guard of the train. \n \n3. SS/SM should advise the Section Controller on dut y, before starting the train and while asking line \nclear, describe the train number with letter 'X' suffixed on it. \n \n4. It will be the duty of the Dy. Chief Controller to keep adjoining Control Office informed about the \nmovement of such ODC, till such time, it is handed over to the adjoining division by specified train. \nAlso ensure that the consignment is moved strictly by the authorised route. \n \n5. Shunting of train with an ODC should be av oided. Loose and rough shunting of ODC wagon and \nagainst such wagon is prohibited.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "6. When any ODC wagon is detached from the train at any station, SM and Guard are responsible to \nensure safe placement and securing of wagon/load. \n \n7 Facility for accompanying staff for extra wag on/brake van should be provided if so required. \n \n8 When a load is so long that it cannot be accommodated in two trucks (i.e. two 8 wheelers), \nit must be loaded in three trucks so that the entir e weight is carried on the centre vehicle and the \nend trucks are idlers. The load must be placed on packing in the centre truck, so that it is clear of \nthe floor of the end trucks by not less 152 mm and there must not be less than 304 mm up side \nclearance in the end trucks between each of load and side of truck. \n \n If the weight of the load is such that it cannot be carried on the centre truc k, then the load must be \ncarried as equally as possible on the trucks and the centre vehicle must be an idler.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "CONTROL ORGANIZATION (Back to Index) \n \n \nThe Control Organization of Indian Railways is the nerv e centre of train operations. It controls the asset \nmanagement of the Railways, in a dynamic situation, round the clock incessantly moving trains on its entire \nnetwork. \nIt has come a long way from being an exclusively telephone based system emerging in the form of an \nInformation Technology enabled organization. \nThis basic structure of Operating Control on Indian Ra ilways exists at the Divisional Level, which has also \nbeen extended to Area Control levels. In addition, C entral Control Office is situated in the headquarters \noffice and one at Railway Board. \nThe area spread of a division is divided into cont rol sections, each section having a given number of \nstations. \nThe two-way telephone system, also called an omnibus ci rcuit which permits all stations to have direct \ncommunication with Section Controller, who is responsible for train regulation in his area. The section \nController can speak to all stations at the same ti me or to one station selectively, using individual \nnumbers/buttons. Movement of trains is plotted on a time distance graph to record their actual progress, \nthese records, called control charts, can be analyzed later. \nTo guide and assist the section controller, there are shift Deputy Controllers. \nAll technical disciplines involved in train movement have a representative in the Control office to provide \nthe required support from his department. These would include- \n \nMotive Power Controller \nTraction Power Controller \nSignaling and Tele-Communication Controller \nCommercial Controller \nSecurity Controller \nC& W Control \nEngineering Control \n \nThe entire organization works round the clock, all days of the year without any interruption to monitor actual \nmovement of trains on the entire rail network. \n \nThe detailed organization of the control selected and duties assigned to employees depends on the \ndemands of the transport task appropriate to each grade of employee or to diversity in the transport task. \nThe Chief Controller is the head of Divisional Control Organization. \n \nBasic Functions of Control: \n1. Train Control: Supervising & regulating movement of trains from station to station on the section to \navoid delay to trains and to maximize utilisation of the capacity of the section by: - \n(a) Monitoring movement of trains from station to station and recording paths and detention on \ncharts. \n(b) Arranging crossing and precedence of trains judiciously. \n(c) Arranging working of departmental and material trains. \n(d) Giving time signal to all stations on the section daily at appointed time \n(e) Fulfilling interchange commitment. \n(f) Arranging proper movement of assisting/banking /light engines. \n(g) Clearance of sick wagons from Roadside stations. \n(h) Arrangement of relief for 10 hrs duty staff. \n(i) Incident management on rail network & at station \n(j) Arranging Engineering and/or power blocks in such a way as to involve minimum \ndisturbance to train running. \n(k) Maintaining fluidity of yards by controlling the flow of stock in and out of yard \n(l) Arranging Speedy relief in case of accidents. \n2. Traffic Control is the general and over-riding control for supervision of the movement of goods and \ncoaching traffic on the section. It is exercised by : \n(a) Collecting information from the various stations on the section in respect of – \n(i) Registration for wagons outstanding at stations and arrangements for supply of wagons.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "(ii) Number of wagons loaded and empty wagons/rakes awaiting despatch. \n(b) Arranging running, regulation, putting back an d cancellation of trains.(both freight & \ncoaching) \n(c) Securing maximum loads for trains. \n(d) Collecting stock position from the different stations, marshalling and terminal yards. \n(e) Arrangement of Crew & Guard for freight trains \n(f) To keep liaison with adjoining Railways and Divisions for interchange commitments \n(g) Monitoring and co-ordinating working of ya rds, goods sheds sidings, loco-shed, TXR \ndepots etc. \n(h) Supervising of stock control. \n(i) Arranging supply of wagons against pending registration. \nj) Securing optimum utilisation of stock, with minimum detention. \nk) To ensure optimum utilisation of loco and staff. \nl) To arrange ART & Crane from adjoining Railway/Division in case of accidents and other \ncoordination. \n3. Power Control is responsible for provision of motive power to all trains by maintaining position of \nlocomotives \n(a) Requisitioning engines from loco sheds for all operating requirements, i.e. Train working, \nShunting and Banking. \n(b) Ensuring most economical use of engines by close supervision both in Traffic Yards and \nsheds. \n(c) Ensuring the return of engines to “Home Sheds” at regular intervals for servicing and \nmaintenance. \n(d) Ensuring an even balance of engines and cr ews between running sheds for meeting \ndemands of traffic, \n(e) Ensuring that light engine kilometres is kept to the minimum. \n(f) Providing guidance to running staff for troubleshooting. \n4. Carriage and Wagon Control is responsible to assist the train and traffic control and to- \n(a) Ensure timely examination and fitness of all trains \n(b) To keep a watch over the detachment of si ck wagons/coaches and to arrange for their \nearly repair and fitness. \n(c) Keeping a watch over availability of vital C&W components, like Air Hoses, Washers, \nClamps etc.. and efficient working of equipments &machines in C&W depot to avoid \ndetention to trains. \n(d) To keep a watch over placement of wagons/coaches in sick line and their release. \n(e) To keep account of detention to trains on C&W account and take remedial action. \n(f) To provide guidance to running staff for trouble shooting. \n(g) For Electrical Multiple Units, this function is performed by EMU controller. \n(h) Monitor the movement of POH due stock to workshops \n5. Commercial Control assists the Traffic and Train Control. \n(a) To expeditiously dispose off unclaimed and unconnected wagons, parcel consignments. \n(b) To keep a watch on detention to trains on Commercial account like Alarm Chain Pulling. \nCarriage watering, Parcel working etc., and take remedial measures. \n(c) To ensure quick transhipment of sick wagons by arranging matching stock and labour. \n(d) To keep a watch over submission of station returns. \n(e) Monitoring of public complaints lodged at the stations. \n(f) To ensure proper maintenance of public amenities available at stations. \n(g) Any other job entrusted by Sr. DCM/DCM. \n6. Traction Power Control is provided to assist in Traffic and Train Control for - \n(a) Arranging maintenance blocks for OHE \n(b) Arranging alternative power supply in case of tripping etc., through remote control. \n(c) Monitoring OHE failures and taking remedial action. \n(d) Monitoring detention of trains on OHE accounts.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "(e) Guiding running/ station staff in trouble shooting. \n7. Engineering Control \nMonitors imposition & cancellation of Engineering Rest rictions, Working of track machines & monitoring \nintegrated maintainable blocks. \nTo co-ordinate works during maintenance blocks \nRunning of Material trains. \n \n8. Signal Control assists Traffic and Train Control and is responsible - \na) To keep a watch over the S&T failures and take remedial action. \nb) To ensure efficient working of communication channels \n9. Security Control is responsible for prevention of theft of property and assists passengers in \ntrains/stations. \n10. Functions of Control: \nThe main functions of Traffic Control are: \na) Continuous supervision of the move ment of all traffic in the controlled area with a view to \nachieve the maximum possible operating efficiency. \nb) Systematic maintenance of accurate charts of train movements and the arrangements of \ncrossing and precedence to the greatest advantage. \nc) Analysis of detentions to trains \nd) Planning, ordering and running of goods trains to the best possible paths. \ne) Maintaining the fluidity of marshalling yards/freight terminals. \nf) Taking remedial action in the event of yard/terminal congestion. \ng) Elimination of avoidable detentions to goods stock at loading and unloading points and at \ntranshipment stations. \nh) Allotment and distribution of goods stock to stations, \ni) Supply of information to adjoining controls, terminals and engine changing stations regarding \nthe movements of trains to enable adequate time ly arrangements for their reception and \nonward despatch. \nj) Arranging of engineering and other departments blocks with minimum detention to traffic. \nk) Running of material trains and other track machines, tower wagons etc. \nl) Arranging relief for engine crews and Guards. \nm) Ensuring maximum utilisation of locomotives. \nn) Issuing instructions for train working in ca se of equipment failures and whenever abnormal \nmethods or working have to be resorted to. \no) Speedy arrangements for relief rescue and restoration in the event of accident. \np) To assist in the realistic planning of time tables and punctual running of passenger trains in co-\nordination with various departments, other divisions and other railways. \nq) To keep a watch over damaged stock at road side stations, yards and sick lines and to ensure \nthat they are promptly attended to \nr) To rectify immediately the irregularities on the part of line staff and provide them necessary \nguidance. \ns) To provide operations management information. \nt)\n To ensure smooth functioning of FOIS and other IT applications. \n \nTelecommunication Facilities in Control: \n Extensive, efficient and reliable communication network is necessary for the efficient functioning of \nthe Control organisation. The following telecommunication network is available in control offices. \n1. FOIS Network \n2. Hot lines are provided between: \n(a) Headquarter and Divisions \n(b) Adjoining Divisions and Railways \n(c) Intercom facility to various Officers and other functionaries concerned with the control is \nconnected with important work centres with STD or Trunk Exchanges.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "3. Deputy Control Lines: \nThis circuit is provided between various functionaries in the control office, stations and important work \ncentres like yards, loco sheds, crew booking lobbies. \n4. Section control circuit: \nThis circuit is connected to all the stations and the section controller, Chief controller etc. \n5. Traction Power Control circuit: \nThis additional telephone circuit is available on the electrified sections; this is connected to T.P.C. in OHE \nremote control centre, all stations, control-offices and selected work places. The section controller or T.P.C. \ncan also be contacted from the emer gency socket provided over the sections of line by means of portable \ntelephone of the control point with indication on the electric mast, direction wise, to the nearest circuit. \n6. Section Control Board: \nThe Section Controller of each section is provided with control board with Telecommunication facilities for \ncoaching stations, certain important cabins, big freight terminals, loco shed etc. over a section. For the \nguidance of section controller, the lay out of all the stations and sidings is painted on a large board. \n The station lay out diagram is also provided with details of holding capacity of each of the running \n& non-running lines, gradients and signals. In electrified area, OHE sectioning diagram is provided. This \ndepicts elementary sections in differ ent colours & other details of sect ioning post (SP) and Sub-sectioning \npost (SSP). \n7. Graphs and Plotting: \ni) Trains are plotted on control graphs which consist of horizontal and vertical lines \n representing distance and time respectively. Along side the vertical lines stations are \nspaced to a uniform scale. Each one hour is first divided into 6 units of 10 minutes each \nand each unit is further sub-divided into 5 smaller units of 2 minutes each. \nii) Each control graph at the end of the shift may have the following information on it: \n(a) Name and total distance of the section in Kilometres. \n(b) Distance in Kms. between each station on the section. \n(c) State of weather in each shift. \n(d) Engineering restrictions on the section. \n(e) Code names of each station of the section. \n(f) Time lost by each train on loco, traffi c or engineering account at or between \nstations. \n(g) Section Controller’s remarks against item (d). \n(h) Time made up by each train on loco, traffic or engineering account. \n(i) Guard’s record of time lost on loco, traffic or engineering account at or between \nstations and remarks. \n(j) General remarks. \n(k) Signal failures \niii) In plotting various types of trains the coloured pencils shall be used as per extant \n convention. All up trains are plotted from the bottom of the chart upwards and from \n the left diagonally towards the right; and all down trains are plotted from the top of \n the chart downwards and also diagonally from the left towards the right. \n \niv) For judicious crossing and precedence, it is necessary to have plotting of passenger trains \nat least one hour in advance depending on traffic density in easily erasable lines. Now \nthrough computerized charting this is automated. On certain selected controls, this \nfunction has been automated. \n8. Master Charts: \n For every section, Master Charts indicating tr ains run in 24 hours are prepared which show the \nrunning of each Mail, Express or passenger trains over the sections according to its scheduled running. In \nbetween the running of trains carrying passengers, paths for goods trains are worked out and plotted. They \nare helpful in revision of time tables and planning t he running of any extra train and guidance of section \ncontrollers and should be displayed on the boards to which they refer. \nDuties of Control Staff: \n1. Duties of controllers: \nThe main duties of control staff are as under:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "These are only guidelines to their day to day working and are not exhaustive. \n(a) Chief Controller (In-charge). \n The Chief controller is in- overall charge of control office and is responsible for the total \ntransportation of the Division on day to day basis. His duties include- \n(i) A review of previous day’s performance to confirm that all forecasts made have been fully \nmet. For shortfalls, cogent reasons have to be pinpointed to prevent recurrence \n(ii) Prepare current forecast indicating assist ance needed from Hedquarters, adjoining \nDivisions, railways \n(iii) These will generally relate to interchange, loading and locomotive utilisation \n(iv) Checking control charts and bringing to the notice of the Senior Divisional Operations \nManager/Divisional Operations Manger all avoidable detention to trains. \n(v) Punctuality performance with particular reference to trains which lost punctuality \n(vi) Maintaining statistics regarding the punctuality of passenger trains. \n(vii) Scrutiny of stock papers, Monitoring interchange obligations. \n(viii) Watching detention to stock at stations and terminals \n(ix) Watching the work of marshalling yards/freight terminals. \n(x) Maintaining liaison with neighbouring Divisions \n(xi) Watching utilisation of loco and their terminal detention. \n(xii) Checking duty hours of running staff and balancing of crews. \n(xiii) Granting engineering blocks, power blocks etc., \n(xiv) Attending control office in cases of accident \n(xv) Establishment work of control office \n(b) Chief controller (Movement)/Dy. Chief Controller / Shift duty: \nHe is responsible for: \n \n(i) Running of goods trains, preparing interchange forecast, and monitoring the same, loco \nutilisation and passenger and goods train operations in general. \n(ii) Allotting empty stock/rakes to loading stati ons in accordance with current priority \nregulations along with Dy. Chief Controller (S tock) ,maintaining constant touch with \nadjacent divisions through regular conference to facilitate the smooth flow of traffic. \n(iii) Dealing immediately with significant det entions or transport bottlenecks and other \nunusuals. \n(iv) Keeping constant touch with the working of major terminals & Marshalling yards and taking \ntimely action to deal with congestion. \n(v) Giving advice of serious accidents to all co ncerned, and taking, charge of the affected \nsections. \n(vi) Supervising the running of oversized consignments. \n(vii) Maintaining liaison with the Power Controller. \n(viii) Co-ordinate the work of various Section Controllers. \n(ix)\n Maintain discipline among control staff in the absence of Chief Controller. \n(x) Maintain co-ordination and liaison with various functionaries involved in train running. \n(c) Chief Controller (stock) / Dy. Chief Controller: \nHe is responsible for: \n(i) Scrutinising the indent register in details wi th regard to the oldest date of registration, \nnature of goods and type of stock required for lifting goods as per the oldest date of \nregistration. \n(ii) Checking Divisional stock report and position of empties. \n(iii) Checking of different stock reports received from the various points and planning in \nadvance the supply of stock, loading and clearance keeping in view interchange obligation \nand orders received \n(iv) Checking transhipment activity \n(v) Chasing movements of stock as per supply order issued on the previous day. \n(vi) Keeping a close watch over hot axle, special type and unconnected wagons.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "(vii) Cross checking the daily Restriction Bulletin with Restriction Messages received from HQ \noffice and issuing the same. \n(viii) Assisting the Sr. DOM/DOM in allotments. \n(ix) Keeping a close watch over the movements of seasonal perishable traffic and supply of \nsuitable stock for its clearance. \n(x) Watching movements of damaged loaded stock in sick line and yards on their division. \n(xi) Informing all major customers about their inward trains’ expected arrival based on FOIS \npipe line, Optimising loading, unloading, transhipment etc. \nDuties of Deputy Chief Controller (Punctuality) \ni) Ensuring punctuality of passenger trains in system \nii) Ensuring punctuality at the start of all outgoing passenger train \niii) Maintaining Detention Reports of Coaching trains \niv) Ensure that late running trains make up time \nd) Section Controller: \n The Section Controller shall be responsible for: \n(i) Reporting for duty at the prescribed time and ascertaining the position of the section from \nhis reliever. \n(ii) Recording the movement of trains on the ‘C ontrol’ graph including crossing, connections \nand shunting reasons for detentions etc. \n(iii) Arranging for the supply and clearance of stock as ordered by Dy. Controller. \n(iv) Advising stations in advance of the work to be done on trains on move \n(v) Informing sheds and stations about the late ru nning of trains to avoid the calling of Crew \nand Guards earlier than necessary or to put back trains wherever advisable. \n(vi) Informing major stations and concerned Sect ion Controller about the current running of \ntrains on the section and their anticipated arrivals well in time \n(vii) Keeping in close touch with Engineering-blocks and working of material trains so as to give \nthe maximum possible time with least detention to other traffic. \n(viii) Incident management to include adjusting movements of trains in view of the likely impact \nof the incident, informing all concerned \n(ix) Keeping a watch over damaged vehicles detac hed at road side stations and arranging \nrepairs or transhipment of their contents and proper attention on the part of the train \nexamining staff. \n(x) Arrangement of ART & M/Van in case of accident. \n(xi) Eliminating all possible detention to train and stock. \n(xii) Watching the working of marshalling yards & major terminals. \n(xiii) Making timely arrangements for the relief of Guards /loco pilots whose duty hours are likely \nto exceed enroute. \n(xiv) Recording stock report (where stock clerks are not posted) \n (e) Power Controller/Traction Loco Controller: \n(i) Planning and directing engine movements so as to ensure efficient engine utilization and \nmaintaining the prescribed charts, and regular statistics. \n(ii) Co-ordination with sheds and Dy. Chief Controllers (movement) for sending overdue \nengines and obtaining time of engines coming out of shed. \n(iii) Making timely arrangement for the relief of crew whose duty hours are likely to be \nexceeded enroute \n(iv) Taking timely action to balance crew so as to prevent cancellation or putting back of trains \non account of shortage of crew. \n(v) Arranging relief in case of accidents as per chapter IV to VIII of Accident Manual. \n(vi) Maintaining charts indicating engine position/utilisation. \n(vii) Rendering advice and assistance to locomotive running staff regarding trouble shooting. \n(viii) Carrying out any other duties allotted to him by the Sr.DME/DME or Sr.DEE/DEE from time \nto time. \n(ix) Monitoring day-to-day stock position of diesel fuel at RDIs and watching movement of \ndiesel fuel tank wagons (for power controllers only)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "(f) Traction Power Controller \nTraction Power Controller shall be responsible for- \ni) While taking over shift duty acquaint himself with the prevailing position of the entire \nsection, including the working of the Re mote Control equipment position of all \ntransformers, current breaker’s interrupters and isolators, sections under power block, \nposition of tower wagons and break down vehicle etc. \nii) Maintaining continuous contact with the Traffi c Section Controllers in regard to power \nsupply affecting train movements, imposing power blocks etc. \niii) Taking prompt action for restoration of supply in the event of power supply interruptions or \nother failures. \niv) Imposing and removing power blocks in consultation with Traffic Section Controller. \nv) Advising promptly the concerned officials in ca se of accidents, OHE breakdown, failure of \npower supply and keeping them posted with all important developments. \nOperating Discipline \ni) Line Staff to obey orders of control: \n Station staff, Shed staff, Crew and Guards etc must obey orde rs issued by the Control as \nlong as these orders are consistent with t he General and Subsidiary Rules, extant \ninstructions and the instructions contained in this Manual. \nii) ‘Control order register’: \n Important instructions from control will firs t be recorded in a register maintained in the \ncontrol office and serially numbered, commencing with number 1 after midnight each day. \nThese will be issued as messages indicating the time of issue \n All such orders received by the Station Ma sters or Running staff and Guards’ lobby from \nControl should be entered in the control order register by the staff. Each entry must be \ninitialled with time. \n At the end of each turn of duty the relieved as well as the relieving Station Master or Crew \nController must sign their name in full below the last entry in the register. On days when no \norders are received from control, “Nil” entry must be recorded and signed as prescribed \nabove. When a station Master or Crew Contro ller has received an order from the control \nand entered it in his register, he may repeat it to the control in order to satisfy himself and \nthe control that he has understood it correctly. \n(iii) No Terminal Station should start a goods or unscheduled train or block the section without \nthe permission of the Controller. \n(iv) Every Station on the section mu st report the movement of every train- passenger, goods, \nspecial, departmental, light engines, TTMs, Tower Wagons, trollies etc. to the controller. \n(v) When the control is in function, Line Clear must be asked from the station ahead for every \ntrain unless orders to stop it are given by the Controller. \n(vi) The Controller’s permission must be obtained before stopping a train that should run \nthrough except to avert an accident or dangerous condition. \n(vii) No station should allow a train, which has b een stopped out of course, to proceed, without \nfirst informing the controller that the train has been so stopped and receiving his further \norders. \n(viii) Station Master must advise the controller of any unauthorised or undue detention to trains \nat their stations with full explanation. \n(ix) Whenever a train, either passenger or good s is detained at a station for longer than the \nbooked halt without the orders of the Controller, on its depart ure, the Station Master must \nimmediately inform the brief cause of the detention to the Controller. \n(x) Whenever any damaged wagon is detached out of co urse at a station, the Station Master \non duty should inform the Controller. \n(xi) Station Master must promptly advise the Cont roller of any defects of signals, points, \ninterlocking apparatus and line clear instrument s at their stations. Information should also \nbe given of any defects in any other station machinery such as cranes, wagon weigh bridges, \nturn tables, water columns, hydrants etc. \n(xii) Starting stations to report particulars of outgoing train: \n As soon as a train leaves a train starting st ation, the Station Master must intimate \n the following particulars to the control office: \n Number and description of train, Engine number and class, Loco pilot’s name, Guard’s \nname, load of the train (in tonnes and vehicles) particulars of shunting to be done on the \njourney, time of departure, brief reasons of late start, time of S/O of crew fuel balance etc.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "xiii) Intermediate stations to report arrival and departure time of trains: \n Station Master of intermediate station must communicate to the Control as early as \npossible, the following information in regard to every train dealt with: \n(a) In case the train has run through, the time it passed the station. \n(b) If it is a stopping train, the time or arrival and departure along with the explanation \nfor every detention beyond the scheduled stoppage. \n(c) If any shunting has been performed, the number of vehicles attached and \ndetached. \n(d) If any extra time has been taken in loading and unloading of packages, the number \nof such packages and name of the loading station. \nxiv) Terminating stations to report the particulars of incoming trains: \nStation Masters of terminal and engine changing station must, as soon as possible, after the arrival \nof a train, communicate to the control the time of arrival and the load of the train, \nparticulars of loco detached/attached. \nxv) Engine Movements to and from sheds to be reported: \nLoco foreman must communicate to control t he time at which train engine leave from or \nreturns to the shed ‘Bahar line’. \nThis in no way, relieves the Station Master of the responsibility for issuing necessary all \nconcerned messages regarding engine failures and engine trouble enroute. The Controller, \nshall record the duration of such defects in his chart, diary and registers. \nvi) Time to be checked with control: \nStation Master, Crew Controller and Lobbies mu st check their time with control at \nappointed hours every day when control gives a general ring for setting their \nwatches/clocks at 16:00 hrs. \n Staff must obtain Station Master’s permission before speaking to Controller. \nxvii Mode of using the control phone : \nThe Control telephone is to be used for operational purposes. The field staff wanting to talk \nto control will give their identity and wait for their turn to communicate .As this network is \nintensively used, the conversation should be brief, meaningful and polite. Discussions, \ndisputes and arguments must be avoided. \na) Station Master and others must not start to speak to control unless they have \nascertained by lifting the receiver and listeni ng in, that the line is free. They must \nthen announce the name of the station, s hed, lobby or site from where they are \nspeaking and wait for its being repeated by the controller before beginning the \nconversation. \nb) When, however an urgent message has to be conveyed and the line happens to \nbe engaged, the station name must be called indicating Emergency. The \nController will immediately attend to the Station having an emergency. Station \nMasters must attend ‘Control Call’ promptly. \nCo-ordination between Control and Stations: \n1. Asking line clear: In order to avoid the detention to pas senger trains for crossing a less important \ntrain, line clear enquiry for the less important train must not be asked until the train is ready to leave and \nuntil the Section Controller’s permission has been ob tained. The Station Master receiving the line clear \nenquiry must immediately ask the C ontroller’s permission to give line clear before giving the reply. The \nStation Master on duty is entirely responsible for se eing that the necessary General and Subsidiary rules \nand Station Working Rules are observed before giving Line Clear. \n2. When a Station Master for any reason finds it difficult to carry out Controller’s arrangement to \nreceive the train in yard/station due to yard/ station constraints, he must explain his reasons clearly and \nfully to the Controller. \n3. Work at stations: The permission of the Controller must be obtained before the performance of any \nshunting; Controller must be informed of the likely dur ation of shunting to enable him to arrange crossing \nand precedence of trains. In the event of Station Master being unable to start a train on receipt of line clear, \nhe must at once report the circumstances to the Controller. \n4. Control order regarding crossings etc.: \nThe Section Controller will give definite instruction for crossing or precedence and will not change them \nexcept under unavoidable circumstance because last minute change of order will result in confusion and \nunsafe operation. The Station Master is entirely respon sible for seeing that the crossing is effected safely \nand strictly in accordance with the rules. The Controlle r must see that sufficient time is available for the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 40, + "text": "necessary operations to be carried out. If the Controller fails to do so, the Station Master should represent \nthat delay may occur, but it does not allow him to disregard any rules in order to avoid such delay. \n \n \n General Order of Precedence of Trains: \nUnless specific orders to the contrary are issued by the COM or by those acting on his behalf, the following \ngeneral orders of precedence shall be observed by control and stations. \n \n1. ARME, ART proceeding to the site of accident. \n2. President’s and VVIP’s specials (Unless otherwise specified in the Time Table). \n3. Suburban train in peak rush direction. \n4. Super fast trains like Shatabdi, Rajdhani etc. \n5. Mail / Express trains. \n6. Military personnel special, if instructed by emergency control/DOM. \n7. Fast Passenger train \n8. Special engaged by the public. (Precedence order may be revised) \n9. Passenger trains. \n10. Mixed trains. \n11. Military stores special. \n12. Express or special goods train. \n13. Through goods train. \n14. Accident relief train returning from the site of accident (unless otherwise ordered). \n15. Shunting and van goods train. \n16. Departmental trains. \n \nNote: - The following general principles are mentioned for the guidance of Controllers but it must be \ndistinctly understood that nothing in these instructions modifies the safety precautions laid down in the \nrules (General and Subsidiary Rules, Station Working Rules etc.). \n(i) A Passenger train nearing the end of its run should not normally be detained in preference \nto a train which has a longer run before it, as the latter train is more likely to make up time \nand reach its destination punctually than the former. \n(ii) A train running to time should not be detained more than 30 minutes to effect crossing on \nsingle line. (This should be decided by the Division based on actual condition.) \n(iii) A train running late due to defective engine, or defect in rolling stock or any other cause \nwhich is likely to continue to operate against it and prevent it from making up time, should \ngenerally give way to a train running properly. \nAccidents: \n \nControllers and other staff should thoroughly underst and and act on the guidelines contained in G & SR \nand Accident Manual. Saving of lives and rescue of in jured and mitigating hardship to passengers must be \ngiven the topmost priority. \nWorking of Trains when Control is interrupted: \nWhen the control is interrupted and no communication wi th the Controller is possible, Station Masters will \nbe responsible for the working and regulating of trains , keeping in view the instructions issued by the \nrailway administration. \nBooks/Documents and basic records to be kept in Control Office: \n1. Station Working Rules of all stations. \n2. Working facilities available on the transhipment sheds. \n3.\n Schedule of shunting engines in the various yards. \n4. Link diagrams of rakes and engines working the passenger services and also of goods \ntrains where laid down. \n5. Crew link diagram of the various services, for the running staff. \n6. Details of maximum moving dimensions permitted on the various section of the railway.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 41, + "text": "7. Map showing the maximum permissible axle load on all the railways with which traffic is \ninterchanged. \n8. Charts showing line capacity of the various sections. \n9. Index sections and plans of the various sect ions of the jurisdiction and details of train \nwatering, Engine fuelling etc. \n10. Master charts depicting all trains indicated in the working time table in force. \n11. Charts showing jurisdiction of the various officials details of : \n(a) of the maintenance branch of the pos t and Telegraph department responsible for \nmaintaining control circuit wires in good condition. \n(b) of the various departments of the railways, \n(c) Zone and telephone numbers of Civil, Police, Military authorities. \n(d) List of various hospitals with Telephone Numbers. \n(e) List of stations Civil, district-wise. \n(f) OHE Sectioning diagram. \n12. Diagrams showing the layout of line wires of the Control Circuit. \n13. Line patrol chart \n14. A calendar of returns \n15. Cranes and Wagon weigh bridges. \n16. Turn tables and Triangles. \n17. List of spare coaches based in the division as well as slip coaches running on and across \nthe division. \n18. List of coaching Rakes allotted to the division and those passing over the division. \nRegisters generally maintained in Control: \n1. By the Section controller: \n(a) Section controller’s diary and charge book. \n(b) Inward message book. \n(c) Sick wagon register. \n(d) Yard report registers. \n(e) In-coming and out-going trains RD (Running Diary) (other than passenger). \n(f) Train Advice (T. A Book). \n(g) Caution Order Register. \n(h) Caution Order Message Book. \n(i) Morning (6.O clock) Position Register \n(j) Engine Book. \n(k) Interchange Register. \n(l) Load Register. \n(m) Incoming and Outgoing passenger Train Running Diary. \n(n) Points and S & T Failure Register. \n(o) Important Yard Balance Register. \n(p) Control Failure Register. \n2. By the Chief Controller (Movement),(Coaching)/Dy. Chief Controller : \n(a) Yard Running Balance Register. \n(b) Dy. Chief Controller’s Diary & Charge Book. \n(c) Train Advise Book. \n(d) Forecast and Acceptance Book. \n(e) Train Ordering Book. \n(f) Punctuality Register. \n(g) Accident Register. \n(h) HQ’s Conference Register. \n(i) Goods Train Performance Register.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 42, + "text": "(j) GM’s Unusual Occurrence Register. \n(k) CTNL (Movement)/(Coaching)/Dy TNL’s Order Book. \n(l) ODC Register. \n(m) Rajdhani Express (and similar trains) Caution Order Register. \n(n) Emergency and General Control Office Message Register (Inward). \n(o) Engine Book. \n(p) Emergency and General Control Office Message Register (Outward.) \n(q) Interchange Register. \n3. By the Power Controller: \n(a) Power Position Book. \n(b) Out Station Loco pilot Register. \n(c) Power Controller’s Diary. \n(d) Engine Link. \n(e) Crew Link. \n(f) Crew Position Register. \n(g) Register of Movement and Diversion of departmental/ Diesel/cube oil Fuel Tank \nWagons. \n(h) Register showing Undue and Abnormal Detention. \n(i) Shed Conference Register. \n(j) Fuel Balance Register. \n(k) Schedule Dates of Locos \nAdditional Guidelines: \nAdditional information and guidelines regarding control are given in various other chapters of the Manual, \nparticularly the chapters on goods train and passenger train operation.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 43, + "text": "COMMAND, CONTROL AND COORDINATION OF EMERGENCY RESCUE OPERATIONS ON THE \nOPEN LINE \n(Back to Index) \n \n \nPurpose \n \ni) The purpose of this Standard Operating Procedure (SOP) is to delineate responsibilities and \nprocedures for the control and coordination of all responses to emergency situations on the mainline. \n \nii) To provide step by step guidance on how to deal with incidents should they happen \n \niii) Particular note should be taken of the need to provide suitable training to keep staff aware of what \nneeds to be done in the event of a serious incident. \n \n1. Objectives of incident Management Plan \n \nIn Order of priority these are:- \n \ni) Save lives and alleviate suffering \nii) Provide help to stranded passengers and arrange their prompt evacuation \niii) Instil a sense of security amongst all concerned by providing accurate information \niv) Protect Railway property \nv) Ascertain the cause of accident, preserving clues by cordoning of incident site etc. \nvi) Expedite restoration of train operation \n \nThere is a difference between a disaster and an acciden t. All disasters need not be the outcome of train \naccidents, neither are all accidents classified as disasters. \n \nAccidents are occurrences where safety has been affected \n \nDisasters are those situations, wh ich cause acute distress to pass engers, employees and outsiders and \nmay even be caused by external factors and unless pr omptly managed the distress levels are likely to \nincrease with time. \n \n2. List of serious incidents requiring use of this plan \n \ni) Fire, smoke emission, explosion in railway premises including trains \nii) Derailment of a passenger carrying train \niii) Collision of a train/trains \niv) Security threats/Terrorist attacks, widespread violence, bomb explosion \nv) Release of Chemical or biological gas in trains, stations or tunnels \nvi) Natural calamities like cyclone, floods and earth quakes. \n \n3. Definitions \n \nIn the context of Indian Railways, unusual events are classified as under: \n \ni) Incidents – which cause delay to trains \nii) Accidents – which have the potential or do actual ly cause loss of life and or injury and \ndamage to property \niii) Emergency/Serious Accidents/ Disasters – these may or may not necessarily be the \noutcome of train accidents but have the potent ial to cause loss of life and or injury to \nhuman beings causing further death/injury and wide spread and prolonged distress to all \nthose involved unless tackled in an effective manner. \niv) Disaster Management Team (A team of Railway officials earmarked to reach incident site \nby first available means & take over site management) at Zonal, Divisional and area/major \nstation levels.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 44, + "text": "4. Scope \n \nThis SOP is applicable to all IR personnel working on the Open Line. \n \n5 Responsibility \n \n• The Assistant Operations M anager Divisional Control Office, or designated Divisional \nControl Office Supervisor, is responsible for the overall control and coordination of \nemergency situations on the mainline. \n• The OCS (officer in charge site) is responsible for overall control and coordination of all \nactivities at the incident scene under instructions of Divisional Control. \n• Traction, Track and Structure, Signalling, and Telecommunication, fire service & security \npersonnel are responsible for providing techni cal assistance to Divisional Control Office & \nOC site. \n• Rolling Stock Department is responsible for providing technical assistance to Divisional \nControl Office and OCS, as required and managing site restoration work. \n• Station Operations & Commercial personnel are responsible for making appropriate station \nannouncements, and providing information, render ing first aid, mobilizing medical & fire \nservices & assistance from civil administration, including police and providing all other \nassistance in alleviating suffering and hardship to passengers and others. \n \n• The Guards in charge &Loco pilot in the area affected by the incident are responsible for: \n \n- Providing their passengers with up-to-dat e and timely information regarding the \nsituation’s status and/or progress; and \n \n- Operating their trains in compliance with applicable rules and procedures and \nDivisional Control Office instructions. \n \n• Government Railway Police and Railway Protection personnel are responsible for securing \nthe incident scene and for performing/directing investigation activities in compliance with \nexisting procedures. (in case of incidents caused by criminal acts) \n \n• The senior Police official at the scene is responsible for controlling and coordinating all \npolice activities at all times. In doing so, this official has final authority to determine when \nthese activities are complete and shall coor dinate these activities with the OCS and the \nsenior Fire services official. \n \n• Security personnel will assist Civil/Railwa y Police; Fire services personnel, medical \nservices or station staff as directed by OCS. \n \n6 General \n \nThe following is the list of personnel authorized to ac t as Officer-in-Charge site (OCS). This list also \nindicates the probable change of command at the scene. \n \na. Train Superintendent or Guard of the affected train \nb. Loco pilot \nc. Station Manager/ Station Master \nd. Rail Operations Supervisor or Traffic Inspector \ne. Any Railway Officer either on duty, off duty or on leave, present at the site of incident \nf. Members of Division Disaster Management Team \n When none of the above mentioned personnel are present at the scene, DIVISIONAL \nCONTROL OFFICE shall appoint an OCS as directed by DRM from the personnel \navailable. \n \nGuards in charge, Loco pilot and Station Manager must assume and carry out the responsibilities of the \nOCS until relieved. \n \nThe first Guard in Charge /Loco pilot, on the scene, shall act as the OCS until he/she is relieved by the first \nsenior personnel /Rail Operations Supervisor to arrive.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 45, + "text": "The Rail Operations Supervisor shall continue acting as the OCS until he/she is relieved by an authorized \nsenior official or released by DIVISIONAL CO NTROL OFFICE after another OCS has been designated. \nHowever, it is the responsibility of DIVISIONAL CONT ROL OFFICE to select the most qualified person, for \nthe type of incident, to act as the OCS. \n \nThe mere presence or arrival of an authorized senior official at the scene shall not indicate his/her \nassumption of command as OCS. Such senior official shall remain in an evaluating capacity unless he/she \nspecifically assumes command. \n \nThe method of managing an emergency situation will be in compliance with the applicable Zonal Railway \nRules and Procedures contained in Accident Manual , Disaster Management Manual or as directed by \nDIVISIONAL CONTROL OFFICE during incidents not covered by Rules or Procedures. \nThe OCS has the authority and the responsibility to command the presence of any personnel and \nequipment required at the scene and to command the removal of any unnecessary personnel or equipment \nfrom the scene. This does not apply to police or Fire Department personnel. \n \nEntry into the incident area by the news media or other visitors must be authorized by the CPRO and shall \nbe coordinated with DIVISIONAL CONTROL OFFICE DIVISIONAL Rail Manager, and OCS and Metro \nPolice. \n \nWhen it is necessary to notify the Fire Services , and/or to seek medical assistance the following \ninformation shall be provided: \n \na. Identification or caller; \nb. Nature of problem (give in plain English,/Hindi e.g., fire, flood, smoke, injuries); \nc. Type of assistance requested; be specific \nd. Specific location of the problem and the best access points; \n \n7 Procedure \n \nThe Chief Controller/Operations Manager of DIVISI ONAL CONTROL OFFICE, or designated DIVISIONAL \nCONTROL OFFICE Supervisor shall: \n \na. Ensure that ARME & ART is turned out on time \n b. Appoint the initial OCS \n c. Coordinate all field activities and requests through the OCS. \n d. Notify members of Disaster Management Team and all departments and personnel, \n as required. \ne. Coordinate and direct the safe movement of all trains, to include those trains which may be \ninvolved in the incident; \nf. Request Police /RPF assistance in critical stations for crowd control; \ng. Keep Loco pilots and Station Managers informed of system status and instruct them to make \nappropriate announcements to their passengers; \nh. Ensure that system-wide public address announ cements are made frequently to provide \npatrons with up-to-date information concerning Rail System status; \ni. Coordinate and assist OCS with restoration activities; \nj. Provide and obtain, from OCS frequent updates on events \nk. Inform Commissioner Rail Safety and local civil authorities as per procedures in vogue in the \nevent of train accidents like, derailment, Collisi on fire, terrorist attack etc., of a passenger \ncarrying train or any other accident relating to train operation resulting in death and/or grievous \ninjury (as per Railway Act provision). \n \nThe OCS shall: \n \nb. Ensure that the safety of passengers and pe rsonnel at the incident scene is maintained; \nascertaining that all injured and stranded pass engers have been safely evacuated. Till \nevacuation is complete necessary succour in t he form of drinking water, tea & edibles are \nmade available to stranded passengers. \nc. Ensure that all personnel involved, at the scene, work efficiently to restore rail service as \nquickly and safely as possible; \nd. Control and coordinate all field activities with personnel at the scene.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 46, + "text": "e. Coordinate all police related activities and requirements with the senior police official at the \nscene. \nf. Coordinate activities with the senior Fire Department official at the scene and, when \navailable, provide the Fire Department Command Post with a knowledgeable employee, to \nact as a communications link to Divisional and Central Control and to the OCS. \ng. to the senior official at the scene; \nh. and activities at the incident site and keep DIVISIONAL CONTROL OFFICE informed of \nprogress; \ni. Establish a command post, at the incident scen e Direct all inquiries and/or requests made \nby jurisdictional police officials Appoint individual (s) to provide public address \nannouncements, at five (5) minute intervals, to passengers of the incident train and/or \ninside the incident station; \nj. Direct all inquiries and/or request made by the news media to the CPRO Office; \nk. Maintain a chronological log of all events. \n \nStation Operations/Commercial personnel shall: \n \n• Make appropriate station announcements; \n• Assist Police with crowd control; and \n• Make every effort to identify and retain knowledgeable witnesses. or to obtain their \ntestimony along with their address. \n \nGuards and Loco pilots shall: \n \na. Operate their trains in compliance with applicable rules and procedures; and \nb. Keep their passengers informed by maki ng frequent announcements regarding system \nand delay status. \n All Rail personnel at the incident scene shall honour the requests of and obey the \ndirections of the OCS. \nEmergency Control in the Zonal Office \n \nEmergency Control shall be manned by designated officers as per procedure laid down. \nIt shall take prompt action to inform concerned officers Plan all assistance to the Division. \nMobilize resources and manpower. \n \nSeek GM/COM’s approval to relay the information to Railway Board Regulate traffic on the affected line, on \nadjoining Divisions and Zonal railways, to include trai n cancellation, diversion rerouting, road bridging, \nand air lifting of stranded passengers. \n \nCPRO will continuously brief media to inform passengers of the current status of rail situation. \nDUTIES OF COMMERCIAL STAFF IN CASE OF ACCIDENT \n1. On receipt of information of accident from the Operating Emergency Control, following Officials of \nCommercial department at HQ will be informed by the Commercial Control of the headquarter:-\n(Designations of HODs and Dy HODs may differ from zone to zone.) \n \na) CCM \nb) CCM/G&R \nc) CCO \nd) CCM/Services & Marketing) \ne) Dy. CCM/General \nf) Dy. CCM/Catering \ng) SCM/General \n \n2. Nominated Commercial officials (para no. 3) on rece ipt of information of train accident would proceed \nto the site of accident by the quickest available means. \n \n In case of serious accidents involving passen ger trains, CCO (in absence of CCO, CCM (S&M) or \nCCM/IT will proceed to the site of accident. CCM/G will remain in Commercial Control.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 47, + "text": "3. Centers of Activity: \n \na) Headquarter \nb) Divisional Commercial Control \nc) Site of Accident. \n \na) Headquarter \n \ni) Commercial Control will have DOT and railway Telephones, FAX, photocopier machine \nand a PC with an Internet. The details are as under:- \n Telephone Nos. P&T \n Rly. \n Fax \nii) Commercial Control office in Headquarter would be manned by officers round the clock \nbasis. In case of serious accident of passe nger carrying trains, CCM/G will immediately \ncome to Control office. In his absence, CCM(IT)/CCM(S&M) and Dy.CCM/G will come to \nthe Control office. If Dy.CCM/G is not availabl e, SCM/G will attend. Thereafter, Control \nduties will be assigned as per roster for mann ing the Control office round the clock. \nBesides regular staff manning commercial control at least one officer and one inspector \nwill remain in the control round the clock. Officer deputed will be responsible for proper \nfunctioning of the control. \n \niii) Headquarter Commercial Control would collect following information: \n \na) Time and place of accident from Operating Emergency Control. \nb) Details of dead/injured Passengers, re scue operations, helps/assistance being \nrendered at the site of accident, enrout e etc. from the divisional Commercial \ncontrol/control at the site of accident. \nc) Details of specials being run to the accident site and officials accompanying from \nOperating Emergency Control. \nd) CCM/IT will get the reservation charts printed and supplied to control. In addition \nthe addresses as per requisition slips s hall also be get collected by CCM/IT & \nsupplied to Commercial control, and Divisional Control. \n \niv) Commercial control at HQ will maintain: - \n \na) Telephone and FAX numbers of the co ntrol at accident site manned by \nCommercial officer. \n \nb) Names and phone numbers of hospitals where injured are admitted/(i) with names \nof passengers and (ii) location of dead bodies identified (iii) digital photographs of \nall injured and dead transmitted through computer network to be displayed and at \nsites or telecast & all enquiry offices. \n \nc) Telephone and FAX numbers of enquiry offices that would have been set up at \nvarious stations including at other Zonal Railway. \n \nv) Commercial control in the Headquarters offi ce would constantly monitor the information \nrelayed from the divisions and other railways regarding the dead and injured persons and \nenquiry offices opened at important stations. \n \nvi) Commercial control in the HQ office will monitor/coordinate regarding assistance required \nby the division from other divisions/other railw ays in terms of deployment of material, staff \nand officers. \n \nvii) \nIn case of confirmation of death/injury, the Commercial control will inform the concerned \ndivision/railway (Commercial control) to convey the information to the family of affected \npassengers. \n \nviii) Maintain a log of events. \n \nb) Divisional Control.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 48, + "text": "i) Control Offices will have DOT/Rly. Telepho nes, FAX, photocopier machine and a PC with \nan Internet connection. The details of telephone s and faxes of all the divisions should also \nbe kept: - \n \n ii) Commercial Control in Division would be manned by officers on round the clock basis. In \ncase of serious accident of passenger carrying trains, DCM in his absence, DCM/Catering, \nwhere available or one of the ACMs will imme diately come to the Control. Thereafter, \nControl duties will be assigned as per roster for manning the Control office. Second senior \nmost commercial officer of the division will work as incharge of the Commercial control. \n \niii) Divisional Commercial Control would collect the following information from Divisional \nEmergency Control/accident site:- \n \na) Time and place of accident from Operating Emergency Control office. \nb) Details of causalities – dead/injured and safe passengers from operating \nemergency control office. \nc) Details of specials being run to accident site and officials accompanying from \nOperating Emergency Control office and monitor their arrangements. \nd) Details of rescue operations and assistance being rendered to the affected \npassengers. \niv) Information collected should be relayed to all concerned including HQ Commercial Control, \nEnquiry Offices opened at stations through phone, fax, etc. without delay. \n \nv) Commercial Control in Division will maintain: \n \na) Telephone and FAX numbers of the accident site. \nb) Names and phone numbers of hospitals where injured are admitted and dead \nbodies shifted, and \nc) Telephone and FAX numbers of enquiry offices that would be set up at various \nstations including at other Zonal Railways. \nd) Name of Commercial Officer(s) deployed in each hospital. \n \nvi) Divisional control will advise headquarters co mmercial control, details of assistance \nrequired from Headquarter or the adjoining divisions. \n \nvii) Maintain a log of events. \n \nc) Site of Accident \n \nSr. DCM in his absence, DCM will attend site of acci dent and work as site in charge of the Commercial \ndepartment. \n \nI. Setting of Control Office at the site \n \ni) Division would set up a control office at the site with telephone, FAX and Public \nAnnouncement System (PAS) to be manned by Commerc ial, Security and Medical \ndepartments. \n \nii) Announcement would be made for registering t he names of injured passengers, and the \nlist would be verified by Doctor to be relayed to the Control offices at the division and \nheadquarters. Separately indicating the extent of injury viz. Trivial, simple & grievous. \n \niii) Control office at the site will be manned by Assistant Commercial Officers on round the \nclock basis. \n \niv) The site control office would maintain a log book. Flow of information both incoming and \noutgoing would be recorded along with the time and names of the officers / staff who were \ngiven information to keep track of chronology of events. \n \nv) \nCommercial Officers/personnel at site will NOT interact with the press. \n \nvi) All necessary arrangements for refund as per rules should be made.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 49, + "text": "vii) A manual/guide be made available with train crew like; TTEs, AC Coach Attendants, AC \nPantry Car Staff, which will inter-alia to include DOs and DONTs for them in case of \naccidents. \n \nviii) Commercial Control will ensure that at stations where trains are \n \n• Delayed, \n• Diverted, or \n• Terminated. \n \nAdditional alphabetical list of passengers on board with their current status must be available and \ndisplayed at enquiry counters for quicker dissemin ation of information. It will be ensured by \nCCM/IT and Divisional Control and divisional Commercial Officers. \nII. Rescue \n Sr. DCM will ensure the following functions. \n \ni) Sufficient number of TTEs/TCs and licensed porters in uniform would be rushed to the site. \nThe required personnel would be mobilized from the affected division and the neighboring divisions \nby the quickest available means. For this purpose TTEs from the divisional squad should be \nutilized. Requirement of staff could be cont inuously reviewed and augmented depending on the \nassessment of the officer in charge of site. \n \nii) Arrangements will be made for speedy dispersa l of stranded passengers of the train(s) \ninvolved in the accident, as well as of trains regul ated or terminated as a result of the accident in \nassociation with operating Department. In ca se of non availability of rail services, adequate \narrangements should be made to disperse them by arranging road vehicles etc. This would be \ndone by site in charge. \n \n \niii) Depending upon the need, accommodation in hotels/\nDharamshalas would be hired for \naccommodating passengers and providing resting facilities to officials working at the site. \n \niv) Make arrangements to inform the next of kith & kin of the deceased/injured persons \ninvolved in accident. It will be done free of cost. \nv) TTEs of the affected train will not leave site of accident till ordered by the site in charge. \n \nvi) Train Superintendent or C onductor or senior most Ticket Checking staff till a commercial \nofficer from division reaches to the site of accident, will allot duties to each available ticket \nChecking/other Commercial staff/volunteer s in a manner to ensure maximum help to \npassengers under the prevalent circumstances. This function will be taken over by a \nCommercial officer as soon as he reaches to the site of accident. \n \nvii) Duties of ticket checking staff on board will be: \n \na) Collect Railway staff, Doctors and volunteers on the train or near the accident site for \nobtaining assistance. \nb) Provide assistance to Guard in making quick assessment of assistance required. \nc) To carry out the duties assigned to them by Guard/ Senior official present at the site of the \naccident. \nd) Take action to save lives and render First Aid and organise relief operations with the \navailable assistance. \nviii) In case of involvement of Goods Train, following actions will be taken promptly: \na) Arrangements of adequate labour by mobilising re sources available at other stations as \nwell as from the market locally, for unloading of material from the wagons involved in \naccident. \nb) Adequate tarpaulins to cover the contents so that these are saved from rains etc. \nc) Arrangements of gunny bags etc. for retrieval of loose materials lying at the site of \naccident. \nd) Consignor/consignee would be informed regarding involvement of their consignments in \naccident besides intimating fo rwarding/destination station. The information will be", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 50, + "text": "conveyed through the Commercial Control of the division/HQ as the case may be. Also to \nmake arrangements for delivery of the consignments at the site of accident if they desire. \ne) Arrangements of road transport for evacuation of the contents from the site of accident. \nf) To coordinate with the O perating branch for supply of adequate empty stock for \ntransshipment /disposal of the contents. \ng) Till such time, the consignment involved in the accident is not removed/transported; the \nsame shall be made over to RPF Incharge for security purposes. \n \nix) Staff using their personal mobile phones in connection with the accident will be eligible for a lump \nsum grant of Rs.200/- without any clerical work to be performed in accidents \nx) In case of bodies, which remain unclaimed/ unidentified, the division shall get such bodies \nphotographed by hiring a photographer. Each body will be given a number, which can be \ndisplayed, on the body of the dead for subsequent identification. \nII. Safety of Passengers/Passengers luggage \n \ni) Separate tent for packages/bags and belongi ngs of the injured and dead should be \narranged and guarded with the help of RPF at site. \nii) A list of each item with distinguishing marks should be made. \niii) Luggage claimed should be handed over on the satisfactory proof of ownership. \niv) Unclaimed items will be safely transferred to one of the stations and for this purpose, if \nneed be, road vehicles will be utilized/hired. Their personal belongings are useful in \nestablishing identify of deceased/missing. \nIII. Catering arrangements \n \n It will be ensured by the site incharge. \n \ni) Sr. DCM will ensure that adequate eatables, water etc. is available at the site of accident in \ncase of involvement of a passenger carrying train in an accident. This arrangement will be \nmade for the passengers free of charge at t he site of accident and at roadside station \nwhere train involved in the accident is stabled temporarily. \n \nii) Gas stoves, Gas cylinders, drinking water, provisions for preparation of meals, etc., should \nbe rushed to site for left over stranded passengers and officials involved in rescue \noperations. This will be augmented later, if necessary. Sufficient cooks and catering staff \nfrom departmental catering or catering cont ractor would be ensured at the site for \narranging tea, biscuits, packed meals like \npoories and vegetables to the stranded \npassengers, and staff engaged in rescue and restoration. \n \niii) Sr. DCMs would prepare advance section-wise nomination of catering agencies both \ndepartmental and private for rushing to site. \n \niv) To supplement railways catering arrangements, nearby \nDhabas and hotels should be \ncontacted and arrangements made for opening up stalls at the site. \n \nIV) Hospitals: - \n \ni) One assistant officer each in the hospitals will be deputed to look after where injured \npassengers are admitted or dead passengers are kept. In case of non-availability of \nassistant officer, one CMI/ inspector/Sr. supe rvisor will be deputed by Sr. DCM. All dead \nbodies must be photographed after wiping their faces to establish identify. \nii) The nominated officer will work in close coordination with doctors and render required \nhelp. \n \niii) Officer incharge of the hospital will assist kith and kin of the passengers involved, in \ndisposal of dead bodies, release injured passengers. \n \niv) Deputed official will obtain details like nam e, address, etc. of hospitalized/dead \npassengers. He will also obtain the details of injured, nature of injuries with the help of \ndoctors and convey it to the divisional Commercial control. \n \nV) Payment of ex-gratia", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 51, + "text": "i) Payment of ex-gratia at the site as well as in the hospitals will be arranged on the basis of \nthe identification of injuries by the doctors. \nii) Sr.DCM/DCM will ensure availability of sufficient cash for payment of ex.gratia. \n \niii) CCO will also depute claims officials at the si te/hospitals to assist the relatives of the \ninjured/dead passengers regarding filing of claims for compensation. \n \niv) If some injured passengers/kith & kin of deceased involved in accident have not been paid \nex-gratia at the site of accident or in the hospital, arrangements should be made to pay at \ntheir residence by deputing officials of the division or seeking help of the other \ndivisions/railway. Such payment will be witnessed by the \nPardhan or Sarpanch or any \nother responsible official of the area. \n \n6. Enquiry offices at the important stations enroute. \n This function will be ensured by the incharge available in divisional control. \n \ni) Emergency offices would be opened at important st ations as per the route of the train. On \nthe basis of need, enquiry offices would be opened at other important stations also. \n \nii) All these enquiry offices should have DOT and Railway telephones with STD facility, Fax \nmachine, photocopier and a PC with Internet connection. Identical telephone numbers will \nbe preferred. \n \niii) These enquiry offices would be manned on round the clock basis by deputing additional \nstaff. It will be supervised by a Commercial officer, where feasible/commercial \ninspector/CIT. \n \niv) These control offices should constantly keep in touch with the divisional Commercial \nControl. \n \nv) Emergency offices would display the list of dead and injured passengers at the notice \nboard at stations. \n \nvi) Officers attending these emergency offices would not interact with the press. \n \nvii) Sr.DCMs will prepare their own contingency plan on similar lines. \n \nviii) Withdrawal of Money from station earnings: \n \n Money withdrawn from station earnings will also be used for relief operations like purchase of items \nimmediately required, hiring of vehicles and other equipments directly.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 52, + "text": "MARSHALLING YARDS AND FREIGHT TERMINALS \n(Back to Index) \n \nI. Introduction and Definition: \nA Yard can be defined by the functions it performs. It is the place or the activity centre on a Railway \nsystem, where the trains or rolling st ock or group of rolling stocks are received, reformed into trains or \nloads after marshalling and are despatched to their destinations. A Yard is, thus, a classifying and \ndistributing machine with facilities for receiving, sorting and despatching the wagons to their various \ndestinations, after the prescribed attention. This necess arily involves detention to trains and wagons, but it \nis inherent in railway working to have Marshalling Yards. \nA Yard is a specified area laid out with a network of tracks divided into several grids for receiving sorting, \nforming and despatching of trains. \nII. N ecessity and Significance of Marshalling Yards: \n Though Yards perform very important functions, yet the work done in a Marshalling Yard is only \nindirectly productive. Yards are operational necessity and are even considered as necessary evils. The \ningenuity of the operating man consists in putting in the minimum number of the wagons into the minimum \npossible number of Marshalling Yards by forming trains for the farthest common points subject to rules and \nregulations. If the control is analogous to brain of the operating system, a large Marshalling Yard is a kin to \nthe heart and its working to be planned and monitored with considerable care. Constant vigilance and \nintelligent and efficient work in day-to-day functions is required as it is one of the important factors \ngoverning the capacity and the output of a section. A Marshalling Yard affects not only the traffic it deals \nwith, but also the entire train running on the section, in particular and the working of Railway system in \ngeneral. The Yard gets easily congested if treated as a holding Yard and if more trains are put in than \ntaken out. \n \nIII. Classification of Yards: \n Yards can be classified as: \n1. Terminal Yard \n2. Marshalling Yard. \n \nIV. Terminal Yard: Terminal Yard means the Yard attached to terminal goods sheds where large \nnumber of wagons are loaded and/or unloaded. This term is also used for every goods Yard, where a \ngoods train terminates. \nV. Marshalling Yard: Yards are nominated as Marshalling Yards on the basis of the work done and \nwagons dealt with. The Yard which receive and despatch trains without any shunting on them are classified \nTransit Yard. In such Yard generally change of Crew, Engine or C&W examination etc. only take place in \naddition to formations of a few loads. During the last 50 years such yards have become anachronistic and \nhave given way to modern freight terminals the world over . Therefore, this description has value (1) as a \nhistorical document (2) as also as guidelines for effi cient working of modern freight terminals, described at \nthe end of this chapter. \ni) Objectives of Marshalling Yards: \n1. Quick Transit viz. \n(a) Accepting trains without detention at adjacent station outside the Yard. \n(b) Minimising the detention to wagons in the Yard. \n(c) Timely supply and placement/removal of wagons to the goods shed, transhipment shed, \nrepacking shed, sidings, carriage and wagons depots etc. served by the Yards. \n(d) Forming block loads for the farthest destination. \n(e) Ensuring convenient Marshalling of wagons from the operational efficiency point of view. \n(f) Ensuring right time start to outgoing trains. \n2. Economy: \n \n(a) Maximising productivity of resources and mi nimising the detention to Train Engine/Light \nEngine, Shunting Engine, crew and other connected staff. \n(b) Optimising the Trailing load of the trains. \n(c)\n Optimising shunting engine utility. \n3. Safety: \n \n(a) Ensuring minimum damage to wagons and consignments loaded on the wagons during the \nshunting operations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 53, + "text": "(b) Ensuring safe Marshalling and C&W pattern of examination. \n(c) Elimination of Yard accidents. \nii) Kinds of Yards: \nMarshalling Yard can be classified under three groups on the basis of the method of sorting out trains:- \n1. Flat Yard: Flat Yards are generally laid on flat or level land where shunting operations are \ncarried out with the help of engine by push and pull method. Such Yard is economical in \nspace but slow in working and wasteful in shunting engine hours. \n2. Hump Yard: Hump Yards are constructed by providing gradients between reception and \nthe sorting and despatch lines and the grids. T he gradients are created by constructing an \nartificial hump suitable for the purpose. The gradient of the hump is constructed in such a \nmanner that the wagons roll down of their own to specified sorting lines from the \nsummit(apex) of the hump after having been pushed up by the shunting engine. The load \nis pushed up by engine towards the hump from one side of the hump so that the uncoupled \nportion of the load rolls away towards another side of the hump in sorting/despatch line. \nThere are generally two humps one for ‘Down’ and one for ‘Up’ Yard. These Yards are \neconomical in shunting engine hours as compared to flat Yards. \n3. Gravity Yard: Gravity Yards are constructed where t he natural contour of land permits a \nsuitable falling gradient stretched over a sufficient length. The falling gradient makes it \npossible to use the Yard to the fullest extent in Marshalling wagons/trains thus minimising \nthe use of engine power. Therefore gravity Yards are more economical than flat Yards but \nthe layout of it dependent on the availability of plenty of land with the required topography \nwhich is seldom possible. \niii) Some Terms Concerning Marshalling Yards and its Components: \n Some of the components of Marshalling Yards are explained below: \n1. Reception Yard: Reception Yard comprises of the lines on which the incoming trains are \nreceived and stand clear of other running lines while waiting their turn to be dealt with. \nIncoming trains may be composed of wagons which are to go through after changing of \npower, Crew and Guard or of wagons requiring sorting and Marshalling. Separate grids \nmay be provided in the reception Yard one for through trains and another for terminating \ntrains. Separate reception Yards may be provided for trains coming from different \ndirections. The grids for through trains bye passes the hump. \n2. Sorting Yards: It is a Yard in which the trains are broken up on the different sorting lines for \nvarious directions or specified destinations, as per Marshalling order so as to form them \ninto trains and prepare them for correct Marshalling. \n3. Marshalling Lines: The lines in which sorted wagons are separated first, if necessary, \naccording to commodity, type of vehicle, Marshalling order, direction and secondly \nreformed into trains in special order to meet the requirements of the section ahead or any \nother special transportation requirement. \n4. Departure Yard: In which load can be held ready for departing trains. Separate departure \nYards for trains for different directions are provided in large Marshalling Yard. \n5. Shunting Neck: It is a line in a Yard leading to sorting lines on which the actual shunting of \nthe trains maybe done clear of any running lines. \n6. Gathering lines: It is a line on which the turn outs to other lines are arranged. \n7. Transfer lines: These lines are meant for transferring wagons, generally from up Yard to \ndown Yard or vice versa, in case of two separate Marshalling or hump Yards. \n8. By pass or avoiding lines: It is a line, which skirts the hump, and its object is to avoid \nengine going over the hump. It joins the shunting neck at one end and the main hump line \nshort of the king point at the other. It is also used for vehicles, which cannot be passed \nover the hump into the sorting Yard due to various reasons. \n9. Engine Run Round Line: It is the line reserved for movements of incoming and outgoing \ntrain engines to and from the Yard or the loco shed, or for independent movement of \nshunting engines. \n10.\n Engine Escape Line: It is the line meant for engine movements to and from the loco shed \nfrom and to Yard so that engine returning to loco sheds do not interfere with engines, going \nout of the loco shed, or with any other movements in the Yard. \n11. King Points: The first pair of points a wagon meets with after passing over the hump are \ncalled ‘King Points’. They divide the sorting Yard into two portions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 54, + "text": "12. Queen Points: The second pair of points a wagon m eets with on its way downwards are \ncalled Queen Points, which further divide the sorting Yards into four portions. \n13. Jack Points: The third pair of points a wagon meets are called the jack points and these \nserve to divert the rolling wagons into the different grids of the sorting Yard. Points beyond \njack points called ‘Ten points’. \nNote: In a hump Yard there are usually a pair of ‘king points’ two pair of ‘Queen points’ and four pairs of \n‘Jack points’. \n14. Retarders: One of the main problems in the working of a hump Yard is to adjust suitably \nthe speed of the humped wagons rolling down so that they may not cause damage by \nhumping down against wagons already standing on the same line. The speed of the \nhumped wagons varies according to the force of the push given by the engine, the height \nof the hump, the weight the nature of the axle box (viz. roller bearing or plain bearing) as \nalso on the weather prevailing. \n In mechanised Yards, retarders or rail brak es are installed to reduce and keep the speed \nof the humped vehicles under control. The retarders may be automatic or manually \noperated. \n15. Skids: At Yards, where mechanical retarders are not provided skids are placed on the \nsorting lines to control the speed of the humped wagons. These skids are placed by skid \nporters and the skids automatically come out of runways, where provided, or/and are \nremoved after the wagon has come to stop. \n16. Brake van siding: In this siding, brakevans of incoming terminating trains etc. may be \ndetached for subsequent attachment to originating trains. \n17. Special stock siding: These are provided for keeping for special type stock, cattle wagons \ncontaining commodities like explosives which can not be humped. \n18. Stabling Lines: In large Yard, ballast, material or POH special, empty military special trains \nare sometimes required to be stabled. Moreov er there are heavy accumulations of certain \nclasses of stock for various reasons. The stabling accommodation in the Yard should, \ntherefore be ample so that the Yard may retain its mobility inspite of any accumulation of \nwagons or other set backs. \n19. Sick lines: Normally sick wagons are sorted out in the sorting Yard, then sent in the sick \nline. As the time taken in placing wagons into and withdrawing them from a sick line is \nusually several times the time spent in actual repairs. Provisions should be made to carry \nout whatever repairs are possible in the sorting Yard itself by providing sick lines. \niv) Telecom Equipment of Marshalling Yards: \nA Marshalling Yard should necessarily have the best possible telecom facility for proper functioning and \nefficient supervision of work: \n1. Telecommunication arrangement: Since a Marshalling Yard covers a considerably big \narea, the distance between its different points and portions becomes naturally long. \nTherefore extensive telecom network, through an electronic exchange and intercoms \nbetween all-important points in the Yard, is imperative so that instructions to the \nsupervisory staff can be conveyed quickly ov er telephone. The Yard should also have \ndirect dialling trunk facilities and Control Telephones, so that instructions to the \nsupervisory staff can be communicated properly and promptly. \n2. Paging and talk-back arrangement: Major Marshalling Yards are provided with Paging and \ntalk-back sets, through which orders and instru ctions are issued to the staff concerned, \nworking in different spheres in the Yard, from one central point. Similarly, the staff can also \nconvey any information to the central points. This helps co-ordination between different \nspheres of the Yard. \n3. Loud speakers are also provided at convenient points so that instructions can be conveyed \nto different staff working in the same area. For example, loudspeakers are provided in the \nSorting Yard, so that the incharge of the hum p can convey instructions relating to Hump \ncabin and the skid Porters regarding the line on to which wagons are being shunted. \nSimilarly, arrival and despatch of trains can be monitored. \n4. Extensive use of good walkie-talkies will also go a long way in improving the efficiency of \nthe Yards. \nv) Yard Organisation:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 55, + "text": "Yard working is controlled by a Chief Yard Master, though small Yards may be controlled by Yard Master. \nBigger Yards may be under the control of Area Office r. The Yard in charge has two organisations under \nhim. \n1. Field staff: It includes the Chief Yard Masters, wh o is overall Inchar ge of the Yard and \nYard Masters in each shift are responsible for operat ional work. In dual yard system, there may be more \nthan one Yard Masters, e.g. one for Down Yard and another for Up Yard, on the other hand, where the \ntraffic is comparatively low, Yard Masters may be r eplaced by Assistant Yard Masters. The next level of \nsupervision is generally related to the shunting engines. Each shunting engine may have an Assistant Yard \nMaster/Shunting Master, attached to it, who contro ls the movements of the shunting engine. Shunting \nJamadar may be included in the organisation to assist them for dealing with the shunting work allotted to \neach engine. Where the shunting work is not heavy or comparatively unimportant, the Shunting Jamadar \nmay be incharge instead of Yard Master. Each shunting engine generally has a batch of three or four \nPointsmen, whose duties are usually as under: \n(a) For Uncoupling the wagons \n(b) For Braking of wagons \n(c) For Relaying of signals \n(d) For operating the points. \n The above staff from the organisation for sorti ng work besides other staff are also required for \nvarious auxiliary func tions – cabin staff, call boys, box boys (brake or skid porters in hump Yards) etc. \napart from the staff of other departments. \n2. Trains Branch: CTNC or Head TNC, has over all responsibility for the efficient working of \nthe trains branch. Below them, there are Head TNCs/ Sr.TNCs/TNCs, who may be on shift duties or during \nday duty only, depending on the work load of the Yard. These Trains Clerks are entrusted with \ncomparatively important work in the trains branch like preparation of Marshalling Yard statistics, \nmaintenance of the Yard Balance Register, Daily Stock Taking etc. The TNCs in shift duties take stock of \ntrains in Reception and Despatching Yard. They also maintain Wagon Exchange Registers, Phase-wise \nDetention Register and stock on line position. The number of TNCs in a Yard will depend on the number of \nwagons, trains dealt with in a Yard. \n \n3. Yard Working Instructions: \nFor proper and efficient working of each Yard, general directions for working in each shift should \nbe laid down in the Yard Working instructions. The in structions should deal with all important aspects of \nworking in detail other than the procedure for recepti on and despatch of trains, etc., which are required to \nbe given in the Station Working Rules to be useful fo r the general guidance of staff working in the Yard as \nwell as to the new and the relievi ng staff. The Yard Working instruct ions should be pr epared generally \nunder the following heads:- \na. Full description of the Yard including no. of lines with their holding capacity etc. \nb. Strength of the Yard Staff in each shift. \nc. Quantum of inward, outward and internal traffic required to be dealt with by the Yard and their \ntimings. \nd. Marshalling Orders in force. \ne. Shunting engines available in each shift and their utilisation, generally. \nf. Procedure of work to be carried out, generally in each shift. \ng. Directions to Shunting Jamadars and Yard Mast ers on arrival on duty, in general, in regard to \nadvance planning of the work during their shift. \nh. Directions to Shunting Jamadars and Yard Masters in regard to position of the Yard at the time \nof handing over the charge. \ni. Important Safety Precautions \nj. Miscellaneous instructions. \n \n4. Main Works required to be performed by Yards: \nGenerally a large Yard is required to perform the following work with due regard to efficiency, reliability, \neconomy and safety: \na. To pass through trains after changing of engine and carriage examination and detaching \nsick wagons, if any, and adjusting load of the train if necessary. \nb. To break up and sort out terminating trains and loads and the local loads originating in the \nYard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 56, + "text": "c. To form originating through trains for the farthest point possible in accordance with long \ndistance Marshalling orders laid down by the HQ office. \nd. To form shunting and van trains for the different sections served by the Yard. \ne. To hold back trains and wagons until they are able to go out. \nf. To keep wagon detention to the minimum while planning item No. (1) to (5). \ng. To move train engines and pilots between the Yard/Loco Shed and sidings. \nh. Placement and removal of inward loaded wagon s for the goods depots, loco shed, private \nsidings etc. served by the Marshalling Yard. \ni. Placement and removal of wagons from the repacking shed to the Yard. \nj. Placement and removal of Sick/Fit wagons from the sick lines. \nk. Assessment of room by the nominated shunting trains for roadside stations. \nl. Arrangements for supply of stock as per I ndent Register and ODR required by the road \nside station in accordance with the orders received from the CTNL(Stock). \nm. Weighment of wagons in certain nominated Yards as and when required. \nn. Maintenance of the correct tally of the daily output of the Yard. \no. Maintenance of record of detentions to othe r kinds of stock such as local loaded, sick \nwagons, empties and special stock etc. \n5. Some Factors Affecting Working of the Yards : \n \na. Lack of proper advance planning and co-ordinat ion between the Control and the Yards, \nand want of proper co-opera tion between the Yard staff, loco shed staff and carriage and \nwagon staff, affects Yard working adversely. For efficient Yard working it is necessary that \nthe Yard staff must plan their work in advan ce in consultation with control and adjacent \nYards, if necessary the different members of the Yard staff should extend co-operation in \nthe efficient working of the Yard as a matter of team sprit. \nb. Sometimes, while breaking up the terminating trains, local wagons are not properly \ncollected in specified lines and they remain scattered in the sorting and Marshalling lines \nor other parts of the Yards thereby causing undue delay in the Yard operations. Endeavour \nshould always be made to collect these wagons in lines specified for the purpose. \nc. Late or irregular removal of loads from local areas affecting timely placement of wagons in \ntheir appropriate sidings is often a chronic cause of trouble in the working of the Yard. \nTherefore endeavour must always be made to adhere to the schedules for placement and \nremoval of wagons in the different areas of the Yard in accordance with Yard working \ninstructions. \nd. Empty stock should not be allowed to lie scattered all over the Yard. As far as possible \nempties should be sorted out in the groups in which they are generally required to be \nworked out, keeping as far as possible sp ecial type of stock s eparately from general \nwagons. All empties stock so grouped preferably be kept separate in specified lines. \ne. Sick wagons and wagons for adjustment of loads and transhipment of contents often lie \nscattered through out the Yard thus hampering the Yard operations. Even if the number of \nsick wagons exceeds the repair capacity, thes e must invariably be kept collected in the \nspecified lines and sick lines placement and removal should be done strictly according to \nthe schedule. Wagons required adjustments of loads and transhipment or contents must \nalways be placed in the appropriate line and attended to with the least possible delay. \nWhere adjustment of loads can possibly be done in the Yard itself, this must be resorted \nto. \nf. Any tendency on the part of shunting engine Loco pilots to waste time on loco \nrequirements should be curbed. Shunting engine must not be allowed more than the \nspecified time for loco requirements at fixed intervals. \ng. Higher wagons balance in a Yard affects its mobility. It is therefore very necessary that \nproper analysis of the highest wagon balanc e beyond which mobility of the Yard is \nseriously affected, should be worked out an d proper co-ordination between the Yard \nMaster, Assistant Station Master, Control and adjacent Yard should be maintained all the \ntime. To prevent excessive inflow of wagons, which seriously affects mobility of the Yard, \nan eternal watch should be kept on the Yard Balance and steps taken to keep within the \nworking capacity of the Yard. \nh. Efficiency of the Yard shunting engine is one of the most important factors on which the \nworking of the Yard depends. Requirement of a better shunting engine or an additional \nshunting engine during the busy periods, may therefore be found necessary for better", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 57, + "text": "working of a Yard. In big Yards, efficienc y and sufficiency of the Yard shunting engines \nshould be periodically examined and if frequent engine trouble is reported, supervisors of \nloco should be posted temporarily with them until the cause of the trouble is removed. \ni. Yard lay out: The shunting Jamadar and the Yard Master should carefully watch if any \nparticular feature of the layout, such as wr ongly placed cross over, a short shunting neck \nor isolation of two busy groups of lines is a re strictive factor in the efficient working of the \nYard, and if any minor additions and alterations, such as providing an additional \ncrossovers, positioning an existing cross-over correctly, lengthing of a particular line, etc. \nare likely to improve the working of a Yard, necessary proposals should be forwarded to \nthe DRM(O). \nj. Sometimes delay in the release of the wagons by public and departmental consignees \ncause heavy accumulation of local wagons thus affecting the working of the Yard. Advance \nintimation given to rake handling parties on the telephone and the departmental \nsupervisors in the local area about the number of wagons awaiting unloading would enable \nthem to make necessary arrangements in time for releasing the wagons. \nk. Sometimes identification of any particular traffic, which affects the mobility of the Yard, is \nrequired so as to advice to control to restrict the inflow. \nl. In case of heavy congestions requiring block back on the neighbouring sections, \nneighbouring Yard should be called upon or directed by Sr.DOM/CTNL by taking upon \nthem some of the sorting and Marshalling wo rk, the congested Yard would normally have \ndone. If necessary a competent Officer or Inspector should sit in the Yard and a direct \noperation until the congestions is cleared. \nm. In the event of an accident temporarily reducing working capacity, steps should be taken to \nregulate the inflow of trains into the Yard for a day or two, or such a long period as may be \nabsolutely necessary until the emergency is over and the Yard has regained its normal \nworking capacity. The work load on the Yard must be suitably reduced to avoid serious \nrepercussions on the Yard itself and on the neighbouring sections. Accidents should \npreferably be attended to personally by officers, as far as possible so that re-\nrailing/restoration and clearance work may be done in the best possible manner. \nn. Late start of trains from the Yard: Whatever may be the cause of late start of trains from a \nYard, this apart from reducing available capacity of the section, in turn, affects the working \nof the Yard itself by delaying subsequent formations of trains. \no. Yard facilities: Ordinarily a Yard should be adequate enough for its requirements of sorting, \nhandling of local traffic, formation of trains and for holding back stock until it can go out on \nthe sections or to various installations in t he local area. If shunting or train movements in \none part interferes with similar movement in the other parts, or if simultaneous reception of \ntrains from and despatch to different directions is not possible, or the Yard starting a train \nfrom or carrying on shunting in one group of lines while a train is being received in the \nother group, if prevented, it requires careful attention of Supervisors, Inspectors and \nDivisional Officers for necessary remodelling. If frequent congestion takes place in a Yard \nor a Yard show poor performance, the entire working should be thoroughly examined to \ndetermine the root cause of congestion. The causes of strained working may be a \ngenerally increase in traffic, large increase of traffic from one or two sections or stations, \nbad working of some installations served by the Yard, small or obsolete shunting engines \nor their inadequacy etc. all these call for suitable action. \np. Sometimes want of proper working facilities, such as adequate lighting, communication \nbetween the different key-points in the Yard and the Yard Master and the Assistant Station \nMaster requiring a number of messenger to run about in the Yard for this purpose, affects \nthe working of the Yard adversely. \n6. Some of the other factors affecting the Yard working: \n(a) Non-rectification of hump gradients. \n(b) Hump shunting not useful enough for the loads which require pushing of loads. \n(c) Under load running of outward trains. \n(d) Trains received mismarshalled. \n(e) Congestion/interruption on the section or in the intermediate or terminal \nYards. \n(f) \nHeavy receipts of local wagons. \n(g) Shortage of engines. \n(h) Train Crew shortage. \n(i) Heavy shortage of Yard working staff including C&W staff.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 58, + "text": "7. Operating Considerations Governing Design of a Yard: \ni) The lay-out of the Yard should be such that as far as possible movements of wagons in \ntheir several Marshalling operations would be continuous and progressive in the direction \nof the destination of the wagons because reverse or zig-zag movements reduce efficiency. \nThe reception lines, sorting lines, shunti ng necks, Marshalling lines, departure lines \nshould, wherever possible, be arranged with this object in view. \nii) The layout should also satisfy the basic prin ciples of maximum flexibility in movements \nconsistent with safety so that as many as possible of the different types of movements \nwhich are required to be performed may be carried out. At one and the same time it should \nbe possible to perform all the different movements which are to take place at the same \ntime. \n The following independent movements within one and the same area should be planned \nas far as possible. \n(a) Simultaneous reception of trains from different directions. \n(b) Simultaneous despatch of the trains to different directions. \n(c) Two or more shunting engines worki ng, not to interference with one \nanother, by provision of separate shunting necks. \n(d) Reception of one train not to interfer e with the departure of another train \nand vice-versa. \n(e) Reception of trains in one part of the Yard should not interfere with \nshunting in another part. \n(f) In large Yards, there should be separ ate lines for Reception, Marshalling \nand Despatch. Bye-Pass Running lines may be provided if possible, when \nonly crew change is required. \n(g) There must be adequate facility of light and communication in the different \npart of Yard. Yard should be so designed as to permit future extensions in \neach important section, like reception lines, sorting lines/ Marshalling \ngroup etc. in the next 25 years though on consideration of economy, \nrequirements of the next five years only may the first instance be provided. \n9. Marshalling Yard Statistics: (Manual of Statistical Instructions Volume-I) \n(Railway Board has decided that statistics s hall be maintained in terms of 8-wheeler units. \nSame be incorporated by the railways) \nGeneral Instructions: \na. The Marshalling Yard statistics should be prepared for selected Yards generally dealing \nwith 8000 eight-wheeler wagons and over per month in respect of BG Yards and 5000 \neight wheeler wagons and over per month in re spect of MG Yards, prior approval of the \nRailway Board should however, be obtained for addition or deletion of any Yard. \nb. Brake vans are to be included. \nc. The area of each Marshalling Yard is to be carefully defined and no extra allowance is to \nbe made for any work done within that area. A diagram showing the Marshalling Yard area \nclearly demarcated should be prepared for the Yards for which statistics are requires to be \ncompiled by the Railway for the Board. This diagram should be readily available at the \nstations to enable any inspecting officer to obt ain a clear indication of the extent of the \nMarshalling Yard. \nd. Sick lines and repacking sheds, transhipment points, goods sheds, departmental sidings \nand the industrial sidings etc., may as a general rule, be treated as lying outside \nMarshalling Yards for purpose of calculation of Marshalling Yard statistics. \ne. At places, where there are points like the G oods terminal station and/or Brake-of gauge \ntranshipment point etc., continuous to the Marshalling Yard, and the detention statistics for \neach of these Yards are compiled separately either for submission to the Railway Board or \nfor inclusion in the Railway’s own Domestic Statistics. The sum total of detention in each \nYard should accord with the total detention from arrival of a wagon till its final despatch \nfrom that station. To ensure this, the supervisory staff in-c harge should exercise a check, \nat least once in a month, on a random sampling basis. This check should be broad based \ncovering not only the important categories of wagons e.g. four wheelers, BOX wagons, oil \ntanks etc. but also the main stream of movement of wagons to and from different \ndirections. This exercise should cover at least 10% of the total number of local wagons \ndealt with in the Marshalling Yard during the previous month and the records of such \nchecks should be properly maintained to be available for scrutiny by inspecting personnel. \nf. In the case of wagons whose detention or de spatch particulars are not available, their \ndetention should not be omitted but reckoned on the basis of the average detention during", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 59, + "text": "the month for similar type of stock while working out the average detention per wagon. The \nnumber of such wagons should be indicated separately under through loaded and all \nwagons for each Yard in a foot-note to the statement. \ng. Yards provided with humps are to be denoted by a star and terminal Yards should be \nspecified by a note to that effect. \nh. Except where otherwise stated, all results, are to be worked out correct to one place of \ndecimal, but those which are less than 10 should be worked out correct to two places of \ndecimal.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 60, + "text": "MARSHALLING YARD STATISTICS Statement No. 14 \n For the month of __________________________________ \nItem \nName of Marshalling Yards stating broad \ngauge or metre gauge Remarks \nWagons despatched- \n1.01 Number of wagons despatched – \nDespatched by trains during the month \n1.02 Number of wagons placed from Marshalling Yard outside the Yard by \npilots in goods sheds, transhipm ent/repacking sheds, departmental \nsidings or Yards, military sidings, assisted sidings, etc. \n \n1 \n1.03 No. of wagons dealt with during the month \n \n2 Daily average number of wagons despatched. \nNumber of trains received \na) Number of by passing trains \nb) Number of terminating trains \n \n3.01 \nc) Total (a+b) \n \n3.02 Average detention to by passing trains: \n Target- \n Actual – \n \n3 \n3.03 Number of wagons carried by – \nBy passing trains included in items 3.01(a) \nNumber of trains despatched \n4.1 No. of by passing trains \n \n4.2 No. of originating trains \n \n4 \n4.3 Total \nNo. of wagons dealt with per shunting engine \nhour - \n \nNo. of pilots working in the station \n(a) Number of pilots \n5.1 \n(b) Number of shifts per day \n \n5.2 Total shunting engine hours outside Marshalling Yards \n \n5.3 Total shunting engine hours of regular shunting engines employed \nfor work inside Marshalling Yard \n \n5.4 Total shunting hours by train engine employed for work in \nMarshalling Yard. \n \n5.5 Total time taken for locomotive duties and minor repairs \n \n5 \n5.6 No. of wagons dealt with per shunting engine hour \n \nAverage detention per wagon (Hours) \n6.1 All Wagons- \nTarget \nActual \n \n6.2 Through loaded wagons – \nTarget \nActual \n \n6.3 Through empties \n6.4 Outward Local \n6.5 Inward Local \n6 \n6.6 Sick wagons \n \n \n9. Procedure for Working Out Marshalling Yard Statistics: \ni) Wagons despatched: \n Item 1.01 and 1.02 are self explanatory. A wa gon should be included under item 1.02 as many \ntimes as it leaves the Marshalling Yard.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 61, + "text": "Wagons on ‘by passing” trains (i.e. through goods trains, as defined in note under item 1 of \nstatement will not be included under item 1.01). \n Item No. 1.03 – Item 1.01 + 1.02 \nii) Daily average number of wagons despatched: \n Item 2 = Item 1.03 \n No. of days in the month \n(iii & iv) Number of trains received and despatched: \n(a) A train for this purpose is a set of wagons or vehicles worked by locomotive, or any \nother self-propelled unit, or rail-motor vehicles, empty or conveying traffic when \nrunning, under a particular number or a distinct name, from a fixed point of \ndeparture to a fixed point of destination. \n(b) All trains, both terminating and by-passing (i.e. through goods trains) are to be \nincluded. “By passing trains” should be accounted both under the number received \nand despatched. \nv. Number of wagons dealt with per shunting engine hour: \n Item 5.06 = Item 1.03\n \n Items 5.03 + 5.04 \nNote: (i) While compiling shunting engine hours under item 5.3 and 5.4 the \n following instructions should be kept in view. \n(a) Shunting engine hours are to include the shunt ing hours of regular shunting engines and \ntrain engines before and after working a train or during its run when employed in shunting \ngoods wagons only in the Marshalling Yard area. The shunting time within the Marshalling \nYard area should only be taken into account and not the time spent outside its limits. \n(b) Shunting engine hours are to be reckoned from th e time of arrival of the shunting engines \nin the Marshalling Yard upto the time of their departure from the Yard on the basis of \nshunting vouchers. The time spent on locomotive duties whether in the Yard itself or \noutside the Yard is to be included. However, any extra time taken over the normal time \nprescribed for carrying out legitimate locomotive duties should be excluded, the normal \ntime being determined by the individual railway taking into account the local conditions and \nindicated in the operating manuals. \n If shunting engine is required to be repaired in the Yard itself, the extra time beyond 30 \nminutes spent on such repairs in a shift should also be excluded. \n \n(c) The time spent in the Marshalling Yard for change of crew and/or fuelling, should be \naccounted for in the same manner as on locomotive duties referred to in Note (1)(b) above. \n(d) Since shunting engines shunt both coaching and goods vehicles, the allocation of shunting \nengine hours to goods and coaching stock may be fixed for each Yard on a percentage \nbasis after an examination of the work done. This percentage is to be rechecked at least \nonce a year and also when any change occurs in the type of traffic passing through that \nYard. Where daily records are kept of the wo rking of shunting engines according to hours \nspent (i) inside the Marshalling Yard (ii) outside the Marshalling Yard and (iii) in shunting \ncoaching vehicles, it will not be necessary to fix a percentage, as the actual hours spent in \nthe Marshalling Yard in shunting goods vehicles will be available. Time taken by shunting \nengine in placing wagons in such lines is to be included in shunting hours when such lines \nform the part of the Marshalling Yard area. \nNote: (ii) Time spent for locomotive duties recorded separately under item 5.5 will include under 5.3 \nalso. Item 5.5 will include the time taken by shunting locomotive for locomotives duties and \nminor repairs upto 30 minutes per shift as per Note (i)(b) under item 5. \nvi). Average detention per wagon: \n(a) The detention time should have reference only to the detention within the Marshalling Yard \nterritory as defined in para (iv) of General Instructions and the incoming and outgoing \nwagons from and to the local outlying sheds, sidings, etc. should be counted as many \ntimes as they enter the Yard. This will include detention to sick wagons in the Marshalling \nYard although their detention is separately shown against item 6.6. \n(b) The average detention is to be obtained by re cording in the wagon exchange register or \nsimilar record, the hours of detention to each wag on, that is the interval between its arrival \nand departure. At the end of the month under different types must be totalled, and both \ndetentions and number of wagons for each ty pe must be multiplied by the factor of \nequivalence to four wheeler and then consolidat ed to work out the average detention per \nwagon, the following example will illustrat e the method of calculation of the average \ndetention per wagons.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 62, + "text": "Example: Suppose Yard A has despatched 100 four wheelers with a total detention of 400 hours, \n20 bogie wagons (Equivalent to 40 four wheelers) with a total detention of 200 hours and 10 Box \nwagons (equivalent to twenty five four-wheeler s) with a total detention of 150 hours. Average \ndetention per wagon will be – \n 400 x 1 + 200 x 2+ 150 x 2.5 = 7.1 hours \n 100 x 1 + 20 x 2 + 10 x 2.5 \n The detention of wagons arriving in one month and despatched in the next will be shown in \nthe month in which they are despatched, but the time must be reckoned from the date of \narrival. Stations which maintain a wagon card index may obtain the figures therefore \ninstead of from the wagon exchange register. The number and detention of Brakevans will \nbe excluded for the purpose of this item. \n(c) The ‘target’ detention hours will be fixed by the Railway Board from time to time having \nregard to the past performance of each Yard and also materialisation of different streams \nof traffic, Marshalling commitments and the faci lities available. A pointer to the correct \nlevel of a target would be the best result ac hieved in the past one or two years, assuming \nthat there has been no noticeable improvement or deterioration in the operating conditions \nand methods. The target should be somewhat better than the actual recorded performance \nso that it may call for better effort on the part of the staff concerned to achieve the margin \nof improvement remaining between the actual and the target. \nItem 6.1 – All wagons – The term ‘all wagons’ includes through loaded, through empty, local loaded, local \nempty and departmental wagons, wagons on ‘through trains’ (as defined in item 1.01 & 1.02) sick and \ndamage wagons will be excluded. Sick and damaged wagons will be included wherever the sick lines form \npart of the Marshalling Yard area. \nIn respect of the Yards which may as well be depot s for holding empties, such empties should not be \nincluded for the purpose of this item. These Yards should, however, be denoted by a suitable footnote \nspecifying therein the average daily holding of the depot. \n \nThe “exit” and “re-entrance” timings may be fixed on the basis of sample observations made once a year. \nThese fixed timings may be rechecked annually and also when any major change occurs in the working of \nthe Marshalling Yard. \nItem 6.2 - Through loaded wagons – The term “loaded wagons” mean loaded wagons which neither \noriginate nor terminate at the station, but which are d ealt within the Yard and are not on “by-passing” trains \n(as defined in item 1.01. and 1.02). \nItem 6.3 – Through empty wagons – The terms “empty wagons” means empty wagons which neither \noriginate nor terminate at the stations, but which are dealt in the Yard and are not on ‘by-passing” trains (as \ndefined in items 1.01 and 1.02). \nItem 6.4 - Outward Local - This item will include detention to local wagons despatched by trains from the \nMarshalling Yard i.e. from the time of their entry into the Marshalling Yard from the outlying sheds and \nsidings till their despatch by trains. \nItem 6.5 – Inward Local - This will include the detention to local wagons from the time of their arrival in the \nMarshalling Yard till their placement into the local sidings. \nItem 6.6 – Sick Wagons - Detention to sick wagons in the Marshalling Yard will be included under this item \nas also under “all wagons”. In case the sick lines form part of the Marshalling Yard the detention in the sick \nlines will also be included under this item. If the sick lines are outside the Yard, such detention will be \nexcluded. \nvii) Present Status and the Road Ahead: \nClosure of conventional marshalling yards was an outcome of – \na) Unit train movement \nb) Advent of containers \n The container revolution ensured that an universal flat rail car could move all description of traffic \nof varying cargo size – train load, full container load or less than container load. It can quickly eliminate \nshunting operations, which was replaced by gantry or road mobile trains; picking up containers and \nrepositioning them – the equivalent of tortous shunting as detailed above. It ensured that freight customer \ndoes not have to register a wagon or rake, he has to ask for simply a given number of containers which are \nsent to his premises for loading/unloading and are brought back to modern freight terminals. The \nexorbitant cost involved in taking freight consignments to railway goods shed and unloading in inward \nconsignment there and carting them to customers’ premises are totally eliminated and inter modal \noperation ensures door to door service, which till now was the hallmark of road transport, which had \ncaptured nearly 80% of making Indian Railways the second largest mode of transit movement.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 63, + "text": "Rightly enough the era of modern freight terminal s has began. These are world class facilities and \ninclude:- \ni) An ICD for export/import cargo with customs clearance facility \nii) Appointed warehouse to facilitate custom duty being paid as an when the cargo is \nneeded. \niii) Large warehouses where cargo can be stuffed/restuffed/stored \n and moved as per customers’ instruction \niv) Road, rail and air transport connectivity on demand. \nv) Cold chain for refrigerated cargo \nvi) Banks \nvii) Fax, Telex & Telephone Internet connectivity \nviii) Continuous cargo tracking globally \n Freight terminal operating company and some of the railroad company who have a customer \nservices centre working round the clock to receive customers instructions fo r change of destinations, \nrebooking of cargo etc. and this new environment the freight customer may visits the commercial office to \nexecute agreements or long term contracts. The freight terminal is like a factory where the cargo goes and \ngoes out. Process for bringing about this business like cause is already on way with private operators \nmanaging their terminals, running their own trains, se rving their customers in an entirely business like \nenvironment. In this scenario the erstwhile marshalling yard are in the following areas \ni. Providing rail substitute to road \nii. Serving large production units like steel plants & refineries \niii. Major customers like thermal powerhouse , fertiliser plants, cement plants, \nensuring availability of inputs and clearance of their outward cargo. \niv. Major carriage wagon depots for freight rolling stock \nv. Crew and loco changing locations \nvi. ICDs of IR’s subsidiary CONCOR \n The transition from conventional; goods shed and marshalling yards of freight terminals have \nequipped railway system worldwide to win back high profit yielding, finished production from road to rail \ncum road system which reduces cost to the economy and the customers, substantially reducing the \nadverse environment impacts of road transport, pav ing the way for sustainable transport. The future \nmanifestation of railway yards is likely to be as Logi stics Park as railways strives to become a logistics \nprovider rather than a mere transporter. \n \n The future manifestation of railway yards is a l ogistic park, essential for Railways as it shifts \ntowards being a logistic provider from a mere transporter.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 64, + "text": "CONTAINER TRAIN OPERATION (Back to Index) \n \n \nWith a view to increasing railway’s share of container traffic and introducing competition in railway \ncontainer transport services in India, Ministry of Ra ilways decided to grant eligible parties the right to \nrequire the Railway Administration to haul their Container trains on Indian Railway network for movement \nof both Export and Import Traffic as well as Domest ic Traffic subject to various terms and conditions \ncontained in an Agreement. This Agreement sets out in detail their mutual relationship and the terms and \nconditions, which shall govern the right of the Concessionaires to offer their Container trains for movement \nto Railway Administration and the obligation of Railway Administration to move the trains. \nThe salient features of this Agreement as well as of related instructions with respect to train operations are \ngiven below. The salient features of the Concession Agreement with Container Train Operators and of \nother related instructions are indicative in natur e and for guidance only. For actual provisions, the \nConcession Agreement and the Circulars and Railway Board’s letters mentioned above should be referred \nto. \n1. Concessionaires have a non-exclusive right to require the Railway Administration to haul the \nConcessionaire’s Trains subject to the Concessionaire establishing/ensuring access to Rail Terminals and \nacquiring a minimum number of Wagons including brake vans to form a Block Rake for the commencement \nof operations and for transportation of containers. \n2. The term of this Agreement shall be for a per iod of 20 years starting from the Commercial \nOperations Date. \n3. In the event the Concessionaire fails to operat e its Container Trains in accordance with the \nrequirements of this Agreement within three (3) years fr om the date of award of the In Principle Approval, \nRailway Administration shall have the right to terminate the Agreement. \n4. The rights of the Concessionaire shall include the following: \ni) The right to undertake the business of collecting, storing and loading onto Wagons, \nconsignments of goods from any third party; \nii) The right to determine, charge, collect, reta in and appropriate all the fees that it charges \nfrom the consigners; \niii) The right to obtain access to Rail Terminals and develop, own, operate and maintain Rail \nTerminals, including inland container depots; \niv) The right to procure and own/lease Wagons and containers. \n5. The concessionaire will be responsible for loading and unloading operations at both the origin and \ndestination Rail Terminals \n6. The Railway Administration shall haul the Conces sionaire Trains on the payment of prevalent \nhaulage charges as notified from time to time. The present haulage charges are contained in Board’s letter \nno. 2008/TTIII/73/8 dated 1-7-2008. \n7. The Central Government (Ministry of Railways) shal l have the right to specify certain commodities, \nwhich ordinarily move in railway wagons in trainload as notified commodities, which may be subjected to \ndifferent tariff and conditions for haulage. At present as per Boar d’s letter no. 2008/TTIII/73/8 dated 1-7-\n2008, carriage of coal, coke, minerals and ores in containers is prohibited. \n8. The existing incentives/schemes extended to rail customers or that may be introduced in future \nshall not ipso facto apply to the Concessionaires. Upon request of the C oncessionaire(s), Railway \nadministration may consider extending such schemes to the Concessionaire to the extent possible in a \nnon-discriminatory manner. \n9. All commercial rules like that contained in Commercial Manual, as amended from time to time and \nas applicable to other freight traffic moving on Indian Railways shall apply to the Container traffic, except \nrules specially covered in this Agreement in a non-discriminatory manner amongst similarly placed entities. \n10. It shall be the Concessionaire’s sole responsibility to procure the requisite approval/authority for \nthe Concessionaire’s Train and/or a Railway Administration locomotive to enter into and utilize the origin \nand destination Rail Terminal(s). \n11. Each concessionaire is required to set up two rail linked inland container terminals within three \nyears of obtaining the license to operate or have access to inland container terminals. \n12. Use of Railway freight terminal s (Goods sheds) as Container Rail Terminals (CRT) has been \npermitted by the Railways in terms of Rates Circular 10 of 2008. \n13. Each Rail Terminal, other than a Railway owned Terminal, that is used by the Concessionaire shall \nconform to the following:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 65, + "text": "(i) Each Rail Terminal shall have rail facilities for handling Concessionaire Trains along with \nlocomotive in conformity with siding rules pr escribed by Railway Administration from time \nto time. \n(ii) Be equipped with a RDSO approved in-motion we igh bridge of prescribed standards for \nweighing of Wagons with and without containers of the Concessionaire’s Train. \n(iii) Be equipped with TMS and such other facilities as may be required to interface with, and \nensure transfer of data online to, FOIS of Railway Administration. \n14. The Concessionaire shall declare the weight of each Wagon/container prior to departure of the \nConcessionaire’s Train. \n15. The Concessionaire shall procure by way of purchase, lease or hire, Wagons including Brake Vans \nand Containers required for the purposes of operating the Concessionaire’s Trains. However, till such time \nas the Concessionaire procures the required Brake Vans, Railway Administration may provide its own \nBrake Vans (provided they are available), on non-discri minatory basis, at a reasonable charge, notified by \nthe Railway Administration from time to time. \n16. In the event any of the Wagons of the Concessionaire are lying idle (“Idle Wagons”), the \nConcessionaire may offer to the Railway Administration or other Concessionaires, use of any such Idle \nWagons. However, Railway Administration shall be under no obligation to accept such an offer of the \nConcessionaire for use of any Idle Wagons and may levy a Stabling Charge as specified. \n17. In the event of an Emergency, Railway Administra tion shall have the right, to temporarily assume \ncontrol and make use of the Wagons of the Conces sionaire. For any such Emergency Use, Railway \nAdministration shall pay to the Concessionaire, a reasonable rent/charge to cover the cost of provisions, \nmaintenance and operation of the Wagon. \n18. The Concessionaire shall at all times conform to the maintenance standards specified by the \nRailway Administration in accordance with Good Industr y Practice for the Concessionaire’s Containers, \nrail related equipment and tracks. \n19. The Concessionaire’s Wagons shall be maintained by the Railway Administration in accordance \nwith the maintenance schedule notified by the Railway Administration. Such maintenance shall, \ninter alia, \ninclude intensive examination, routine overh aul (“ROH”) and periodic overhaul (“POH”). The \nConcessionaire will provide and maintain the requisite Wagon examination facilities(as specified by railway \nAdministration) inside the Rail Terminal and bear a one time capital cost for tools and plants as specified \nby Railway Administration and approved by RDSO. \n20. Wagon maintenance charges for maintenance by Railway administration of the Concessionaire’s \nWagons shall be included in the Haulage Charges. The present Haulage Charge s include 5% thereof by \nway of maintenance charges. \n21. Railway Administration shall normally complete the intensive train examination within a period of 6 \nhours from the time the Concessionaire’s Wagons (in empty Rake formation) are handed over by the \nConcessionaire for such examination. Provided however, that the minimum interval between two \nsuccessive Rakes offered for intensive train examinat ion shall be at least 6 hours. Alternatively, the \nRailway Administration may examine the Concessionaire’s Wagons at suitable point enroute its destination \nwhere the facilities for such examination exists. The time stipulated for maintenance shall not be applicable \nvis-à-vis such Concessionaire’s Wagons that are declared sick during the course of examination and are \nrequired to be detached from the Concessionaire’s Train for sick line/ workshop attention. \n22. In the event of the Railway Administration’s inabili ty to conform to the time schedule specified for \nintensive train examination, it shall pay to the Concessionaire for every 24 hours of delay (inclusive of initial \n6 hours) so caused, an amount equal to the Stabling Charges payable for such period of delay. \n23. The Concessionaire may undertake maintenance of the Concessionaire’s Wagons through any \nother entity including the Concessionaire on such te rms and conditions as specified by the Railway \nAdministration from time to time provided however, that the maintenance is carried out as per maintenance \nschedules and various stages of inspection as ma y be notified by Railway Administration and pre-\ndeparture certification of such Wagons shall be i ssued by the Railway Administration for which the \nprescribed charges shall be paid by the Concessionaire. \n24. The Concessionaire shall hand over empty Concessionaire’s Wagons, in rake formation, to \nRailway Administration for carrying out maintenance as per the schedule specified by the Railway \nAdministration. \n25. The haulage charges for moving the Wagons, in rake formation, from a Rail Terminal to the \nworkshop/maintenance depot/train examination point of the Railway Administration and back shall be \nborne by the Railway Administration, provided however, that the scheduled haulage charges shall be \npayable by the Concessionaire in the event maintenance is carried out by an entity other than the Railway \nAdministration and inspection is carried out by the Railway Administration at the location of maintenance.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 66, + "text": "26. In the event wagon maintenance is undertaken by the Concessionaire, or any other party (other \nthan Railway Administration in accordance with the pr ovisions of this Agreement) a proportionate rebate in \nhaulage charges (equivalent to the built in maintenance charges) shall be given to the Concessionaire. \n27. Subject to any operational constraints, Railway administration will provide locomotives to haul the \nConcessionaire’s Trains on a non-discriminatory and non exclusive basis vis-à-vis other Concessionaires \nonly. \n28. At least four (4) hours prior to the planned departure of Concessionaire’s Train, the Concessionaire \nshall submit an indent (“Indent for Locomotive”) for supply of locomotive. The existing incentive schemes if \nany or incentive schemes that may be introduced in future for supply of locomotives may be extended to \nthe Concessionaire’s Trains with suitable modificati ons such that it is applied in a non discriminatory \nmanner among different concessionaires. \n29. The Concessionaire may, anytime prior to arriva l of a locomotive cancel its Indent provided \nhowever, the Concessionaire shall be liable to pay to Railway Administration indent cancellation charges \nequivalent to one (1) hour Locomotive Detention Charges. In the event, indent for cancellation of \nlocomotive is received by Railway Administration after the loco is dispatched for the Rail Terminal, the \nConcessionaire in addition to indent cancellation charges, shall also be liable to pay to Railway \nAdministration such charges as may be prescribed by Railway Administration for the infructuous movement \nof locomotive both ways. Such charges, however, shall not exceed the ch arges levied for the movement of \nthe locomotive for the distance from the nearest locomotive shed. \n30. If after arrival of the locomotive at the Rail Term inal from where the train is required to depart, or \nthe Rail Terminal where the train is required to termi nate, as the case may be, the Concessionaire’s Train, \nfor whatsoever reason not attributable to Railway Admi nistration, is not attached or detached and released \n(as the case may be), prior to expiry of the Free Waiting Time of two hours (entry to exit), the \nConcessionaire shall be liable to pay to Railway Administration, Locomotive Detention Charges for every \nhour (or part thereof) for which the locomotive is detained beyond the Free Waiting Time. Provided \nhowever, if a locomotive is detained for a period of more than eight (8) hours at any Rail Terminal (either \nthe Rail Terminal of origin or of termination, as the case may be), then, without prejudice to the \nConcessionaire’s liability to pay to Railway Administration the Locomotive Detention Charges, Railway \nAdministration shall have the right, but not the obligation, to withdraw and/remove the locomotive from such \nRail Terminal. In case Railway Administration withdraws and/or remove the locomotive from the Rail \nTerminal after detention of 8 hours, the detention along with movement charges shall be levied without \ngranting any free time. In the event Railway Administration withdraws the locomotive then, the Indent for \nlocomotive shall deemed to have lapsed, with no furthe r effect. These provisions shall also apply to the \nsituation where the locomotive arrives at a Rail Termi nal where the train is scheduled to terminate, but is \ndenied entry into such Rail Terminal for reasons a ttributable to the Concessionaire and /or the Rail \nTerminal operator. \n31. Locomotive Detention Charges payable by the Co ncessionaire for detention of a locomotive \nbeyond the Free Waiting Time shall be at the rates as prescribed for Diesel/Electric Train Engines by the \nRailway Administration from time to time. The cu rrent Locomotive Detention Charges are contained in \nRates Circular No. 18 of 2008. \n32. Railway Administration shall, in the event of delay ed supply of locomotive beyond 12 hours from \nthe indented schedule time of departure of the Conc essionaire’s Train, be liable to give to the \nConcessionaire a one time rebate equal to two (2) percent of the haulage charges payable by the \nConcessionaire for the Booked Route. This rebate shal l, however, not be admissible in contingencies such \nas interruption of traffic due to accidents or any ot her similar unavoidable reasons beyond the control of \nRailway Administration. \n33. Transportation of the Concessionaire’s trains shall be in Block Rakes. In the event a \nConcessionaire’s Train operates with lesser number of Wagons/Containers than those prescribed in the \nBlock Rakes (“Non-Block Rake Trains”), the haulage charges for such Non-Block Rake Trains shall be \nrecovered on the basis of the minimum composition of Block Rake as specified by Railway Administration. \nProvided, however, in the event a Concessionaire’s Train has less than half the Wagons required to \nconstitute a Block Rake, the Railway Administration shall have the right to refuse to haul the \nConcessionaire’s train comprising less than half a Block Rake. The Railway Administration may however, \nat its sole discretion extend the facility of two point rakes for Container Trains during specified periods and \non specified routes. \n34. The Concessionaire’s Trains to be hauled by Railway Administration pursuant to this Agreement \nshall be booked by the shortest route possible (t he “Booked Route”) and the haulage charges shall be \ndetermined with reference to such Booked Route. Pr ovided however, in case of any accident or other \noperational exigencies on, or affecting, the Booked R outes, Railway Administration shall, in its sole \ndiscretion, be entitled to transport the Concessionaire’s Train by an alternative route (“Alternate Route”). \nThe Concessionaire shall be liable to pay haulage charges only for the B ooked Route even when \nConcessionaire’s Train is transported by an Alternate Route. Provided that in case the Concessionaire’s \nTrains are carried by a longer route in pursuance of the Rationalisation Scheme of MOR (under section 71 \nof the Railway Act 1989), the Concessionaire shall be liable to pay charges accordingly.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 67, + "text": "35. The Concessionaire shall, at least 7 (seven) days prior to any calendar week in which it proposes \nto operate any Concessionaire’s Train, inform (“Weekly Advance Scheduling Notice”) Railway \nAdministration of the number of Concessionaire’s Trains, it requires to be moved, the proposed routes and \nthe likely departure dates (“Weekly Advance Schedule”). \n36. Notwithstanding anything to the contrary, the Conce ssionaire shall, at least twenty four (24) hours \nprior to the day of programmed loading (excluding the day of loading itself) of a Concessionaire’s Train, \nconfirm to Railway Administration the departure schedul e of such Concessionaire’s Train, provided that \nsuch notices shall not in any way be binding and shall be only indicative of the Concessionaire’s operations \nschedule for the following week / day. \n37. Railway Administration shall maintain a level playing field among all Concessionaires and shall \ndevise and implement a transparent and non-discriminatory system for dispatch of Concessionaire’s Trains \non a first come first served basis. \n38. Notwithstanding anything to the contrary contained in the Agreement, dispatch of locomotives and \nConcessionaire’s Train(s) shall be subject to any operational exigencies and/or system restrictions. \n39. Railway Administration shall make all efforts to ensure minimum enroute detention of the \nConcessionaire’s Trains. \n40. Subject to any operational and capacity restricti ons of Railway Administration, there shall be no \nrestriction on the number and frequency of Concessionai re’s Trains that the Concessionaire may require \nRailway Administration to haul pursuant to this Agreement. \n41. The Concessionaire may request the Railway Admi nistration to accept, at any time after the \ndeparture of a Concessionaire’s Trai n, the diversion/re-diversion of such Concessionaire’s Train to any \nother Rail Terminal, in accordance with the various terms and conditions (including but not limited to \npayment of haulage charges and other charges) and pr ocedures specified by Railway Administration from \ntime to time subject to its operational exigencies a nd/or for system restrictions . It is clarified that the \nRailway Administration shall not be under a legal obligation to comply with such request. \n42. The Concessionaire shall be liable to pay to Railway Administration Stabling Charges, in the \nfollowing events : \n(i) In case the Concessionaire’s Train suffers de tention at the servi ng station for reasons \nattributable to the Concessionaire or when the Concessionaire either declines to accept \nWagons inside the Rail Terminal, scheduled to be the terminating Rail Terminal or is not in \na position to receive placement of subsequent Wagons; or \n(ii) In case of non acceptance of trains inside any port by the port authority concerned; or \n(iii) At any of the stations en route due to any reason attributable to the Concessionaire. \n(iv) Provided however that Stabling Charges shall be levied only where the detention of the \nConcessionaire’s Train is for a period in excess of 4 hours. \nStabling Charges shall be payable at the rates notified by Railway Administration from time to time and the \nRailway Administration shall have the right to revise the Stabling Charges on an annual basis; provided \nthat any increase in charges in any Financial Year during the term of this Agreement, shall not exceed 10% \n(ten percent) of the charges payable in the preceding year. The current Stabling Charges are contained in \nRailway Board’s letter no. TC-I/98/201/4 dated 17.1.2008.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 68, + "text": "CUSTOMER INTERFACE AND ROLE OF COMMERCIAL STAFF (Back to Index) \n \n The physical movement of both passengers and freight cargo is handled by operating staff but it is the \ncommercial staff, who interacts with our customers. \n \nPassenger \n \nPlatform Ticket Checking staff: - (a) Their foremost duty is to enforce rigid access control in station area to \nprevent ticket less travel and entry of undesirable elements in station premises. \n1. Occupation of waiting rooms and waiting sheds - \n(a) Except under special orders from the Div. Railway Manager, passengers must not be \nallowed to use the waiting rooms at stations as rest houses, but passengers arriving at \nRoad side stations at night may be allowed to occupy the waiting rooms or waiting halls \nbetween trains or until the morning. At junction stations passengers may use waiting \nrooms and waiting halls when waiting for connecting trains. \n(b) To ensure that bona fide use of waiting rooms is being made, they shall be checked by a \nticket checking staff every eight hours. \n \n2. Booking staff: - \n \n(a) To issue tickets, release and display reservation slips and charts in time to avoid detention \nof trains in boarding of passengers. \n \n(b) To advise all commercial figures and occupati on report of trains to Divisional office and SM \non duty as required. \n \n(c) Station Master or Parcel Clerk shall ensur e:- Parcel, luggage, goods and vendors’ trays \nand barrows shall not be placed on passenger platforms within 3 meters of the edge of the \nplatform. When parcels or luggage are loaded on platform, the barrows must be kept \noutside this distance at a point opposite where the vehicle, into which they are to be \nloaded is likely to stop. Packages unloaded from a train must be removed as quickly as \npossible to the usual place of stacking outside this distance, if they are not taken away into \nluggage and parcel offices or the goods shed. Under no circumstances should drums and \nbarrels be left on the platform in such a position that they may roll into the track. \n \n3. Precautions before starting a train carrying passengers: \n \n(a) Control of electric lights and fans in coaches : -Switching ‘On’ and ‘OFF’ of lights and fans \ncircuits in a rake is effected by operating rotary switches or MCBs in the Junction box \nprovided inside individual coaches. Operation of these circuits is the duty of train-lighting \nstaff deputed at important stations. Individual switches regulators of lights and fans are to \nbe operated by passengers themselves. \n \n(b) Conductor or TTEs are responsible for ensuri ng that the electrical equipments and fittings \nof all coaches are functioning satisfactorily. Where any defect or deficiency is noticed, \nthey should inform the electric staff on duty of AC coaches or advise through control to the \nnext station where electrical staff is provided. \n \n(c) Conductor or TTE shall, before the train l eaves the starting station, request the occupants \nof those compartments to test if the locki ng devices on doors and windows are in working \norder. In case of any defect, they shall ar range to have the defects put right by the TXR \nstaff under advice to SM either at the starting station or at the next train examining station. \n \n(d) Travelling Ticket Examiners are to note t hat doors on both sides of carriages on a train \ncarrying passengers shall never remain locked at the same time, except in the case of \ncompartments reserved for ladies which may be locked at the request of the occupants. \n \n(e) Conductor and TTEs must see that passenge rs are not getting in and out of carriage when \ntrains are about to start and that no one is travelling on the roofs of carriage. \n \n(f) Segregation of passengers su ffering from infections or cont agious diseases: - For greater \nsafety of the travelling public, passengers sufferi ng from infections or contagious diseases \nshould be segregated from other passengers by TTE with the help of security forces.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 69, + "text": "(g) Passengers to be courteously treated.-All passengers, irrespective of the class of tickets \nthey hold, shall be courteously treated and all possible assistance and protection afforded \nto them while on Railway Premises. \n \n(h) Female passengers particularly when unaccom panied by males, friends or relatives shall \nbe given special attention at all times. \n \n(i) Each member of staff who has to deal with passengers must be acquainted with the time \nof arrival and departure from t heir stations of all trains carrying passengers to answer in \nprompt and civil manner any question put to them by the public. \n \n4. Precautions during journey :- \n \n(a) In cases of long distance through trains coming from or going to other railways, which have \nyet to journey through the following night, the guard or conductor or TTE shall, at a \nconvenient station some time during the da y, approach the occupants of upper class and \nsecond class ladies compartments, and request them to check up if the door latches and \nwindow catches are in good working order; when the train arrives at a station where the \nTXR staff is required to attend to the safety catches, the TXR staff should be ready with the \nnecessary material and should themselves chec k up the locking devices and put right any \ndeficiencies detected by them or reported to them by passengers. \n \n(b) The Conductor or TTE should also make it a point to warn the passengers at convenient \nstations between 21 and 22 hrs to apply the locking devices, if not already done. \n \n(c) Should it be found that the alarm chain has been pulled mischievously or for an \nunjustifiable cause or the hose pipe has b een disconnected by some miscreants, the \nConductor or TTE in charge must ascertain the name of the person who pulled the chain or \ndisconnected the hose pipe. His name and address with those of other occupants must be \nobtained and the Conductor or TTE should make a report regarding the alarm chain pulling \nor the hose pipe disconnection incident and hand over the same to SM/ASM of the station \nat which the incident occurs, if time permits or at the next stopping station, who will take \naction in lodging the report with the GRP of the station in whose jurisdiction the incident \nhas occurred. \n \n(d) Calling out name of station - Travelling Ticket Examiners where employed and at Ticket \nChecking stations, the Ticket Examiners are required to give this information to \npassengers as they go from compartment to compartment checking tickets and at junction \nstations they shall advise passengers to change, if necessary. \n \n5. Waking up passengers : - \n \n(a) Passenger of all classes occupying reserved accommodation shall not be roused for \ntickets, to be rechecked between the hours 22 and 6 except when there are reasons to \nbelieve that a certain passenger is travelling without a ticket or otherwise irregularly. \n \n(b) TTE,s of Mail Express and passenger trains are to arouse Air Conditioned and First Class \nPassengers at night at any stat ion when requested by the passengers to do so and will be \nassisted by the coach attendant. The Ticket Checking staff to whom such a request is \nmade by a passenger shall enter in the “wake up memo” the name of the passengers the \nnumber and the class of the carriage occupi ed and the name of station at which the \npassenger is to be called. \n \n(c) The Ticket Checking staff when intimating the arrival of the train at a station where a \npassenger has been noted to alight shall take care of that other passengers are not \nunnecessarily disturbed. \n \n(d) Passengers shall not be placed in carriages of a higher class than that for which tickets are \nheld except on payment of additional fares as per extant rules or on automatic \nupgradation. \n \n6. Ladies travelling alone at night: - \n \n(a) In no case, whatever, shall a male passenger (except a boy under twelve years of \nage) be allowed to travel in a compartment reserved for Ladies in any train. \n \n(b) A lady travelling alone or with children under 12 years of age at night in a first class \ncompartment reserved for ladies may take with her in the same compartment in which", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 70, + "text": "she is travelling, one women attendant holding a second class ticket for that portion of \nthe journey which is performed between the hour s 8 p.m. and 6 a.m. This rule may also \napply when two or more ladies are travelling in the same compartment with out any \nobjection and any inconvenience. \n \n(c) A lady travelling alone or with children under 12 years of age in a first class compartment \nmay take with her compartment one dog on payment of the dog-box rate, provided that if \nanother lady enters the compartment, the dog shall only be allowed to remain in the \ncompartment with the permission of the other passenger. \n \n7. Medical Aid: - \n \n(a) It will be the duty of the train manning staff or st ation staff to render first aid to any injured \nperson within Railway premises immediately. \n \n(b) If the case is serious one, the senior most o fficial available on the spot must arrange to \nsummon medical aid from the nearest available source, whether Railway, Civil, Military or \nprivate. \n \n8. Murder or serious Assaults – \n \n(a) If a crime of serious nature such as a mu rder or a serious assault be committed in a \nRailway carriage on a running train, the following action shall be taken by the staff with a \nview to helping the Police Officials in their investigation: - \n \n(b) The Conductor or TTE of the train shall have the compartment emptied and locked up after \nall shutters have been raised from outside immediately the commission of such an Offence \nis known so that blood stains, marks of struggle, foot prints, finger impressions etc. may \nremain undisturbed. \n \n9. Passenger trains overshooting Platform: – \n \n When any portion of a passenger train over shoots a platform, or when a platform is too short to \naccommodate a full train, at night, passengers who are obli ged to alight on ballast should be told that they \nshould alight carefully as there is no platform. If a carriage at the end of a train is off the platform, the \nGuard should also call out a similar caution to the passengers. \n \n10. Duties of Conductor \n \nAttendance \n(i) He shall report to the train guard for hi s appearance and the time of his appearance shall \nbe noted down by the train guard in the Constitution Report. The Conductors shall sign \nthis entry and the train guard shall countersign it. \n \n(ii) See that the window catches and other safety devices fitted in II Class compartments \nreserved for ladies are in perfect working order and get the deficiencies repaired. \n \n(iii) See that the passenger carriages are thoroughly cleaned and filled with water. \n \n(iv) Look after the safety and comfort of passengers of all classes and more particularly, of \nwomen and children, attend to complaints of passengers regarding cleanliness of \ncarriages, water supply in lavatories, lights and fans and any other complaints and have \nthem promptly attended to. \n \n(v) Make it a practice to walk along his train at stations to see if passengers want any \nassistance or information and keep a careful look out for irregularities of any kind, specially \nat night. \n \n(vi) Before a train begins a night journey, ensure that the safety bolts provided on the inside of \nwindows and doors of Upper Class carriages and ladies compartment are in working order. \n \n(vii) Arrange for the meals of passengers when requested to \n \n(viii) Wake up upper class passengers alighting at night if requested; \n \n(ix) See, in so far as is possible that there is no irregular or unauthorized travel by trains in \ncontravention of any rules in force. All infringement of rules by passengers should be \nbrought to the notice of the station master on duty.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 71, + "text": "(x) Note the Coach, which is to be detached short of the destination of the train, must see that \nsuch carriages are not occupied by passengers who have tickets for beyond the station to \nwhich they are booked. He must arrange tha t, if any passengers are allowed to ride in \nsuch coaches they are warned before starting that they shall have to vacate the coaches \non arrival at the station at which they are to be detached. \n \n(xi) Conductor must see that passengers are not getting in and out of carriages when trains \nare about to start and that no one is travelling on the roof of carriages \n \nDuties and Responsibilities of TTEs \n \n(i) He shall see that all doors, bolts, windows and catches etc. of all the coaches particularly \nupper class and ladies compartments are in perfect working order and also that all through \nand sectional coaches are provided with proper destination boards. \n \n(ii) If there are defects in the working of any of t he fans and lights, he shall get them rectified \nby the train lighting staff. \n \n(iii) He shall see that, where arrangements exist, the compartment are properly cleaned, \ndusted, and watered and shall make neces sary enquiries from passengers in this \nconnection. \n \n(iv) He shall see that lights, fans and other fittings, and water in the carriages are not misused. \n \n(v) He shall check Attendant compartments and ensures that only bonafide attendants of \nupper class passengers occupy them. \n \n(vi) He shall check Vendors and G.R.P/RPF compartments to ensure their correct use. \n \n(vii) He shall receive reservation charts well in time before the departure of the train, see that \nthe same are completed in all respects and that the reservation labels are intact so that \nthere is no hitch in providing berths to passengers. \n \n(viii) He shall look after the safety and comforts of passengers in general and of upper class \nand women passengers in particulars. \n \n(ix) He shall assist all classes of passengers in securing accommodation either reserved or \navailable for them. \n \n(x) During the course of the journey, he shall keep special watch on compartments occupied \nby women passengers without causing any annoya nce to occupants. He shall, where halt \npermits; walk on platforms, to see that ladies compartment that everything is well. While \ninspecting a train in this manner, he should be ready to answer queries and receive \ncomplaints from all classes of passengers and complaints of special nature and action \ntaken by him should be recorded. \n \n(xi) During the night, he shall awake upper class passengers who express their desire to be \ncalled at a particular station and in the event of his change of duty en route, ask his reliever \nto do so. \n \n(xii) He shall ascertain from Passengers their meal requirements and arrange it either from the \nDining Cars running with the train or the next Refreshment Room station. \n \n(xiii) \nHe shall assist Refreshment Room bearers in finding out space for return of empty meals \ncrockery, trays or thalies. \n \n(xiv) He shall see that no suspicious characters attempt to enter upper class compartments and \ncompartments reserved for women. \n \n(xv) He shall not interfere with or annoy pass engers by talking, smoking or slamming doors \nwhile entering, or leaving compartments. \n \n(xvi) He shall keep an eye on vendors and licensed porters charging passengers excessively \nand promptly intervene where necessary. A ll such cases must be reported to the \nDivisional Commercial Manager concerned under intimation to the Station Master \nconcerned.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 72, + "text": "(xvii) He shall see that vendors do not shout their wares at station during night. \n \n(xviii) In the event of any passenger being found mole sted, a passenger’s property being stolen \nor tempered with, he shall, promptly, take action in conjunction with the guard in-charge of \nthe train, or the station master as the case may be and see that police is advised \nimmediately. The passenger’s name, addr ess and ticket numbers of those who are \nallegedly responsible for the trouble and also the same particulars of some respectable \nwitnesses, should be taken and full report submitted to the Divisional Commercial Manager \nconcerned. \n \n(xix) When alarm chain is pulled or hose pipe is disconnected, the disc at the end of the \nreserved coach should be returned to normal position (thereby closing the Clappet Valve) \nand FIR to be lodged to GRP under advice to Guard/ Station Master \n \n(xx) Similarly hosepipe disconnected should be reconnected by Asstt. Loco Pilot.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 73, + "text": "INSPECTIONS (Back to Index) \n \n \nObjects of Inspections: \nThe Railway network is spread over a vast area. It is es timated that for running a train over a section, co-\noperation and co-ordination of about (2 000) thousand Railway staff is esse ntial. A vast organisation, such \nas the Indian Railway system functions on the basis of a carefully arranged system of selective Autonomy, \nAccountability and Responsibility. Rules and instructi ons lay down the procedure of work and the staff are \nproperly trained and the officials at various levels monito r, supervise and direct the staff from time to time \nby different means. Inspection is an important function of management, particularly in the field of Railway \nOperations to ensure efficient working at all levels. \nFollowing objects shall be borne in mind while conducting inspection: \n1. Verify whether every Railway employee is fully conv ersant with rules, inst ructions and procedures \nrelating to his duties. \n2. Ascertain that the staff is performing their duties according to rules, instructions and the procedure \nin force. \n3. Detect undesirable shortcuts, irregularities or unsafe practices being resorted to by the staff taking \nremedial action which may be:- \n(a) Educative, in case these are resorted to out of ignorance. \n(b) Corrective, if there is something wrong in the working conditions, or there are system \ndeficiencies. \n(c) Punitive, if resorted to wilfully or negligently and persisting even after repeated guidance \nand counselling. \n4. Observe the conditions actually prevailing at the work spots to understand the difficulties \nexperienced by staff including their personal grievances and seeking on the spot redressal. \n5. Ensure that full complement of staff and equipment is available and staff have knowledge of its \noperation. \n6. Ascertain that registers, docu ments and other records are being maintained and preserved \naccording to instructions. \n7. monitor the behaviour of staff towards customer s, particularly promptness of response and \nwillingness to help. \n8. Assess as far as possible that the interest of the public and the Railways are kept in view and \nsafeguarded. \n9. Inculcate discipline and build up the morale of the workers. \n10. Check the compliance of previous inspection reports. \n11. Analyse efficiency targets vis-à-vis performance. \nInspections, thus provide the means to achieve efficiency and effectiveness through spot checks and \npersonal contact with the staff on line. In order to accomplish these objectives, inspections have to be \ncarried out at officer's and Supervisor's level. The inspecting official has to command the respect and \nobedience of staff, for his inspection to be effective and beneficial and as such his conduct should be \nexemplary. \nTypes of Inspections: \nThe following inspections have to be carried out by operating and safety officials:- \n \nRegular Inspection (six monthly) - \n \nEach station on the division must be inspected in details at least once in every six months i.e. January to \nJune and July to December covering the various aspects of safety, operations and allied matters including \nstaff matters. The inspection shall be carried out by the Sr.DOM/DOM/Sr.DSO/DSO/ AOM \n/ARM/SS/SM/DTI/TI etc. While minor stations are in spected by the TI concerned, the DRM will nominate \nimportant stations (including all such stations which do not fall within the jurisdiction of TI, that is those \nwhich have SS/SM in grade equivalent to or higher than th ose of TI of the section) to be inspected by the \nnominate officers. Each officers will be allotted at le ast two such a stations. The officials concern shall \nalso spend the night at the station. Regular inspections have to be comprehensive in nature. \n \nSafety Inspections (monthly) –Safety inspections are basically meant to be preventive by detecting short cut \nmethods and unsafe practi ces resorted to by tr ain passing, running and maintenance staff. The \nirregularities noticed must be personally brought to the notice of the Station Master and remedial measures \ninitiated promptly. In case of any serious irregularity, the inspecting officials must at once inform \nSr.DSO/DSO or Sr.DOM/DOM concerned personally or telephonically beside making a written report.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 74, + "text": "Surprise Inspection (Monthly) \n \nSuch inspections must have an element of surprise. Officers and Inspectors may inspect a station either \nwhile passing through it or during the short time at their disposal or when they want to check some aspect \nat the station without prior notice. Apart from any s pecial aspect, they intend to check; they must also \nobserve and take note of the irregul arities/ deficiencies or good work being done which may come to their \nnotice. They may check as many items as possible as time permits. Minimum 6 such inspections in a \nmonth shall be conducted by the sectional TI. \nIn the automatic signalling territory, besides surprise inspections, ambush checks should also be \nconducted to check whether the Loco pilots / Motormen are observing the rules regarding passing of \nautomatic signal at ‘ON’ position etc. \n \nSimilarly loco pilots’ whistling at whistle boards on apporoach of LC gates also needs to be checked \n \nNight Inspection (fortnightly) – \n \nNight inspection must be carried out by the Officers and Supervisors frequently to appreciate the working \nconditions as well as to detect the irregularities. \nSurprise night inspection may be carried out between 00 hrs. to 4 hrs. because during this period, the staff \nis likely to be lethargic and negligent in duties. Si milarly, instances of staff sleeping on duty, dim signal \nlamps and indicators, unauthorised absence from duty and many other irregularities, unsafe and \nundesirable practices may come to notice between 00 hrs. to 4 hrs. Frequent night inspections are a must \nand SS/SM must conduct surprise night inspections fort nightly of their station between 00 to 4 hrs. and \ntake remedial measures to rectify the irregularities and deficiencies noticed. \n \nLevel Crossing Inspections – \n \nLevel crossing gates should be inspected in detail with a view to ensure safety of rail and road traffic, \navailability of safety equipments, knowledge of Gatemen regarding rules pertaining to his duties and loco \npilot’s whistling while passing the LC gates. \n \nSurprise Inspection by Road – \n \nThese inspections have an element of surprise in them . To create a sense of alertness amongst the staff \nthe road inspection should be carried out without informing anybody. \n \nFootplate Inspections – \n \nFootplate Inspections are carried out by travelling on the engine of running trains. These afford an \nopportunity to the inspecting official to observe and check certain aspect of working on the engine, along \nthe track and at the stations which can not be check ed otherwise. To achieve the purpose for which \nfootplate inspections are carried out, it is essential that these are done by day and by night, in clear \nweather and when the visibility is poor due to thick, foggy or tempestuous weather. \n \nJoint Footplate Inspections – \n \nThese are carried out jointly with officials of Me chanical, Electrical (Running), Permanent Way and \nSignalling branches e.g checking the visibility of the signals, their locations, operations, lighting up, speed \nrestrictions and caution boards rail wheel interaction and loco pilots’ and assistant loco pilots’ operating \nbehaviour. \n \n \nSurprise Speed checks – \n \nIn order to ensure the maximum permissible speed are not exceeded, permanent and temporary speed \nrestrictions are correctly observed and limits of speed over turnouts and facing points are observed, \nsurprise speed checks should be conducted as per schedule. \n \nRunning Rooms Inspections – \n \nDuring regular, safety, surprise and night inspections opportunity should also be taken to inspect running \nrooms to ensure that running staff are able to get proper food and resting facilities. Running rooms should \nalso be jointly inspected by the team of officers as nominated and prescribed. \n \nAmbush checks – \n \nIt is essential to ensure rigid observation of rules when automatic stop signals are passed in ‘ON’ position. \nThe inspecting officials should carry out ambush checks with the help of signalling officials who will arrange", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 75, + "text": "to put an automatic stop signal to ‘ON’ position. Such checks should be arranged in consultation with \nSr.DOM/DOM. \n \nRunning Trains Inspections – \n \nWhenever an operating officer or an inspector is travelling by a train on duty, he must pay special attention \nin observing the performance of duties by Guards, Loco pilots, Station staff, Gatemen and others. \nLoco shed inspections – One loco shed shall be inspected once in 3 months individually as well as jointly. \nC & W Depots inspections – Each C & W depot shall be inspected once in 3 months individually as well as \njointly. \nAccident Relief / Medical Equipment Scale I (ARME) – Each Medical Van shall be inspected once in 3 \nmonths (see Accident Manual). \nAccident Relief Train (ART) - Each Break down train shall be inspected once in 3 months (see Accident \nManual). \nInspection Quotas: \nThe minimum number of regular, surprise, safety and night inspections will be carried out by officers and \ninspectors as per quota fixed from time to time. The tentative schedule of inspection is attached.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 77, + "text": "Schedule of Inspections by Operating/Safety Officers and Transportation Inspectors \nS. \nNo. \nType/ \nNature of \ninspections \nSr.DOM/DOM Area Manager/ \nArea Officer \nAOM(M) Sr.DSO/DSO AOM(G) TIs \n1 Regular \nInspection - \nHalf yearly \n2 important \nstations as \nnominated by \nthe DRM \n2 important \nstations as \nnominated by \nthe DRM \n2 important \nstations as \nnominated by the \nDRM \n2 important \nstations as \nnominated by the \nDRM \n2 important \nstations as \nnominated by the \nDRM \nAll stations in \ntheir jurisdiction \nonce in three \nmonths. \n2 Safety \nInspections \n-- -- 1 station every \nmonth \n4 stations every \nmonth \n6 stations every \nmonth \nAll stations in \ntheir jurisdiction \nonce in a month \n3 Surprise \nInspections \nNo quota No quota Minimum 2 \nstations per \nmonth \nAs often as \npossible \n(minimum 2 \nevery month) \nAs often as \npossible \n(minimum 3 \nevery month) \nAs often as \npossible \n(minimum 6 \nevery month) \n4 Night \nInspections -- \ni. Level \ncrossing \nii. Station \niii. Footplate on \n goods train \n \n \n1 per month \n1 per month \n1 per month \n \n \n1 per month \n1 per month \n1 per month \n \n \n1 per month \n1 per month \n1 per month \n \n \n \n2 per month \n2 per month \n2 per month \n \n \n2 per month \n2 per month \n2 per month \n \n \n3 per month \n3 per month \n3 per month \n5 Level \nCrossings \nduring day \ntime \n1 per month \n \n1 per month 1 per month 2 per month 2 per month 3 per month \n6 Surprise road \nInspections \n1 per month 1 per month --- 1 per month 1 per mo nth 1 per month \n7 Individual \nfootplate \ninspections \n1 section per \nmonth by both \ni. Mail/ \nExpress/Pass. \nii. Goods train \n1 section per \nmonth by both \ni.Mail/ \nExpress/ \nPass. \nii. Goods train \n1 section per \nmonth by both \ni. Mail/Express / \nPass. \nii. Goods train \n1 section per \nmonth by both \ni. Mail/Express/ \nPass \nii. 2 Goods train \n1 section per \nmonth by both \ni. Mail/ \nExpress/Pass \nii. 2 Goods train \n1 section per \nmonth by both \ni. Mail/ Express/ \nPass \nii. 3 Goods train \n8 Joint Footplate \nInspections \n--- --- --- One section \nevery quarter \ncovering the \nentire division \nonce a year.- Up \nand Dn \nseparately by \nday and night. \nOne section once \na month covering \nthe entire division \nonce a year.- Up \nand Dn \nseparately by \nday and night. \nOne section once \na month covering \nentire jurisdiction \nonce in six \nmonths including \nUp/ Dn day/night \nseparately. \n9. Surprise speed \nchecks \nNo quota No quota No quota 3 per month 3 per month 5 per month \n10 Running \nRooms \nRegular \nInspections \n1 major \nrunning room \nas identified by \nDRM-once a \nyear (alongwith \nSr.DEN and \nSr.DEE \n1 major \nrunning room \nas identifi- ed \nby DRM-once \na year (along- \nwith Sr.DEN \nand Sr.DEE \nAll running rooms \nunder Sr./DSOs \ncharge of Mecha-\nnical & Electrical \ndept. (alongwith \nAEN AEE & AME \nAll running rooms \nunder Sr./ DSOs \ncharge of Mecha-\nnical & Electrical \ndept. (alongwith \nSr.DEN & \nSr.DEE \nAll running rooms \nunder Sr./ DSOs \ncharge once a \nyear (alongwith \nwith AEN and \nAEE \nEach running \nroom under their \njurisdiction once \nin a month. \n11 Ambush \nChecks in \nAutomatic \nsignalling \nterritories \n-- One during \nday and one \nduring night \nOne in a month One during day \nand one during \nnight in a month. \nOne during day \nand one during \nnight in a month. \nOne during day \nand one during \nnight in a month. \n12 Running Trains \nInspections \nAs often as \npossible \nAs often as \npossible \nAs often as \npossible \nAs often as \npossible \nAs often as \npossible \nAs often as \npossible \n13 Loco Shed \nInspections \n-- -- -- 1 shed every 3 \nmonths \n1 shed every 3 \nmonths \n-- \n14 Depots \nInspections \n-- -- -- 1 Depots every 3 \nmonths \n1 Depots every 2 \nmonths \n-- \n15 Accident Relief \nMedical Equip-\nment Scale –I \n(ARMEs) \n-- -- -- 1 Medical van \nevery quarter. \n1 Medical van \nevery quarter. \n-- \n16 Accident Relief \nTrains-(ARTs) \n-- -- -- 1 ART every \nquarter \n1 ART every \nquarter \n--", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 78, + "text": "Note: For S.No.10, 11 and 13 – all loco sheds, C&W Depots and Medical Vans are to be covered in a year either \nby DSO or AOM(G). The quotas had shown indicates the minimum inspections. Inspections in respect of above \nitems and other items should be carried out as frequently as possible.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 79, + "text": "General Guidelines for Inspecting Official: \n1. Before commencing the inspection all inspection books should be called for and the notes \nmade by other inspecting official should be carefully persued to check whether the staff have complied \nwith their instructions. If any of these instructi ons have not been carried out written explanation of the \nStation Master should be obtained. \n2. It shall not be enough merely to point out the irregularity of the staff; matters must be put right \npersonally while at the station to the extent possible. \n3. All books and registers inspected must be initialled and dated. \nTechnique of Inspections: \nIt requires both expertise and experience to carry out intelligent inspections. To evolve a sound \ntechnique of inspections an inspecting official should: \n1. Have a clear understanding of the station lay out its signalling, special features of working and \nthe instructions in regard to reception, despatch, crossing, shunting and running through of trains. For \nthis he should have a good knowledge of not only G eneral & Subsidiary Rules but also of Station \nWorking Rules. \n2. Select the feature of working which he intends to check during his inspection and should have \na clear conception about them in his mind. For instance he may like to emphasise on the correct \nreception and despatch of trains and observance of safe ty rules by the staff or on utilisation of stock, \ndetention to passenger or goods train, knowledge of staff etc. \n3. Inspect the aspect of working by thorough inspection of books, registers, forms and \nequipments used for operations and secondly by means of personal observation of actual operations. \nBe selective in choosing: \n(a) The time and operations of personal observation. \n(b) The documents, registers and forms for checks and cross checks. \n(c) The equipments for checking, its availability, adequacy, maintenance and its use. \n5. Select specific periods for checking registers books and forms keeping in view the purpose of \ninspection and time of inspections and time of di sposal, should be subjected to concentrated, minute \nand probing checks and cross checks. It may be worth wh ile to select two or more separate periods. \nOne of these being that immediately preceding the day of inspection. This will help him in not only \ndetecting the irregularities being committed but also whether these have been continuing for the past \nsome time. \n6. Discuss the irregularities or lapses noticed during inspection with the staff actually doing the \nwork as well as those supervising their work. Such a discussion will prove to be educative and \nproduce useful results. \n7. Discuss, as far as possible, the points common to two or more branches, like the Signalling \nInterlocking branch or Loco Train Examining, Civil Engineering and Commercial Branches jointly for \nobjectivity and acceptable solutions. This will help in not only arriving at correct conclusions and \nforming sound views but also in avoiding unnecessary correspondence.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 80, + "text": "INTERLOCKING (Back to Index) \n \n \nDefinition: - Interlocking means an arrangement of signals, points and other appliances, operated from \na panel or lever frame, so inter-connected by Mechanical locking or Electrical locking or both that their \noperation must take place in proper sequence to ensure safety. \n \n1. Basic Principles: - The basic principles of interlocking are as follows: - \n \nv) It shall not be possible to take “off” conflicting signals at one and the same time. \n \nvi) It shall be possible to take “off” signal for a running line only when:- \n \n(a) All points on the running line are correctly set and facing points locked \n \n(b) All points, giving access to the running line from the sidings and goods lines, \nare set against the running line. \n \n(c) Level crossing gates if included or controlled by interlocking are closed and \nlocked against the road traffic. \n \n(d) A signal lever when operated must lock or back lock as necessary the levers \noperating the points and gate locks referred to above. \n \n Once signal is taken off it shall not be possible to alter the points, to unlock \nthe gate lever etc until all signals are taken off have been put back. \n \nvii) When all signals are in the “On” position, all points which would be locked by taking \n‘off’ such signals must be free for shunting purposes/testing etc. \n \niv) It must be impossible to take “off” a Warner Signal, until all the \nrelevant stop signals in \nadvance have first been taken “off” and when “off” it must back lock all such signals. \n \na) Interlocking – \n \nPoints, Signals and other units are usually, operated by means of levers and panels. \nInterlocking between these levers is accomplished either by mechanical or by electrical or \nelectro-mechanical or electronic means. In the former method, some mechanical contrivance \nvariously designed, controls the relation between one lever and the other. \n \nAt less important stations the point, signal and ot her levers are interlocked by means of keys \nwhich are used to lock or release the levers, either in the normal or in the reverse position, as \nrequired. At other stations t he levers are interlocked by means of tappets inside a box of the \nlever frame, which is normally kept covered and sealed. \n \n3. Types of Interlocking: \n \ni) Mechanical Interlocking. \nii) Panel Interlocking (Relay) \niii) Route Relay Interlocking. \niv) Solid State Interlocking. \n \ni) Mechanical Interlocking: \n \nThe era of interlocking started with mechanical frames. In mechanical signaling, since the \nfunctions are operated by levers, the relationshi p that should exist between the functions can \nbe transferred to exist between the levers. To ensure that the signal can be taken ‘OFF’ only \nafter the point is correctly set, we can arrange the interlocking between the signal lever and \npoint lever to be such that the signal lever can be reversed only after the point lever is in the \ncorrect position, viz. ‘Normal’ or ‘Reverse’, as the case may be. \n \n As the size of yards & train movements increased, size of lever frames also increased. \nThese lever frames not only increased in size occupying more space but also required \nintensive maintenance.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 81, + "text": "ii) Panel Interlocking: \n \n With the advent of Electro-mechanical relays, lever frames gave way to relay \ninterlocking based installations. This development resulted in relatively faster operation, fail-\nsafe operation and reduced size of buildings requi red for housing of interlocking installations. \nWith further increase in traffic and expansi on of railway network, panel Interlocking \ninstallations were commissioned. \niii) Route Relay Interlocking: \n \n Route Relay interlocking is same as Panel Interlocking with Electro Mechanical \nRelays doing the Interlocking except that it can be employed for big yards. the interlocking is \ndone between one route and another route. A nother Important feature in terms of operating \npoint of view is that the SM has to only press two buttons, Signal button & Route Button \n(entry-exit system). He doesn’t have to individually operate the points to the required position. \n \niv) Solid State Interlocking (SSI): \n \n Computer based interlocking uses thousands of Electro-mechanical relays requiring \ncomplex wiring and Inter-connections. The wiring diagrams for such installations run into \nhundreds of sheets. Individual relays, wiring and interconnections along with thousands of \nshouldered joints are required to be physically examined and certified. This exercise requires \ntraffic blocks of long durations and large manpower to manage the traffic during blocks. \n \n Even for small yard re-modelling like addition of a loop line, all the above activities \nare required to be redone. Therefore, the advan tages of relay based interlocking installations \nare being nullified. \n \n The SSI system occupies considerably less space, consumes less power, is more \nreliable and is easy to install and maintain. Also, initial commissioning & changes due to yard \nre-modeling can be carried out in negligible time requiring skeleton manpower for traffic \nmanagement during the blocks. \n \n Unlike PI or RRI, Microprocessors (IC’S) are doing the Interlocking based on pre determined \nlogic circuits. \n \nAdvantages of SSI:- \n \n• Increase in section capacity. \n• Faster operation. \n• User friendly operation. \n• Fail safe technique \n• Multiple mode operation. \n \nSignificance of SSI for operating staff: \n \n• Reduces man power \n• Centralised operation \n• Multiple mode of operation \n• Control cum indication panel \n• Video display unit (P.C) \n• CTC (Centralised Traffic Control)—permits remote control \n• Significant reduction in traffic block time \n• Easier & simple operation \n \n \nIndirect and Direct Interlocking: -", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 82, + "text": "(a) Indirect interlocking means that the point s are set and locked from one place and the \nsignals are operated from another place and another lever frame; the interlocking is \neffected by means of keys carried from one place to the other. \n \n(b) Direct interlocking means that all levers, vi z. the point, the point locks and the signal \nlevers are concentrated in one lever frame and worked therefrom; the interlocking is \neffected by means of rigid connections between levers without the use of keys. \n \nStandards of Signaling and Interlocking: - Interlocking at stations is st andardized into four different \nclasses viz. I(R), II(R) ,III(III) and IV(R). The regul ations prescribing the four standards have been \ndrawn up primarily to meet the needs of cros sing stations on the single line but, with such \nmodifications as may be necessary in regard to th e equipment of signals; these are also applicable to \nother stations both on single and double lines. The standards are as follows: - \n \nNote: - For details see para 170 to 174 of “Indian Railway Signal Engineering Manual”. \n \nTwo aspect signalling. \n \n(a) \n Standard I.(R) \n \n(i) Speed - 50 kms. Per hour. \n(ii) Isolation - Isolation of the main line is recommended, but is not essential. \n(iii) Points - the facing points should be provided with key locks, locking both switches \nindependently and the switches detected independently by relative signals. \n(iv) Interlocking - Interlocking between points and signals may be carried out indirectly by \nmeans of key locks. \n(v) Signals - Outers and Bracketted Home signal s shall be provided. The provision of \nStarter signals is optional. Working Warners may be provided for metre gauge \nstations where trains run through, if cons idered necessary, but are not required for \nother stations signalled to standard I. \n \n(b) Standard II.(R) \n \n(i) Speed - 110 kms. per hour. \n(ii) Isolation of the main line is essential. \n(iii) Points - the facing points should be provided with plunger type locks, locking both \nswitches independently and the switches and the bolt being detected independently \nby relative signals. \n(iv) Interlocking - The interlocking between points and signals may be direct or indirect. \nWhere indirect interlocking is used, signals shall be worked from a position under the \ncontrol of the Station Master and key must be provided to enable the Station M Password. As a supervisor, you must also ensure that anyone who is going away from \nFOIS work (on transfer etc) should be struck off from user list & his password is disabled by CRIS. \nAssigning passwords gives responsibility to user. This password helps in keeping the security trail i.e. \nthe reporting done carry the id of the user. \n \n Password management task is being passed on the zones so that they can manage password on \ntheir own without getting CRIS involved. Besides RMS password there is Windows password, which \nyou use at the time of logging in your PC, if you are using this password then all the users of that \ndevice should know it.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 133, + "text": "Reports available in RMS module : \n CONFERENCE SET \nInterchange forecast summary : gives desktop summarized view of forecast & interchange of current \ndate. It is updated by I/C forecast and arr. /dep reporting task. \n \nRunning interchange: gives detailed view of forecast & interchange and also gives running position of \ntrains forecasted. It is updated by I/C forecast and arr. /dep.reporting task. \n \nCurrent interchange: gives summary information of interchange with break-up of empties and loaded \nstock, stock (4w) interchan ged. It also provides summar y of jumbo and box rakes interchan ge \nIt is updated by I/C forecast and arr. /dep. reporting task. \n \nLikely shortfall : gives summarized view of interchange along with trains likely to shortfall along with \nthe reasons of their shortfall. It is updated by I/C forecast and arr. /dep. reporting and I/C shortfall \nreporting task. \n \nTrain interchange shortfall: gives shortfall /excess of yesterday interchange along with reason of \nshortfall in despatch. It is updated by I/C forecast and arr. /dep. report task. \n \nStream wise pipe line : provides pipeline between two nominated st ations and also pipeline for a via. \nIt is updated by Load planning, Train ordering, arrival / departure reporting tasks. \n \n Loads on run : this is an unstructured query for all loads on run in the system. There are different \nfilters available for viewing loads according to users requirements. \n \n It is updated by Load planning, Train ordering, arrival / departure reporting tasks. \n \nTraffic flow :gives information regarding likely traffic flow terchange points upto 3 days in advance. \n It is updated by Load planning, Train or dering, arrival / departure reporting tasks. \n \nOutward train railway wise: gives division wise destination railway wise view of all outward trains on a \nzone. Filters for rake types, commodity are also available. \n It is updated by Load planning, a rrival / departure reporting tasks. \n \n Terminal position: displays total rakes at the terminals as well as the insight for those terminals. On \nselecting a cell relevant details rake wise are displayed. \n \n It is updated by arrival/departure report ing, I/w no. taking, Rake placement/rel tasks. \n \nTerminal performance : gives terminal performance for a selected period \nIt is updated by arrival / departure reporting, I/W no. taking, Rake placement /rel tasks. \n \nTerminal history : gives details of individual rakes handled at the \nterminal for a selected period .It is updated by arrival / departure reporting, \n \n I/W no. taking, Rake placement /rel tasks. \n \nTerminal performance and running position: gives status of load at terminal along with its insight. It \nis updated by arrival /departure reporting, \n \n I/W no. asking, rake placement/rel tasks. \n \nODR wise rake outstanding (details):gives ODR wise outstanding demand details \n It is updated by demand reporting task. \n \nRake performance: \ngives performance of rakes for the period the y \nwere in the division /zone along with total kms ran in the division. \n \n It is updated by arrival / departure reporting, rake Formation/dissipation, \n I/W no taking, Rake placement /rel tasks", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 134, + "text": "Rake position: gives break up of rakes over a division/zone Under following heads:U/R,U/L,O/W,I/W \nand Empty. It is updated by arrival / departure reporting, \n \n I/W no. taking, Rake placement /rel tasks \n \nRakeintegrity: gives details of all attachment/detachment/sick reporting on a individual rake on the \nselected zone. The examination & dissipation if done) is also shown. Further details can be seen after \nselecting a cell and pressing enter. \n \n It is updated by all rake reporting, consist reporting, and TXR examination \n \nCurrent traffic flow: holding of each railway is shown in terms of I/W,O/W and empties. the flows \nbetween the railways are shown by arrows for both loaded & empty rakes. \n \n Details of individual rakes can be seen on selecting the desired cell and pressing enter. \n It is updated by all rake & load reporting \n \nTerminal management planning : for a selected group rake type, division wise, outstanding rake \ndemands, rakes on hand and pipeline of terminating loads are displayed. \n On selection of cell & pressing enter, deta ils relevant to that cell are displayed. \n It is updated by Demand, rake placement/rel and arrival/departure task. \nAll stock: current rake holding of zone is shown division wise, specifying loaded empties, at terminal, \ncross traffic (through), originating for foreign railway, local and terminating received from other \nRailways. \n \n Facility to see details of individual rakes on selecting any cell is also available. other stock \nicon in the conference set run on the same query BCN,BCX, CRT ,BOXN,BOX,SHERPA SHERPA-\nN,CONTAINER,TANKS) \n \n It is updated by load planning, consist reporting, Placement /release tasks. \nLoco position: this query displays all the locos for the selected Division, location wise. A type wise \nsummary is also displayed. \n \n It is updated by loco reporting, arrival/departure, loco attachment/detachment task.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 135, + "text": "MANAGERIAL REPORT (Back to Index) \n \n \nInterchange \n \nYesterday \n \nYesterday Interchange: This query displays the information of the trains actually interchanged in \nterms of the Loads and Light Engines at the divisional interchange point., The shortfall and excess \ncolumns display direction wise summary of loads that were short or excess vis a vis the forecast for \nthe previous day. Receipts and dispatches are shown separately for each of the I/C point. \nIt is updated by the Interchange forecast and Arrival/Departure Reporting tasks. \nCurrent \nInterchange monitoring this query gives view of current I/C, givi ng the Status of forecasted trains and \nalso the trains, which are not forecasted, but are likely to go in the I/C. It is updated by train \nforecast, arrival/dep tasks. \nRake & Terminal Position \n \nYesterday \n \n24:00 Hrs Terminal Position: gives status of load at terminal alongith its insight at 24 hrs. It is updated \nby arrival/dep reporting. \n \n I/W no.taking, Rake placement /rel tasks \n \nCurrent \n \nOptimised movement of rakes This query displays movement of rakes originating from the logged in \nzone and available in the database till the queri ed date. It shows empty and loaded runs of the rakes \nand the kms clocked by them and time taken for a ru n. It has the facility for displaying the detention \ndetails of the rake .Filters are provided to view det ails of specific commodities and stock types. This \ninformation is updated by the ar rival/departure, rake formation /dissipation, placements/release-\nreporting tasks. \n \nCC rakes BPC Position: this query gives running details of close circuit rakes which are running in the \nsystem on the logged in date for the logged in Zone/div.or selected BPC station of that zone. Option is \navailable for selecting a rake type also if the rakes of a specific rake type are to be seen \n It is updated by BPC details, train a rr/drake formation/dissipation tasks. \nMovement of a rake It shows empty and loaded runs of the rake on entering the ID of the rake the \nkms clocked by them and time taken for a run. It has the facility for displaying the detention details of \nthe rake .Filters are provided to view details of specific commodities and stock types. \n \nThis information is updated by the arrival/departure, rake formation/dissipation, placements/release-\nreporting tasks \nDemand & Loading \nYesterday \nCommodity wise loading and outstanding This query displays loading information for a Division/zone \nagainst particular station in terms of the no. of rakes 4w, piece meal, 4w, and the total tonnage and \nfreight. The user can use options for (a specific consignee or all consignees or excluding a \nconsignee) and for a (specific commodity, or all commodities, or excluding a commodity).These \noptions are mutually exclusive and can be used in any combination \n. \n Load Planning, Consist Reporting, Loading tasks, updates this query. \n \nYesterday Loading", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 136, + "text": "Terminal wise loading of rake demand This query gives the terminal wise rake loading performance \nof a zone/div. along with demand details and handling activity details. views of commodity wise and \ndestination rly wise summary are also available \nOption is also available for viewing terminal wise unloading details in term of balances. \nArrival/departure, rake formation /dissipation, pl acements/release-reporting tasks updates this \nquery. \nLoading performance This query displays loading information for a Division/zone against particular \nstation in terms of the no. of rakes 4w, piece meal, 4w, and the total tonnage and freight. The user \ncan use options for (a specific consignee or all consignees or excluding a consignee) and for a \n(specific commodity, or all commodities, or excluding a commodity).These options are mutually \nexclusive and can be used in any combination. \n \n In this query there is submenu for O/S loading division wise and commodity wise loading and \no/s. \n Demand reporting and placement/rel. tasks, update this query. \nCurrent \nType wise stock position this query gives break up of all rake types or selected rake type over the \nzone (in terms of rake/pm).on selecting a row and pressing enter \n \n Details of the highlighted wagon type are shown. \n \n This query is updated by arrival/departure, ra ke formation, dissipation, and consist reporting \ntasks. \nPiecemeal outstanding summary: gives destination wise details of piecemeal o/s over a zone with \nODR Demand reporting and Piecemeal placement /release tasks update this query. \nLoco \nPower interchange gives summary of Zonal loco I/C and also a summary of holding of locos type wise \nover a zone. \n Arrival/departure and loco reporting tasks update this query.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 137, + "text": "OPERATIONS CONTROL (Back to Index) \n \nInterchange \nYesterday \n \n Train wise interchange This query displays I/C load wise of a division \n I/C point wise for specified date. View is available for specified I/C point and direction. The details of \nloads, like load name, L/E, type, loco, unit, I/C date/time for handed over and taken over is listed \nseparately. This information is updated by load planning, arrival/ departure tasks. \nLoad interchange analysis This query displays I/C load wise of a division I/C point wise for \nspecified period. View is available for specified I/C point and direction. The details of loads, like load \nname, L/E, type, loco, unit, I/C date/time for handed ov er and taken over is listed separately . There \nare filters provided for originating zone/div/station and terminating zone/div/ station so that \nvarious analysis can be done on I./C data. This information is updated by the arrival/departure and I/C \nreporting tasks. \nStock interchange load wise This query displays summarized information of receipts and \ndispatches of stock at divisional level for a specific type of stock. Loaded stock classified in terms of \nthrough and terminating. Empty stock is shown separately. This query displays and distribute output \nfields like No./units for each classification with total(No./Unit), for both receipts and for every I/C point. \n \nThis information is updated by the arrival/departure and I/C reporting tasks. \nCurrent \nStock forecast The query displays summarized information of receipts and dispatches of stock at \nDivisional level for a specific type of stock. Loaded stock classified in terms of through And \nterminating. Empty stock is shown separately. This query displays output fields like No./Unit, for both \nreceipts and dispatches for every I/C point. The train I/C forecast reporting task updates this \ninformation. \nStock interchange (summary) An online query which gives forecast and \nactual trains ran till the time of viewing the report, along with stock interchanged in terms of L/E in 4-\nw units I/C point wise. Summary of I/C is also given rly wise. \n I/C forecast and arrival /dep update this query. \nLOAD & PIPELINE \nYesterday \nChange in load destination The query gives information on the loads for loaded/empty/mixed/All \nwithin Zone/Division with revised change of des tination and the station where the change was \neffected with the message No. and the functionary who authorized the change of destination. The \nreports can be obtained selectively for a specific commodity, for consignee or for a specific \ndestination. This information is updated by the change in Load destination tasks. \nStabled loads at 24.00 hrs. This query gives information on the loads for \nboth loaded/empty stabled with date and time, reason as at odd hrs. This information is updated by \nload planning arr/dep and train stabling tasks. \nCurrent \nType wise Terminating load in sight The query gives information of terminating loads for a \nstation/division. The loads details along with the current location and status with the expected arr/dep \ntime and date at the I/C station and destination. Are displayed. This query is updated from Load \nPlanning, train ordering, Train Arrival/Departure tasks. \nOutgoing loads gives details of loads which have originated from the logged zone/div /station. It also \ngives the I/C time of that load and also its expected \ntime at its destination. Load planning, placement /release, arrival /dep, tasks update this query. \nRunning position optimized destination wise This query displays rakes \nloaded from a zone and are running on that date. It gives loading details and I/C date and time, its \ncurrent status. filters are provided for stock type commodity and unloading zone. Load planning, \nplacement /release, arrival /dep, tasks update this query.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 138, + "text": "STOCK \nYesterday \nRake performance: gives performance of rakes for the period they were in the division /zone along \nwith total kms ran in the division.(query picks rake from their date of exit from zone/div) It is updated \nby arrival / dep reporting, rake Formation/dissipation,I/W no. taking, \nRake placement /rel tasks \n \nStock holding:The query displays yesterday position of the total holding for the zonefor all Wagon \ntypes, loaded and empty, separately for piecemeal, Rakes and DVS Stock. Details of a stock \ncan be seen by selecting that stock type by clicking and pressing enter. This query is updated by \nInward No. taking, \ndeparture, consist reporting, rake formation/dissipation,and attachment/ detachment of wagons \nenroute reporting tasks. \n \nRakes at 24 hours: The query displays information of rakes at 24 hrs on yesterday. Rakes group type \nwise or rake type wise for a specific commodity \nincluded, or commodity excluded, or all types and for a specific consignee included, or a specific \nconsignee excluded or all consignees for a zone. This query is updated by Inward No. taking, \nArrival/departure, consist reporting, rake formation/dissipation and placement/release tasks \nCurrent \nRake Position The query displays information of rakes on real-time basis. Rakes group type wise or \nrake type wise for a specific commodity included, or commodity excluded, or all types and for a \nspecific consignee included, or a \nspecific consignee excluded or all consignees for a zone. Inward No. taking, Arrival/departure, consist \nreporting, rake formation/dissipation and placement/release tasks \nDestination Rly Wise Outstanding displays demand details of a zone, division wise, clubbed on \ndestination railway basis. Gives details of commodity and no. of units indented .filters are provided for \nviewing rake/piecemeal wise demands, commodity and consignor can be selected. \nThis query is updated by demand and placement /release tasks. \nI/W traffic shows handling details of inward loads of a specified terminal on current date basis. \n Arrival/departure and placement/release tasks update this query. \nO/W traffic shows handling details of outward loads of a specified terminal on current date basis. \nArrival/departure and placement/release tasks update this query. \nMISCELLANEOUS \nLoad Wise Route This query gives the complete route details for the selected load (selection is made \nby entering the load name ) like load from-to, load dire ction, load type, units, stn, Arrl/Dep. Date/Time, \nInward Dren, Outward Direction of the selected load. This information is updated by the load planning \nTrain ordering, arrival/departure tasks. \n Load Wise Train Details This query gives the details of al l the trains ordered for a particular \nload’s journey(selection is made by entering the load name ). The load is recalled by giving departure \ntime from the originating station details of each tr ain leg are also available including the Loco details. \nThe train details show all the stations en route and the reporting, if any, made during that run. \n This information is updated by the Tr ain ordering and arrival/departure tasks. \nTrain Schedule This query shows all train schedules in t he system between any pair of stations. The \ndetails show all the stations in the train schedule, including indicators for zonal, divisional and \nsectional interchange. This information is updated by static database in the system. \nRoute display This query shows the default load route between any pair of stations. The inward and \noutward details are shown against each interchange st ation on the route. This information is updated \nby static database in the system. \nInvoice details gives details of invoices made generated in a division/station for a period. This query \ngives RR details and freight and weight of loading done. \nThis information is updated by demand registration, placement/release and RR reporting tasks.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 139, + "text": "Station Help This Query provides help regarding station code or name/. In case only part of either \nstation name or station code are kn own, the system shows all stations in the database having the \ninput name as a part.This information is updated by static database in the system. \nBooking profile this query gives the booking profile of the selected station as given in the Alphabetical \nList of IRCA This information is updated by static database in the system. \nEXCEPTION TASKS \nTransaction log this task is provided to monitor the delay in reporting Taking place. This can be \nviewed for a date and for a division/station. There ar e filters to view train and rake reporting tasks \nseparately \nTrain and rake reporting tasks update this. \nStatistical Report (Reports) \nINTERCHANGE \nI/C Summary gives I/C summary in terms of no. of loads Interchanged vis a vis forecast and shortfall \nForecast and arrival /dep tasks update this query \nLOAD & PIPELINE \nReason wise stabling gives details of load stabled during a specified period along with load \ndetails, reasons of stabling and the time when t hat load was lifted Stabling, load planning and \narrival/dep tasks updates this query. \nDiversion register gives diversion details for a specified period Filters available for originating \nstation commodity, i/e Diversion task updates this query \nMaintenance procedures for FOIS: \nCHECK LIST FOR DAILY MAINTENANCE OF HVNET VSAT PREREQUISITES \n1 Minimum 1KVA On line UPS – dedicated to VSAT \n2 Dedicated Electronic earth less than 1ohm \n3 Earth to neutral Voltage should be less than 2 volts \n4 Air –conditioned dust free environment with clearance of at least 8” in front and rear of indoor \nunit. This provides airflow and prevents overheating. \n5 AC input requirements-230 v+10%v VAC 47-63 Hz for PES \n6 Grounding of VSATs antenna and unit is a must resistance should be less than10ohm \n7 AC input voltage to PES must be derived from UPS output only (Live to neutral 230 VAC Live \nto Earth 230 V Neutral to Earth OV) \n8 Do not allow moisture to enter in the RF unit. Plastic tape should be put on all the \nConnectors at the ODU. A properly designed rain protection over can also be used to prevent \nthe same. \n \nON-OFF PROCEDURE \n \n9 1. Do not put off the power supply. Keep it continuously “on” because Hub is always polling \neach location for status and control signals must be received at any time from the Hub. \n2. If PES is switched off and sub scriber switches it on, in this case PES will take nearly 40 \nminutes to get ready for normal working provided it is ON continuously for that period. \n3. Observation of the LEDs should be recorded during this period and it may be conveyed to \nHUB if PES does not come to normal position i.e. dots do not flash on all cards of PES. \n10 Single phase 230 ohms 50Hz with input circuit breaker of 3amps for protection \n \nPRECAUTIONS \n \n11 Do not disconnect the IFL cabl e from DIU without switching power supply off. This may damage \nequipment.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 140, + "text": "12 Protect your antenna/FL cable/ODU fr om tampering by unauthorized person. \n13 To prevent damage to the DIU turn power off before connecting/disconnecting any telephone failure to \nremove power may damage the VDPC card. \n14 Do not use rotary telephones with VSATs. Use only Touch tone (DTMF) telephones. \n15 Do not place equipment, which produce dust near the DIU (Certain copier of computer primers \nproduce carbon dust, which can cause malfunction. \n16 Prevent moisture from getting inside DIU \n17 Limit the distance between VSATs DIU to telephone instrument 15 meter for proper operation. \n18 For normal operati on the VSATs should be displaying, flashing dots in all the cards i.e. IFM, VDPC and \nMPC. Any other display is an abnormal condition \n \nIn case of difficulty contact \nHUB numbers: (To be taken from CRIS) \n Specify the display of all the three PES cards \nPES= Power Earth Station \nODU= Out door unit \nDIU= Digital Indoor Unit \nIFM=Intermediate Frequency Module \nVDPC=Voice Data Port Card \nMPC=Multiport Port Control", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 141, + "text": "INTEGRATED COACHING MANAGEMENT SYSTEMS - AN OVERVIEW (Back to Index) \n \n \n1. MODULES IN ICMS \n \ni) Punctuality Module (PAM): For Post facto analysis of punctuality loss and its causes \n(not an on-line system), Captures train r unning at Originating/ Terminating and \ninterchange points and the causes of det ention. Data input predominantly at \nDivisional HQ level. Status: Implemented. \n \nii) Coaching Operations Information System (COIS): Captures events on \n Coaches/Rakes, Generates Reports for M anagement of Coaching Stock. Data input \n predominantly at Station/Coachi ng Yard level. Status: Implemented. \n \niii) COIS Data Entry Module: Support module of ICMS, to maintain database pertaining \n to the information of Rake Links, Yard Infrastructure, Coach Master, Train \n Schedules etc. Data input at Zonal HQ level. Status: Implemented. \n \niv) Coaching Maintenance Module: To capture depot activities related to coaching \nmaintenance operations, Utility tool for managers looking after mechanical and \nelectrical maintenance, Includes module for Material Management and Manpower \ndata (gang strength per shifts etc), Data input at CDO level . Status : Under system \nstudy. \n \ni) Time-tabling Module: For simulating the suitable timings for running of all kinds of \ntrains, simulating the best available path for planning a train keeping in view all \nvariables, simulating optimum utilization of rake link, generating all time-tabling \ndocuments. Data input at Zonal HQ level. Status : Under system study. \n \n2) ICMS-SYSTEM ARCHITECTURE \n \n• User connects through browser interface (like Internet Explorer) \n• Separate URL for PAMS ,COIS and DATA modules ( for ex: http/…/cois , http…./pam , \nhttp/…/data and so on) \n• Users have Thin clients at location \n• Back-end: RDBMS (Oracle based) \n \n3) ICMS-DATA FEEDING \n \ni) Master Data: Common Master database for PAMs and COIS, includes Infrastructure \ndata: (of more permanent nature like List of Stations, Platforms, washing lines) and Other \nMaster Data: (of less permanent nature like Rake Link Data, Time Table data, Coach \nMaster etc) \n \nii) Running Data: Separate and independent running database for PAMS and COIS \n \na) PAM: \n \n• Feeding mostly at divisional level, Interchange owning division controls \nthe data feeding for handing over or taking over, Zonal client does the \nresponsibility fixing( deciding the trains “lost in punctuality”) \n• Activities include: \n• Originating terminating, interchange timings \n• Detention Reports, \n• Cause wise logging, \n• Fixing Responsibility", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 142, + "text": "b) COIS: \n \nUnlike PAM - no concept of data “feeding” in COIS. Instead working on the \nsystem at station/yard level leads to generation of required data (and memos \nfor the operator).This works as input for MIS. \n \nAll station/yard activities from arrival to departure of rake are captured: \n \n \nYard stock entry \n \nDispute Resolve \n \nYard Position \n \nSick Marking \n \nRake formation \n \nSickline PlacementSickline Operation \n \nModify consist \n \nShop Marking \n \nMovement Shop Placement \n \n Movement (Yard to yard) \n \nRemove fit available coaches \n \nRake Examination \n \nSearch Feedbacks \n \nDeparture Reporting \n \nSend Feedbacks \n \nEn route Attachments/Detachments \n \nGenerate memo \n \nArrival Reporting \n \n \n \n \n(iii) ICMS-MIS-REPORTS \n \na) PAM : Reports for Management at Divisional Level, HQ level, Board level like: \n• Railway Punctuality Performance for a date for a Division \n• Movement of Trains (Division wise) in a Zone \n• Punctuality percentage of Mail/Express \n• Cause wise/Gauge Wise breakup of Lost Trains between dates \n• Division wise analysis of Cause of Lost Trains on Date in a Zone \n• Railway Punctuality performance for a date in a Zone \n• Cause wise breakup of Trains lost in a period \n• Summary of Monitored trains daily Run and Lost \n• Section wise/Cause wise analysis for all trains on a date \n• Zone wise/Cause wise analysis for all trains on a date, etc \n \nb) COIS: Reports for Management at Stati on Level, Divisional Level, HQ, RB level \nlike : \n• Yard Stock Position (Line position) \n• Vehicle Guidance \n• Zonal Stock Balance sheet (type wise details of Bare Requirement, allotment, \nrunning in service, ineffective etc) \n• Coaches on way from/to shop \n• Foreign Railway Coaches \n• Ineffective Coaches \n• Coach History \n• Rake Link Information Zonal/Divisional Coaching Stock allotment/availability, \netc.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 143, + "text": "Control Office Application (COA) (Back to Index) \n \n \n1. Introduction – General Information \n \n1.1 What is Control Office Application? \n \nControl Office Application (COA) is co mprehensive software for the automation \nof Control Charting at \na railway divisional control office. COA is intended to replace the tedious manual plotting of running \ntrains on a chart. The core functionality of the control charting with ergonomics is intended to provide \nthe Traffic Controllers d good look-and-feel and user-friendly work environment. The benefits of COA \nII/auld include- better planning and decision-making in train operations and thus contribute to \nincreased operational efficiency. \n \nCOA is designed to form the core application to drive the existing allied systems like FOIS. NTES and \nCOIS. The integration with allied systems will be fa cilitated through a Central Application Server at \nCRIS. . \n \nThe flow of data on real time basis to adjoining divisions will mark a significant breakthrough in the \ntrain operations without dependency on human interference. \n \n1.2 Scope of COA \n \nCOA covers the following core functionalities Control Office Operations. They include: - \n• Train Ordering \n• Maintain Train Information \n• Manage Train Movement (Abnormal Working, Stabling, Banker Movement) \n• Report Unusual Occurrences. \n• Management of Maintenance Blocks \n• Caution Orders \n• Plot Graph. \n• Advance Plotting _ System / Manual \n• Maintain referential data \n• MIS Reports \n• Yard Management Siding \n• Miscellaneous Functions \n• View Station Layout \n \nThe application will have interfacing capability with Data Logger to capture data pertaining to train \nmovements in the final version of the product. . \n \n1.3 Intended Audience \n \n• Operations Managers \n• Train Controllers \n• Key functionaries of sister departments. \n \n1.4 Benefits: \n \n• Fully Automated work environment \n• As an aid to the controller in terms of efficiency, precision & time management. \n• Leverage to Controller's Experience in decision making through manual forecast \n• Real time information on train operation without human dependence \n• To serve as a backbone system for sharing of data between allied systems", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 144, + "text": "ANTI COLLISION DEVICE (ACD) (Back to Index) \n \nAnti Collision Device (ACD) is a fully integrated Electronic Control System designed to minimize \ncollisions and increase safety on Railway system. It is a non signaling system and provides additional \ncover of safety in train operations to prevent dangerous train collisions caused due to human errors or \nlimitations and equipment failure. Being the non-si gnaling and inter locking system it does not replace \nany existing signaling and interlocking system and does not alter any procedures of train operations in \nvogue. \n \nACD is a Network of Anti -Collision Devices (ACDs) comprising of a variety of devices such as on-\nboard (Mobile). ACDs for Locomotives and Guard vans and track-side (Stationery) ACDs, Level \nOCrossing ACDs, Loco Shed ACDs, Sensor based AC Os and ACO Repeaters. All these work on the \nprinciple of distributed control systems. All ACDs along the ACDr oute communicate with each other \nthrough radio communication when they are within a radial range of at least 3 kms. On board \ncomputers use inputs from Global Positioning System (GPS) for determination of train location, speed, \ncourse of travel and time. Both mobile and stationary components of ACO system exchange \ninformation and take decisions based on train working rules and embedded software to apply brakes \nautomatically without any input from the users. If two ACOs are deemed to be at a risk of collision, the \nACD system activates automatic braking operation to prevent collisions. Loco ACO is designed to \ninterface with various types of braking system of locomotives. \n \nSystem provides audio-visual \"Train Approach\" warning to road users at level crossings. At Manned \nLC Gates, when approaching Loco ACD detects \"Gate Open\" condition, the speed of the train/loco is \nreduced and kept under a pre-defined speed. Similarly, it can also provide warning and regulate \nspeed in case of movements of land slopes in deep cuttings that are \"sensed\" through Inclinometer \ngrids, embedded in such slopes. ACD system does not interfere with normal working of train \noperations. \n \nMore than 2,000 Anti Collision Devices have alread y been installed over 2,700 Route Kms of track on \nIndian Railway system out of which about 1900 Ro ute Kms are on North east Frontier Railway and \nbalance are on Konkan Railway. Further proliferation of this safety device on the balance BG network \nof Indian Railways is being planned.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 145, + "text": "DERAILMENT INVESTIGATIONS \n \n “ Accident investigations – a tool to prevent re currence”. In most case on Indian Railways, \ncause of the accident is not clearly established. This results in repetitive failures. Pinpointing the \nscientific causes of accidents, therefore, becomes a preventive strategy \n \nSite investigation: \n \n1) Condition of track with special reference to gauge cross level, super elevation. Gauge of the \ntrack to be checked under the load and for a distance of 45 meters on either side of point of mount, if \ncause is indisputably known otherwise for a distance of 90 meters ahead of the point of mount. In \ncase of sabotage or suspected sabotage nothing to be disturbed except to rescue life till ok from \npolice. \n \n2) A rough sketch showing the position of derailed vehicles marks on sleepers should be made. \nPoint of drop/mount to be indicated. \n \n3) Locomotive speed records/graph \n \n4) Condition of rolling stock with special reference to brake power; marshalling of trains and \nengine details as also breakage of components like brake blocks underframe assemblies having \ncaused obstructions. \n \n5) The position of block instruments, signals, points indicators. \n \n6) At stations with panel interlocking position of switches & indicators to be recorded preferably \nby two officers or two Sr. Subordinates of different branches and relay room to be sealed; \n \n7) Position of important relays \n \n8) Seize & freeze all records as laid down in accident manual \n \n9) The statement of the concerned staff available at site should be recorded for finding the cause \nof accident. \n \n10) To give the prima-facie cause of the accident with expected time of restoration \n \n11) Marshalling of the train, with regard to anti-telescopic coaches; \n \n12) Arrange to take photographs from different angles to assist in reconstructing the scene of the \naccident; \n13) The dates as given in the accident reporting fo rm must be recorded for locomotive to produce \nbefore the Accident Enquiry Committee. The track and coach/wagon is to be examined jointly and the \ndata and information collected are to be recorded join tly signed by the Sr. Subordinates available at \nthe site. \n \nFollowing operating features must be checked while investigating into a derailment \n• Speed of the train just before the accident \n• Uneven load/shifted load/load in all the vehicl es must be checked to get an idea of loading \nand lashing/securing loads. \n• Application of brakes \n• Brake power of the train and location of vehicles without brake power \n• Whether all hand brakes are in released condition. \n• How was the train received or dispatched by the stationmaster. Whether station staff adopted \nany abnormal method of working \n• Sudden reversal of points \n• S&T failure reported before the accident – how and when was it set right. \n \nIt is always useful to look into all aspects connected with the derailment. Sometimes important clues \nget neglected due to preconceived ideas and it becomes very difficult to properly arrive at the cause of \nderailment.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 146, + "text": "Accidents involving collision, passing signal at danger, rolling back of a train etc. are generally caused \nby violation of train operation rules and it is not very difficult to trace the irregularities committed. The \nmost difficult accidents, from investigation point of view, are the ones where wheel leaves the rail. \nSuch accidents can be categorized in four types: \n \n1. When one or both of the same wheel-set fall inside the track. \n2. When the wheel derail without any mark on the rail table. \n3. When the wheel derails with single flange mark on the rail table \n4. When a number of wheels derail with multiple flange marks on the rail table. \n \nType 1: When one or both wheels of the same wheel-set fall inside the track: \n \nIn such derailments the cause of accident is very clear, i.e., spread gauge or may be a remote \npossibility of shifting of wheel disc on the axle or breakage of axle or journal. It is generally seen that \nin such cases of wheel/wheels falling inside the track, the affected rolling stock is lifted with the help of \njacks and the rolling stock can be lowered and moved on the same track. \n \nIn the case of spread gauge, special care has to be taken for recording the condition of track fittings. \nLoose keys, signs of rail-chairs shifting on the sleeper , condition of elastic clamps, tie rod cotters etc. \nmust be carefully examined and recorded. If a wheel starts mounting the rail, its tread lose contact \nwith the rail and entire weight is shifted to this point of contact on the flange. At this particular moment, \nthe arrangement of forces is as follows: - \n Q \n \n μR \nIn the above figure different forces shown are as follow: \nQ: Instantaneous wheel load \nR: Reaction of rail \nY: Lateral thrust (flange force) \nμR: Frictional force between rail and wheel flange (acts upward) \nμ: Coefficient of friction \nβ: Flange angle \nFrom the above simple model, following formula was derived by Nadal in 1908: \n \n Y/Q tan β -μ/1+μ tanβ \n \nThe ratio Y/Q is called derailment coefficient. \n \n(While investigating into derailment, all track vehi cle defects and features and operational aspects \nwhich cause one or more above mentioned factors to occur should be listed as possible contributory \nfactors. The list of such cont ributory defects and features thus arrived at should be arranged in \ndescending order of their assessed c ontribution. Thus one can arrive at one or more causes of \nderailment.) \n \nType-2 When the wheel derails without any mark on the rail table. \n \nIn such type of derailments no flange marks are found on the rail table, In majority of such derailments \nfollowing reasons may have caused the accident: \n \n• Obstruction in the path of wheel. \n• Breaking of vehicle suspension arrangement. \n• Jamming of wheel due to roller bearing failure. \n• Mishandling of train by loco pilot \n• Wrong marshalling of vehicles with no brake power kept together or heavy vehicles in \nthe rear. \n \nY", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 147, + "text": "For investigation of such derailm ents the accident site must be care fully inspected for foreign body, \nwhich might have caused obstruction to the derailed wheel. Examination of train brake power, position \nof zero brake power vehicles and heavily loaded vehi cles must be critically done. Additionally, loco \nspeedometer chart must be checked for last brake application. \n \nType-3 When the wheel derails with single flange mark on the rail table. \nThis is the most interesting category of dera ilment and requires detailed examination of track, \nvehicles, loading condition and train operating conditions. First the wheel mount mark itself has to be \nproperly ascertained. The length of flange mark gives a clue to reasons for derailment. The following \nfactors must be considered after seeing the flange mark: \n \n• Long flange mark suggests that the wheel load reduced considerably for a long \nperiod. \n• Short flange mark suggests that the lateral thrust increased to a considerably high \nvalue. \n• The weight of the vehicle and speed of the train at the time of \n accident affect the impression of flange mark on the rail. \n \n In a number of cases an empty derailed wagon had been pulled to a very long \ndistance and the wheel mount mark was found but di sputed due to ignorance of the investigating \nofficials. In all the cases, one must ascertain the first wheel drop mark and then trace back the mount \nmark. After locating the mount mark, next step is to ma tch it with the wheel that derailed first. For this \nmatching of damages on sleepers and position of vehicles after derailment will have to be done. \n \n After identifying the point of mount and drop, detailed examination and recording of \ntrack geometry rolling stock parameters, condition of loads in derailed as well as non-derailed vehicles \nand operating conditions has to be done. This record reveals reasons for the accident. The analysis \nhas to be done with a view to find out reasons for increase in thrust and reduction in instantaneous \nwheel load. \nType-4 When a number of wheels derail with several flange marks on the rail table. \n \nIn this category of derailment the probable reasons for derailment can be as follows: \n• Obstructions in the path of wheels. \n• Disturbed track (work being done on the track or sabotage) \n• Rail failure \n• Serious track defect-twist misalignment or formation failure \n• Buckling of track \n \n In such cases, if there is no obvious reason like obstructions or rail failure, track \nparameters are of particular relevance and sufficient care has to be taken in recording them. Readings \nof track geometry is of great importance in est ablishing the behaviour of vehicle just before the \nderailment. In addition to the readings taken after de railments, records of previous maintenance (rail \nrenewal, de-stressing etc.) must be perused to assess the amount of work done in the last few days. \n \nDERAILMENTS AT POINTS AND CROSSINGS: \n \nPoints and crossings are meant for changing the road of a train and it has some discontinuities \nthereby making it a weak link in track structur e. In a point there are two tongue rails connected \ntogether by stretcher bars and this assembly is ca lled switch. A pull rod from some distance operates \nthis switch. Today, most of the points are oper ated by motors and they have some interlocking \narrangement. The interlocking for motor operated point s is done with a lock bar and it has a detection \ndevice also to detect proper housing of points. \n \n Tongue rails forming the switch are hinged onto the heel blocks in the rear. The bolts, \nprovided for hinging the tongue rails, are kept loose for easy operation of switch. After the switch \narrangement, another important part is the nose of crossing. Here all the wheels traverse the path \nshown by the switch. \n \n Most of the derailments at point s and crossings either initiate at the toe of the tongue rail or \nnear the nose of the crossing. Whenever a derailment takes place on a point the following checks \nmust be done:- \nGauge of point must be checked at four locations:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 148, + "text": "• 305 mm in advance of nose of tongue rail \n• 152 mm inside the tongue rail for straight road and turn out. \n• At heel for tongue rail for straight road and turn out. \n• At middle of tongue rail for straight road and turn out. \n \n The Gauge must be correct at all places except at the toe where it may be 6 mm slack for \nhousing the tongue rail. \n \n It can be appreciated that conditions created by slack gauge' are not permitted near the \nswitch. IRPWM-1985, Para 237 t' (8) (a) and (b) is reproduced below: \n \n “(8) Gauge and Super-elevation in turnouts-(a) It is a good practice to maintain uniform gauge \nover turnouts. \n(b) If gauge of track adjoining the points and crossings is maintained wider/tighter than the gauge on \nthe points and crossings. the gauge on the adjoining track must be brought to the same gauge as in \npoints and crossings and run out at the rate of I mm in 3 metres to the requisite extent. It should, \nhowever, be ensured that the same gauge as applicable to the points and crossings is maintained for \nat least one rail length on either side of point and crossings.\" \n \n In case of derailment suspected to have star ted near the switch of the turnout the following \npoints need to be carefully examined: \n \n• The condition of tongue rail-whether broken, chipped or bent. \n• Whether the damage is old or new. \n• Height of the tip of the switch from top of stock rail. \n• Thickness of the tongue rail \n• Any gap between the tongue rail and stock rail \n• Any damage to stretcher bar \n• In case of interlocked points, the slackness between the locking bar slot and slide \nshould be recorded \n• The condition of brackets holding the stock rail \n• Whether the switch jumps up when a wheel passes on its heel. \n \n If the derailment is suspected to have started near the crossing the following points must be \ncarefully checked:- \n \n• Condition of nose-wear, breakage, chipped, bent \n• Reduction in the level of nost as compared with wing rails. \n• Clearance between wing rail and stock rail (near the nose) on both sides. \n• Clearance between guard rail and stock rail \n• Alignment of turnout to be measured for ch ecking smoothness (with 6 metre chord at \n1.5 metre intervals) \n IRPWM has specified a check-list for complete examination of points and crossings. \n There is one potentially dangerous structure ca lled diamond crossing, which is generally not \nprovided on the main line. A simple diamond crossing has four noses (two acute angle and two \nobtuse angle), which require a critical watch. Even a slight damage to these noses or disturbance to \nthe clearance between stock rails and guardrails make this diamond crossing unsafe. The problem is \nfurther compounded if a diamond crossing has one or two slips also. The curvature of the slip is \ngenerally so high that these structure are not fit for speeds above 8 to 10 kmph. It is advisable to \navoid use of these structures. \nSome Important Defects \n \n (A) Permanent Way \n \n• Spread gauge \n• Gaping in points \n• Tipping of the toe of switch \n• Worn out & broken tongue Rail \n• Excessive clearances of check rail opposite to the nose of the crossing", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 149, + "text": "• Loose or slack points connections \n• Sharp curves with kinking alignments \n• Worn out Rails \n• Abrupt introduction of super elevation \n• Super elevation not corresponding to speed of the train \n• Buckling of track \n• Shearing of fish plate bolts \n• Subsidence of track \n• Uneven Cross level \n• Condition of Ballast \n• Security fastening deficient/loose \n \n Track defects have a vital role in the ac cident and therefore it is very essential to \ncheck the various parameters of the track. The following parameters must be checked thoroughly to \npin point the defects in the track: \n \n(1) Gauge - It is the shortest distance between the two rails of the track. \n Rail Gauge \n The \nstandard gauge is 1676 mm. \n \nPermissible Variations \n \n• Straight line 6 mm tight to 6 mm slack ± 6 mm) \n \n• On curve with radius 350 Mtrs or more-6 mm tight to 15 mm slack (-6 to +15) \n \n• On curve with radius less than 350 Mtrs-Slack up to 20 IllIl1 (correction slip No. 10 Rly \nBd. L.No. 94/CE/II/TSG/I Dt. 20/24-6-96 of P. Way, manual) \n \n• Gauge sleeper to sleeper Variation -- 2 mm \n IRPM Para 316(2) (a) \n \n Cross-level of the track is relative level difference between the two rail tables \nmeasured perpendicular to the track at the same point. It includes the variation in the super elevation \nin case of curve cross level to be recorded on every fourth sleeper or 3 mts apart. The cross level \nreading helps in calculating the TWIST available in the track. TWIST is calculated in mm/meters by \nusing the formula \n \n Algebraic difference of cross level at two points A & B in mm divided by Distance \nbetween points A & B in meters, \n \nRef. IRPWM - Para 316 (2) (C) \n \n Twist should not be more than 3 mm/mt as per Railway Board letter no. 631W6/TK/I0/Dt \n10.11.1964. \n \n(3) \nUnevenness \n \n This defect of the track is not reflec ted in the gauge and cross level reading. Low \njoints, high joints, loose packing, sleepers and lifting of sleepers cause this defect. Long sags are not \ntaken as unevenness. It is recorded for left and right rail separately. It is measured in terms of \ndifference in longitudinal levels over' a fixed base. Unevenness gives rise to forced oscillations in a \nvehicle and can cause variations in the values of instantaneous Wheel load and lateral thrust. Para \n607 of IRPWM classifies unevenness (measured on 3.6 Mts cord) above 15111m as category D. \n \n(4) Versine and super elevation \n \n Versine and super elevation are measured fo r checking correctness of a curve. At the \nbeginning and at the end of the curve, details of the curve are mentioned on the board. Radius of any \ncurve is obtained by dividing 1750 mtrs, by its degree. Versine is calculated as: \n \nV= 125.C2/R", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 150, + "text": "R - Radius in meters \nC - Cord length in meters \nV - Versine \n \n As per Para 421 (b)(i) of IRPWM, the station to station variation of versines of stations 10 Mts \napart should not exceed 15 mm for more than 100 Kmph speed, whereas for speeds 100 Kmph or \nless than 100 Kmph it should not exceed 20 mm or 200/0 of the average versine of the circular portion \nwhichever is more. \n \n \nThe super elevation is calculated as: \n \nC = GV2 /127R \nC = Cant/Super elevation in mm. \nG = Dynamic gauge in mm \nV= Speed in Kmph \n Para 406 ( d) of IRPWM specifies a maximum cant of 165 mm. on group A, Band C routes \nand 140 mm on group D and E routes. The maximum amount of cant deficiency is also specified in \npara 406(2) as given below : \n \n• For speeds in excess of 100 Kmph on group A and B routes for nominated \n rolling stock and routes with permission of Chief Engineer - 100 mm \n \n• For broad gauge routes not covered by above - 75 \n \n (5) Ballast \n \n It is a very important member in the track st ructure. It helps in maintaining track Geometry. \nThe ballast resistance is affected by following factors - \nBallast – Size, Material, Shape, State of consolidation, Type of sleeper, Cushion at Formation. \n \n Para 263(2) I RPWM recommends the Minimum depth of ballast below the bottom of the \nsleeper at rai I seat as under: \n \nGroups Recommended Depth \nBG Group A 300 mm \nBG Group B & C 250 mm \nBG Group 0 200 mm \nBG Group E 150 mm \n(6) Rail \n The accident caused by rail fracture does not leave much room for investigation. The \nfractured rail is to be tested to find out the nature of the failure. The visual inspection can reveal \nwhether the fracture was new or there was some old flow in the rail. \n For other derailments, the rail is measured fo r its wear. The rail wears out mostly on the top \nsurface and gauge face. Rail wear can be vertical, lateral or angular. \nAngular wear \nProfile of new rail \nVertical Wear", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 151, + "text": "Worn profile \n \nThe limits of wear of rail have been laid down in IRPWM Para 302 (b) \n \nGauge Rail section ertical wear \nB.G. 60 kg/meter 13mm \n 52kg/mctcr 8mm \n 90R 5mm \n \nLateral wear limits have been given in para 302 (b) \n \nSection Gauge Category of work Lateral wear \nCurves B.G. I Group A & B routes 8 mm \nCurves B.G. I Group C & D routes 10\n mm \nGroup A & B routes 6 mm \nStraight B.G. \n,Group C & D route 8 mm \n \n(7) Sleepers \n If sleeper suffer any damage or loss in property, it can cause derailment. While recording the \ngauge and level readings the condition of each sleeper must be carefully sleepers near point of \nmount. \n \n(8) \nRail Fasteners \n For different - type of sleepers, the rail fast eners are different Wooden sleepers - Dog spikes, \nRound head spikes, Steel keys Steel trough sleeper - steel keys \n \n Prestressed concrete sleepers-- elastic clips wi th liners between the foot of rail and clip. \n \n Condition of all fasteners should be recorded while taking track reading \n \n(9) Creep \n \n This is a silent but very dangerous phenom enon of the track. Creep is a longitudinal \ndisplacement of track and is caused by \n• Temperature variation causing expansion and contraction of the rail. \n• The tractive forces of locomotive to push the rail backward. \n• Braking forces of train trying to push the rail forward. The effect of the above forces is \naccelerated if the rail fasteners are not able to hold the rails properly to the sleepers or rail seat on the \nsleepers is a damaged or bad joint in the track with out proper expansion gap. \n \n Para 242 (6) of IRPWM specifies maximum about of creep permitted as 150mm. In LWR and \nCWR creep indication point are provided at a dist ance of 50 meters and 100 meters SEJ(Switch \nExpansion Joint) on either end of LWR/CWR. \n \n(10) Buckling \n \n When a section of track buckles, about one or tw o rails length of the track leaves its place and \nmoves side way. This also happens due to the rise in temperature and other reasons similar to the \ncreep. The buckling may be horizontal or vertical. Buckling normally happens in the 2nd half of the day \nmostly, when the track has absorbed max. heat and also near the bridges, level crossings etc. where \nthe track is firmly held in ground.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 152, + "text": "(B) Defects ofRolling Stock \n \n• Defects in wheel and Axle Broken & Hanging fittings \n• Defects in Bolster and Assemblies \n• Defects in spring gear, axle guard and trolley \n• Defects in Brake gear \n• Excessive Clearance in side bearer, pivot etc. \n• Hot box/Roller bearing failure \n• Under frame and under frame members out of alignment \n• Poor brake power \n• Broken or disengaged Baffle plates in the empty/unloaded tank wagons \n• Defective Draw gear, CBC gear and Buffing gear, Train parting & subsequent-collision – \n ‘alliance 2’ – couplets opening automatically. \n \nDefects of Locomotives are very similar to defects of Rolling Stock", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 153, + "text": "CONCEPTS OF ELECTRIC TRACTION (Back to Index) \n \n \nPower Supply \n \n 25 kV, ac, 50 Hz single phase power supply fo r electric traction is derived from the grid \nsystem of State Electricity Boards through trac tion sub-stations locat ed along the route of the \nelectrified sections at distances of 35 to 50 km apart. The distance betw een adjacent sub-stations \nmay however be even less depending on intensity of traffic and load of trains. \n \nSectioning of OHE:- \n \n To ensure rapid isolation of faults on the OHE and to facilitate maintenance work the OHE is \nsectioned at intervals of 10 to 15 km along the route. At each such point a 'switching station \ninterruptors' usually rated at 600A are provided. The shortest section of the OHE which can be \nisolated by opening interruptors alone is called a 'sub-sector'. Each sub-sector is further sub-divided \ninto smaller 'elementary sections' by provision of off-load type manually operated isolator switches. \n \n At some stations with large yards, alternat ive feeding arrangements are provided so that the \npower for feeding and yards may be drawn from alter native routes. Normally the switch is locked in \none position, being changed to the other when required after taking necessary precautions. \n \n To meet requirements at electric loco running sheds, isolator with an earthing device in the \n'off position is provided. At watering stations manua lly operated interrupters and isolator with earthing \nheels are provided to enable switching off of the power supply locally and earthing the OHE to enable \nworking on roofs of rolling-stock. There are severa l types of switching stations as detailed in the \nfollowing paras. \n \nFeeding Post (FP): It is a supply control post, where the incoming feeder link from grid substation are \nterminated. \nEach feeder supplies the OHE on one side of the f eeding post through interrupters controlling supply \nto the individual lines. Thus, for a two track line, there will be four interrupters at each feeding post. \n \nSectioning and Paralleling Post (SP) \nThese posts are situated approximately midway between feeding posts marking the demarcating \npoint of two zones fed from different phases a ‘\nparalleling interrupter’ is provided at each 'SP' to \nparallel the OHE of the up and down tracks of a double track section, 'bridging interrupters' are also \nprovided to permit one feeding post to feed beyond the sectioning post upto the next FP if its 25 kV \nsupply is interrupted for some reasons. These bridging interrupters are normally kept open and should \nonly be closed after taking special precautions as detailed in these rules. \n \nSub-Sectioning and Paralleling Post (SSP) \nOne or more SSPs are provi ded between each FP and adjac ent SP depending upon the distance \nbetween them. In a double track section, normally three interrupters are provided at each SSP i.e. two \nconnecting the adjacent sub-sectors of up and down tracks. \n \nSub-Sectioning Post (SS) \nThese are provided only occasionally. They are simi lar to SSPs with provision for sectioning of the \nOHE but not paralleling. \n \nNeutral Section: It is a short section of insulated and dead overhead equipment which separates the \narea fed by adjacent substation or feeding post. \n \nA neutral section is provided to make it impossible for the pantograph of an electric locomotive or \nEMU train to bridge the different phases of 25 kV supply, while passing from the zone fed from one \nsub-station to the next one. Since the neutral sect ion remains 'dead', warning boards are provided in \nadvance to warn and remind the Loco pilot of an approaching electric locomotive/EMU to open \nlocomotive circuit breaker (DJ) before approaching the 'neutral section', to coast through it and then \nswitch 'on' on the other side. Special care is tak en in fixing the location of neutral sections, on level \ntangent tracks far away from signals, level crossing gat es etc. to ensure that the train coasts through", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 154, + "text": "the neutral section at a sufficiently high speed, to obviate the possibility of its stopping and getting \nstuck within the neutral section. \n \nOther Important Equipment at Switching Stations \nCertain equipments are installed at various points to protect the lines, to monitor the availability of \npower supply and provide other facilities. These are generally as under: \n1. Lightning arresters are provided to protect every sub-sector against voltage surges. \n2. Auxiliary transformers are provided at all the posts and also at certain intermediate points to \nsupply ac at 240 V, 50 Hz required for signalling and operationally essential lighting installations. To \nensure a fairly steady voltage, automatic voltage regulators are also provided where required. \n3. Potential transformers are provided at the various switching stations for monitoring supply to \neach sub-sector. \n4. A small masonry cubicle is provided to accommodate remote control equipment, control \npanel, telephone and batteries and battery chargers requi red for the control of interruptors and other \nsimilar equipments. \nOVERHEAD EQUIPMENT \nCatenary and Contact Wires \n1. The overhead equipment above the tr acks comprises of the following: - \n a) A stranded cadmium copper wire of about 65 mm2 section or stranded \n aluminium alloy wire of about 116 mm2 section for catenary. \nb) A grooved hard drawn copper contact wire of 107 mm2 cross-section (when new) \nsupported from the catenary by means of droppers of 5 mm diameter spaced not \nmore than 9 m apart. \n \n2. The catenary and contact wire together hav e an equivalent copper section of 157 mm2. The \ncurrent normally permissible on a single track is 600 A approximately, because of equivalent cross-\nsectional area of OHE. This current limit is based on the temperature limit of 85°C in contact wire. \nCertain sections in Waltair-Kirandul section have the catenary and contact wires together having an \nequivalent copper section of 200 mm2. \n3. For loop lines, sidings, yards and spur lines excluding the main running lines and first loop or \nlines taking off from main running line, tramway type OHE having only grooved hard drawn copper \ncontact wire of 107 mm2 section is provided. \nHeight of Contact Wire \n The normal height of contact wire for regul ated OHE is 5.60 m (with 10 cm pre-sag for 72 m \nspan) above rail level. For unregulated OHE in areas with a temperature range of 4°C to 65° C, this \nfigure is 5.75 m and in areas with a temperature range of 15 °C to 65 °C, it is 5.65 m. In certain cases, \nsuch as under over-line structures, the height may be as low as 4.65 m on BG and 4.02 m on MG. For \npassing oversize consignments on such lines, special precautions have to be taken. \nSpan of Supporting Mast/Structures \n The span normally used for supporting the OHE from masts/structure using the cantilever \ntype bracket assembly varies from maximum 72 m on straight track to 27 m on curved track, the \nspans depending upon the degree of curvature. Th e catenary system is normally supported on \nstraight tracks at maximum intervals of 72 m (63 m on MG) by cantilever type arms fixed to galvanized \nbroad flange or I section steel masts or fabricat ed steel structures. On curves the catenary is \nsupported at closer intervals, the spans adopted depending upon the degree of curvature. \nStagger \n The contact wire is staggered so that as the p antograph glides along, the contact wire sweeps \nacross the current collecting strips of the pantograph upto a distance of 200 mm on either side of the \ncentre line on straight runs and 300 mm on one side on curves. This ensures a uniform wear of the \ncurrent collecting strips of the pantographs.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 155, + "text": "Overlaps: The OHE conductors are terminated at interval s of about 1.5 km with an overlap generally \nas shown in Fig. 2.02, the conductor height bei ng so adjusted that the pantograph glides from one \nconductor to the other smoothly. \nThere are two types of overlap spans as under:- \na) Uninsulated overlap spans where the dist ance of separation between two contact \nwires is 200 mm and the two conductors are permanently connected together \nelectrically by suitable jumpers. \nb) Insulated overlaps, where the two OHE system s are kept apart at a distance of 500 \nmm. Normally the electrical discontinuity at insulated overlaps is bridged by \ninterrupters or isolator except at neutral sections. \nRegulated and Unregulated OHE \nOHE with automatic tensioning called 'regulated OHE' is generally provided for all main lines, but for \nlarge isolated yard and unimportant lines, automatic tensioning is dispensed with in the interest of \neconomy and only unregulated OHE is used. \nSection Insulator Assembly \nSection insulators are provided to insulate the OH E of one elementary section from the OHE of the \nadjacent elementary section such as at cross-ov ers. When the pantograph of a locomotive passes \nfrom one track to another along a cross-over/turn out, current collection changes from one OHE to \nother and therefore the runners of t he section insulators overlap with contact wire so that there is no \narcing. \nOn double line sections with runners trailing, the section insulator assembly using porcelain insulators \nare fit for speeds upto 120 km/h provided it is installed between the first one-tenth and one - third of \nthe span. In case the runners of the section insulato r assembly are in the facing direction or it is not \ninstalled within the first one third of the span, the speed should be restricted to 80 km/h.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 156, + "text": "GENERAL DESCRIPTION OF ELECTRIC ROLLING STOCK (Back to Index) \n \nClassification of Electric Rolling Stock \nLocomotives and Multiple Unit stocks are classified by means of a three/four letter code followed by a \nnumber to indicate the individual class and a series of the same. \nThe code letters used for AC locos and EMUs are given below: \nThe first letter denotes the Gauge: 'W for BG and 'Y' for MG. \nThe second (middle) letters 'A' denotes the system of power supply for which it is suitable - A for AC & \nC for DC, CA for DC & AC. \nThe third letter for locos indicates the class of service - \n'M' for mixed traffic locos suitable for both passenger and freight services, \n'G' for Freight (Goods) service locos, \n'P' for Passenger services locos, and \n'S' for Shunting locos. \nMultiple Unit Stock is denoted by the letter 'U'. \nThe various classes of ac locos and EMUs at present in service on Indian Railway are as under:- \n(a) AC Locos— WAG1, WAG2. WAG3, WAG4, WAG5, WAG6, WAG7, WAG9WAG9M \n(b) WAP1, WAP2, WAP3, WAM1, WAM2, WAM3, WAM4, WAP4, WAP 5, YAM1 \n(c) (b) AC/DC Locos— WCAM1, \n(d) (c) AC EMUs— WAU1, WAU2, WAU3, WAU4, YAU. \nIn addition two types of BG DC EMUs converted for AC working are in use on the Eastern Railway. \nImportant Equipment of Electric Loco/EMU \nPantograph \nFor collecting power from 25 kV ac contact wire pantographs are mounted on the roof of the traction \nvehicles. AM 12 pantograph of Faively design has been adopted by Indian Railways for 25 kV ac \nelectric locomotives and EMUs. These pantographs are provided with steel strips for current \ncollection. The raising and lowering of the pantograph is by means of a pneumatically operated servo \nmotor. This pantograph is a single pan design having two o-springs mounted on it. For keeping the \npantograph in the lowered condition, main springs have been used. The suspension of pan is on \nplungers. \nThis pantograph is suitable for operation upto 140 km/h. For increasing the speed potential, improved \npantograph with lower dynamic mass and independe nt pan heads have been used. Further, in order \nto improve the life of the contact wire, use of carbon strips has also been tried. Use of carbon strips for \ncurrent collection has already been adopted in European countries. \nUse of carbon strips necessitates change in the design of the pantograph; the pan head which is more \nor less rigid in case of steel strip pantograph needs to be made more flexible in the vertical, horizontal \nand transverse movement for carbon strip pantographs. This is achieved by improved suspension of \nthe pan head. The speed potential of such a pantograph is of the order of 250 km/h. \n2. \nCircuit Breaker \n -- Air Blast Circuit breaker \n -- Vacuum Circuit breaker", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 157, + "text": "These breakers are designed for isolation of power to the traction vehicle in the event of faults. \nVacuum Circuit Breakers were introduced on electric locomotives on Indian Rlys. in the year 1985. \nThe VCB is a simplified design with fewer number of parts (260 Nos.), have a simplified control block \nand self - contained interrupting medium that is vac uum. Due to these features, the life of the main \ncontact achievable is as high as 1 lakh electrical operations as against 20,000 operations for air blast \ncircuit breakers. As a result, the periodicity of replacement of main contact is second POH for VCB \nand IOH for Air Blast Circuit Breakers. Besides, these factors, VCB also offers the advantages of \nreduced size, reduced weight and reduced maintenance cost as compared to these for air blast circuit \nbreakers. The total trip-time for VCB is less than 60 milli-seconds while the same is of the order of 100 \nmilli-seconds for air blast circuit breakers. The air bl ast circuit breaker is onl y capable of breaking the \nfault current with breaking capacity of 250 MVA. The VCB, besides having breaking capacity is also \ndesigned for making capacity of the same rating, i. e. 250 MVA and can handle the same level of fault \ncurrent during closing also. \n3. Transformer \nPower to the traction vehicles is available at 25 kV ac single phase from the contact wire. In order to \nstep down the voltage as well as to control the sa me for feeding to the traction motors, the traction \npower transformers are provided on the traction vehicles. \nThese transformers generally have a primary winding, a regulating winding, traction secondary \nwindings and auxiliary windings. The regulating winding is designed for choosing appropriate voltage \nfor the traction motors. The auxiliary winding is required for feeding the auxiliary motors on the \nlocomotive. \nIn order to increase the h.p. of the locomotives, the traction transformers have been uprated from time \nto time keeping the overall dimensions unchanged on account of space constraint. The upratings \nhave been achieved by using increased copper section of the conductor used, improved insulation \nscheme and in certain cases adoption of aluminium foil wound construction for minimizing the losses. \nWith the introduction of thyristorised converters, t he design of the traction transformer has undergone \nsimplification with the deletion of regulating winding. The transformer for thyristorised converter \nbecomes a two limb construction and traction secondary winding split into 4 windings for two step \nsequence control. \nThe traction transformer necessarily has to have forced oil circulation and forced air cooling. For this \npurpose oil pump, oil cooler and blower form an integral part of the traction transformer. \nTap Changer \nTap changer is provided on 25 kV (HT) regulating winding of locomotive transformer for controlling the \nvoltage input to main transformer. \nTraction Motor \nIn case of traction motor great emphasis is being given on improving power to weight ratio, keeping in \nview the limited space available on locomotive for mounting the same. There is continuous effort to \nimprove the performance of traction motor by maki ng them lighter/compact, at the same time more \nreliable. Indian Railways have been adopting th e latest technology available for design and \nmanufacture of traction motor. Over a period of ye ars the traction motors have become now 2.5 times \nlighter specially for EMU application. \nArno Converter \nArno Converter is a special duty machine for conversion of single phase in-coming supply into 3 \nphase out- put supply. 3 phase supply is essentially r equired on most of the electrical locomotives for \ndriving certain auxiliary equipment like blowers and compressors. The function of Amo Converter is to \nsupply 3 phase power required for these auxiliaries.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 158, + "text": "", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 159, + "text": "CREW LINKS, LOCO LINKS AND POWER PLAN (Back to Index) \n \nPROCEDURE FOR CALCULATING CREW REQUIREMENT OF A DIVISION \n \n1. Running staff review should be carried out after every six months i.e. on 15t Jan. and 1 st July \nby STA (Senoir technical assistant) of the division. \n \n2. Before preparing review, loco pilot's links of all the sheds should be got prepared and vetted \nby personnel branch. \n \n3. Statement of avg. hours on road and no. of goods \n \n4. Trains ran during last six months for each section should be ready duly approved by Sr. \nDOM/DOM. A list of shunting' points and DMTs running to be prepared and signed by Sr. DOM/DOM. \n \n5. Mail/Express/Passenger Loco pilots requirement to be worked on the basis of loco pilots/crew \nlinks. \n \n6. For goods crews_ the requirement should be worked out as per power plan signed by Sr \nDME(P) and Sr. DOM. 7.67 Crews are to be dema nded for one freight POL. Separate crews to be \ndemanded for the activities which cannot been covered in power plan e.g., Light engine and Empty \ncoaching rakes running etc. \n \n7. 30% leave reserve and 10 % trainee reserve should be demanded for this additional \nrequirement. \n \n8. Shunters should be demanded @ 1 against 8 hrs. poi nt. Also rest giver @ 1 for 6 shunters to \nbe demanded. Leave reserve and trainee post to be demanded separately. \n \n9. Requirement of DSL assistants should be same as that of loco pilots (Excluding motormen \nwhere no assistant loco pilot is required). \n \n10. Running staff review duly signed by Sr. DME/Sr DEE should be put up to Sr. DAO for vetting. \n \n11. After accounts vetting sanction of DRM be taken and Sr. DPO will issue circulars of revised \nsanction. \n \n+ Running supervisors review should also be made with staff review @ 1 loco Inspector against 25 \nloco pilots or 50 shunters. No rest giver allowed. Leave reserve 12.5%. \nPOINTS TO BE KEPT IN VIEW WHILE PREPARING LOCO PILOT'S LINKS \n \n1. Loco pilot/Crew links are prepared by CPRC/C TLC and got verified from Personnel Branch. \nObjective of crew links is to ensure optimum utilization of crews. \n \n2. Train timings to be checked from the latest timetable. \n \n3. Links to be prepared before promulgation of new time table.\n \n \n4. Max. duty hours in anyone trip should not exceed 10 hours. \n \n5. Avg. duty hours in a fortnight should not exceed 104 hours. \n \n6. Min. no. of rests in a month should be 5 of 22 hrs. or 4 of 30 hours including night in bed from \n22 hrs. to 6 hrs. from sign off to sign on. \n \n7. Efforts should be made to include all the sections in the link to avoid giving learning road \nagain and again. \n \n8. Min. out of station rest in case less than 8 hr s. duty in the previous trip should be 6 hrs from \nsign off to sign on. In case duty is 8 hrs or more than 8 hrs, then 8 hrs. rest to be given. In case of \nshort trips of less than or equal to 5 hours then duty performed plus 1 hrs. will be sufficient.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 160, + "text": "9. Min. home station rest should be \n \n(a) If duty performed in the last trip is less than 8 hrs., then 12 hrs. \n(b) If duty is 8 hrs. or more. then 16 hrs. \n(c) If staff is required to work train less then st ipulated rest then breach of rest allowance \nis payable to running staff. \n \n10. Link having the maximum earning kilometerage should be worked by senior most loco pilots \nand so on. \n \n11. Separate links should be prepare d for superfast trains such as Rajdhani/Shatabdi Exp. \nChronic late running trains should be kept in view to avoid link failures. \n \n \n POINTS TO BE KEPT IN VIEW WHILE PREPARING LOCOMOTIVE LINKS \n \n1. Loco/Power links are prepared by HQ.'s office and circulated to the divisions. The objective of \npower links is to ensure optimum utilization of powers. \n2. Train timings should be checked from latest time table. \n3. Links to be prepared before commencement of new time table. \n4. Efforts should be made to send the loco to ho me shed for servicing within the stipulated \nschedule time \n5. Minimum possible out station halt should be provided. \n6. Ensure loco is permitted to run on the sections at the max. permissible speed of the train. \n \nPOWER REQUIREMENT (POWER PLAN) \n(A) \n1. To be prepared once in six months. \n2. Avg. No. of trains run on each section per day and Avg. hours on road for last six months duly \nsigned by Sr.DME(P) and Sr.DOM to be prepared. \n3. Formula: Section wise average freight POL for the last six months to be calculated as under: \n \n Bare POL = PDD + HOR + PAD \n (POL=Power on line ; PDD = Pre depa rture detention; HOR=Hours on road; PAD=Post arrival \ndetention) \n \n4. 3.5 % further growth and 10% Bunching allowance to be demanded on Bare POL \n \n5. Loco's requirement. for DMT. ART. and other loco' s which remain in outage but not added in \nPOL for the purpose of calculation of average kilometers to be added in the bare requirement. \n \n6. To arrive total POL. last six month average POL of shunting loco link WDS-4, WDS-5 pilots \nand Mail lie over to be added in the POL calculated above. \n \n7. Mail/Exp./Pass. Loco requirement to be worked out on the basis of loco link. Add 10% for \nmajor repair allowance. \n \n8. For shunting services, work out number of points for 8 hours shunting, demand 0.33 POL. Add \n1 loco as overlap against 06 loco. Add 10% for major repairs. \n \n9. Kms formula: Total kms earned on the Avg. per day during last six months divided by average \nloco utilization.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 161, + "text": "LOCO MAINTENANCE SCHEDULE (Back to Index) \n \n(I) & (II) Conventional Locos \n \nCoaching Locos (Railway Board Letter No.92/Elect (TRS)/138/5 Pt. I, dated 18.01.2001 & \nRailway Board Letter No.9/Elect (TRS)/138/5 Pt.II, dated 21.12.001) \n \nMaintenance \nschedule Periodicity Duration \nTrip Inspection(TI) After 3000 kms or one trip, whichever is later 2 hrs \nIA 40 + 3days. 4hrs \nIB 80 + 3days 6 hrs \nIC 120 + 3days 8 hrs \nAOH 12 months + 15 days 6 days \nIOH \n36 months + 1 month or 4(6 lakh for wAP-1/4 loco) lakh kms. \nwhichever is earlier \n. \n9 days \nPOH 6 years+ 3 months or 8 lakh kms. (12 lakh for WP-1/4 loco) \nwhichever is earlier. 28 days \nFreight Locos \nRailway Board Letter No.92/Elect (TRS)/138/5 Pt. I, dated 18.01.2001) \n \nMaintenance \nschedule Periodicity Duration \nTrip Inspection(TI) 15 days (Fitted with TAO TMs) \n(20 days (fitted with Hitachi TMs) 2 hrs \nIA 45+ 3 days 4 hrs \nIB 90+ 3 days 6 hrs \nIC 135+ 3 days 8 hrs \nAOH 18 months + 10 days 6 working days \nIOH 54 months + 1 monthy or 6 lakh kms whichever is \nearlier 9 working days \nPOH 9 years + 3 months or 12 lakh kms whichever earlier 28 working days", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 162, + "text": "(iii) 3-Ph.ABB Locomotives \n (Railway Board Letter No.97/Elect (TRS)/440/18/44 (3Ph, dated 23.02.07) \n \nCoaching Locos (WAP5/WAP7 Locos) \n \nMaintenance \nschedule Periodicity Duration \nTrip Inspection 3000 kms or one trip, whichever is later 2 hrs \nIA 90 days. 6 hrs \nIB 180 days 6 hrs \nIC 270 days 8 hrs \nMOH 18 months 6 working days \nIOH \n4.5 years + 6 months or 12 lakh kms. whichever \nis earlier \n11 working days \nPOH \n9 years+ 6 months or 24 lakh kms. whichever is \nearlier. \n28 working days \n \nFreight Locos (WAG9/WAG9H Locos) \n \nMaintenance \nSchedule Periodicity Duration \nTrip Inspection 45 days 4 hrs \nIA 90 days 6 hrs \nIB 180 days 6 hrs \nIC 270 days 8 hrs \nMOH 18 months 2 nd MOH \nIOH 6 years + 6 months or 12 lakh kms. whichever is \nearlier. 11 working days \nPOH 12 years + 6 months or 24 lakh kms. whichever \nis earlier 28 working days", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 163, + "text": "DIESEL LOCO SCHEDULE & DURATION \n \n \n \n \n \n \nS.No. Description WAM4 WAP1 WAP4 WAP5 WAP6 WAP7 WAG5\nA/B\nWAG5\nHA/HB\nWAG6 WAG7 WAG9 WAG9\nH\nWCAM1 WCAM2 WCAM3 WCAG1 WCM5 WCG2\n1 Supply System-AC(kV) 25 25 25 25 25 25 25 25 25 25 25 25 25/1.5 \nDC\n25/1.5 \nDC\n25/1.5 \nDC\n25/1.5 \nDC\n1.5 DC 1.5 DC\n2 Continuous HP 3640 3800 5000 5440 5060 6120 3850 3850 6000 5000 6120 6120 3640/ \n2930\n4715/ \n2916\n5000/ \n4600\n5000/ \n4600\n4600 4200\n3 Max. Speed (kmph) 120 130 140 160 160 130 80 80 120 100 100 90 120 120 105 100 105 80\n4 Starting Tractive Effort (Tonnes) 33.8 22.4 32.4 26.29 30.8 32.88 33.5 33.5 46 44 46.89 52 33.84/ \n23.2\n33.5/ \n26.0\n40.2/ \n26.8\n43.5/ \n30.0\n39.6 35.6\n5 Continuous Tractive Effort \n(Tonnes)\n56 13.8 18.8 22.42 19 23.23 20.6 20.6 32 27 33.12 46 16.8/ \n22.6\n23.8/ \n24.6\n26.8 31/30 27 30\n6 Total Weight 112.8 108.3 112.8 78 113.2 123 118.8 118.8 123 123 123 123 112.8 117 121 128 120 132\n7 Braking D D A A,R A A,R D D A A A,R A,R D D D D D D\n8 Bogies Arrangment Co-Co Co-Co Co-Co Bo-Bo Co-Co Co-Co Co-Co Co-Co Bo-Bo-Bo Co-Co Co-Co Co-Co Co-Co Co-Co Co-Co Co-Co Co-Co Co-Co\n9 Bogies Type Cast Cast Flexi Fab. Flexi Cast Cast Cast Flexi. Fab. Fab. Fab. Cast Fab. Fab. Fab. Cast Cast\n10 Gear Ratio 15.62 21.58 23.59 17:35:67 23.58 20.72 17.77/ \n15.62\n18.64 16.63/ \n20.75\n16.65 15.77/ \n21.107\n21.107 16.61/ \n21.58\n15.62/ \n21.58\n18.64 16.65 18.64 18.74\n11 No. of Traction Motors 6 6 6 4 6 6 6 6 6 6 6 6 6 6 6 6 6 6\n12 Traction Motor TA-\nO659\nTA-\nO659\nTA-\nO659\n6FXA-\n7059\nHS-\n15250\nA\n6FRA-\n6068\nTAO-\n659\nHS-\n15250A\nASEA-\nL3M450-2\nHS-\n15250A\n6FRA-\n6068\n6FRA-\n6068 HT\nTAO- \n659\nTAO- \n659\nTAO- \n659\nHS-\n15250A\nHS-\n15250A\nTM- \n4939 A2\n13 Axle Load 18.8 18.05 18.8 19.5 18.9 20.5 19.8 19.8 20.5 20.5 20.5 20.5 18.8 19.5 20.2 21.3 20 22\nELECTRIC LOCOMOTIVE FEATURES\n \n \n \nSchedule WDM2 WDM3A/B/C/D WDM3A/B/C/D \n(30 days) WDG3A WDG3A \n(30 days) WDP1/3A Duration \nT-1 15 days 20 days 20 days As per link 4 hrs. \nT-2 30 days 40 days \nTrip – 30 days \n40 days \nTrip–30 days \n30 days 6 hrs \nM-2 2 Months 2 Months 2 Months 2 Months 2 Months 2 Months 8 hrs \nM-4 4 Months 4 Months 4 Months 4 Months 4 Months 4 Months 16 hrs \nM-12 12 Months 12 Months 12 Months 12 Months 12 Months 12 Months 4 days \nM-24 MOH) 24 Months 24Months 24 Months 24 Months 24 Months 24 Months 16 days \nM-48 (IOH) 48 Months 48 Months 48 Months 48 Months 48 Months 48 Months 21 days \nM-96 (POH) 96 Months 96 Months 96 Months 96 Months 96 Months 96 Months 30 days", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 164, + "text": "DETAILS OF BRAKE POWER CERTIFICATE \n \nBrake Power% \nS.No Type of train Validity Originatin\ng station \nEn-route \nstation \nConditions for invalid BPC & Other instructions \n1 Ordinary End \nto End Rakes \nVacuum brake \nrake, Air \nbraker rake \nother than \nPremium \nExamination-Loading-\nUnloading-\nExamination, ie., one \ntime loading \n85-\nVacuum \nbrake \nstock 90-\nAir brake \nstock \n75 The BPC will become invalid, if – \ni) No destination mentioned on the BPC of Loaded \ntrain \nii) Empty rake does not reach loading point within 04 \ndays (for Vacuum brake stock) \niii) Train composition is changed by 10FWUs or Four \n8 wheeled wagons or more \niv) Train is stabled more than 24 hours in examination \nyard. \n2 Premium Air \nbrake Rakes \nVOXN, BCN, \nBRN, BOBRN, \netc. \n12 days for multiple \nloading, i.e., loading to \nbe done within 12 \ndays +3 days grace \nperiod in loaded \ncondition. \nMinimum \n95 \nNot \nmentioned \nThe BPC will become invalid, if – \n \ni) Rake integrity is disturb ed by more than Four 8 – \nwheeled wagons \nii) Train is stabled more than 24 hours in examination \nyard \n Instructions for Premium End to End rakes: \ni) After lapse of 12 days, rake to be offered for \nexamination at the fi rst nominated intensive \nexamination point in the direction of movement. \nii) After lapse of 15 days, rake either empty or loaded \nshall be offered for examination at the first exam \npoint in the direction of movement \niii) Premium BPC shall be issued from the nominated \n“A” category depot. \niv) Normal End to End BPC shall be issued if the rake \nis not offered for examination in empty condition or \nat nominated “A” category exam point. \nv) After each loading/unloading, the rake shall be \nsubjected to GDR check \n3 Close circuit \nrakes only Air \nbrake stock \nPremium CC rake – \n7500 kms/35 days \nwhichever is earlier Or \n6000 kms/30 days’ \nwhichever is earlier \n(Some railways have \nCC rakes of 6000 \nkms/30 days \nwhichever is earlier. \nC..Rly. does not have \nsuch rakes \n100 90 The BPC will become invalid, if – \ni) Rake is not running in nominated circuit. \nii) Rake is stabled more than 4 hrs at examination \nstation. \niii) Rake has completed either stipulated Kms or days \niv) More than 4 wagons are replaed between two \nPeriodical Maintenance Examination ie., PME \n \nInstructions for Premium CC rakes: \ni) Rake shall be offered at its Nominated “A” category \nbase depot \nii) Rake shall be formed off POH/ROH wagons only \niii) After each loading/unloading, the rake shall be \nsubjected to GDR check \niv) BPC shall be revalidated by C&W staff wherever \nTXR staff is provided \nv) Wagons to be attached shall be good examined \nwagons. \n4 Container \nrakes \nBLCA+BLCB \n6000 kms/0 days \nCircuits – TKD – JNPT-\nDADRI/TKD-\nJNPT/TKD/AQ depot \nrun on fre4e circuit \nbasis \n100 90 The BPC will become invalid, if – \nj) Rake has completed either Stipulated Kms or days. \nii) Rake is not running in nominated circuit \n Instructions for Container rakes: \niii) Rake integrity is to be maintained \niv) Revalidation of BPC by TXR staff after every \nunloading/loading \nv) Rake shall be formed from New wagons or Off \nPOH/ROH wagons \nvi) Utilization of wagons in 6000 kms. Rake – New \nwagons up to 12 months /Off POH/ROH wagons up \nto 09 months.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__operating manual-traffic.pdf", + "document_name": "operating manual-traffic.pdf", + "document_path": "core_docs/operating manual-traffic.pdf", + "doc_category": "core_docs", + "rule_type": "operations", + "priority": 2, + "authority": "Indian Railways", + "description": "Operating manual governing train traffic and movement", + "is_static": true, + "effective_year": null, + "page_number": 165, + "text": "Various Machines used for Track Maintenance \n \nMinimum Stipulated Block Period Maximum Stipulated \nS. \nNo \nType of \nTrack \nMachines \nPurpose of \nDeployment Deliverables To & fro \ntime (in*)\nSetting & \nwinding up \ntime (in*) \nWorking \ntime Total \nOutput/Eff\nectivehour \n(new m/c) \nMinimum Ty. Speed \nRestriction, if any. \n1 09-3X Plain Track \nTamping \nIt corrects track geometry i.e. \nalignment, twist, cross level, \nlongitudinal level and pack \nballast under sleepers. This \nmachine can pack three \nsleepers at a time. \n15 10 3:35 4:00 1.6Km \nNil, except in summer \nwith 50 kmph, if not \nfollowed by DTS \n2 CSM Plain Track \nTamping \nDO. But can pack two sleepers \nat a time. 15 10 3:35 4:00 1.2 Km do \n3 UNO Plain Track \nTamping \nDO. Generally deployed at work \nsite. But can pack one sleeper \nat a time. \n15 10 3:35 4:00 0.5km do \n4 DUO (0) Plain Track \nTamping 15 10 3:35 4:00 0.8km do \n5 WST Plain Track \nTamping \nDO. Generally deployed at work \nsite. But can pack two sleepers \nat a time 15 10 3:35 4:00 0.8 km do \n6 BCM \nBallast \nscreening of \nPlain & Turnout \nTrack \nIt screens track ballast by \nremoving muck, thus, improve \ndrainage & elasticity of track for \nsafe & comfortable running \n30 as 3 \nm/c go in \nblock \n40 2:50 4:00 0.2km \n20kmph or 40kmph if \nDTS+ TTM deployed \nbehind it & stipulated \nsafety instructions \nfollowed. \n7 FRM Shoulder Ballast \nCleaning \nIt is used to carry out cleaning of \nshoulder ballast by removing \nmuck, drainage of track and \nelasticity improving of ballast \nbed. \n30 30 3:00 4:00 0.4km \nNil, ecxept in summer \nwith 50 kmph if not \nfollowed by DTS \n8 UNI Turnout packing \nIt corrects turnout track \ngeometry i.e. alignment, twist, \ncross level, 1ongitudinal level \nand pack ballast under sleepers\n \n15 10 3:35 4:00 1\n T/Out Nil \n9 DGS \nConsolidation of \nnewly tamped \ntrack \nIt build up lateral resistance & \nconsolidation of track faster and \nhelps to relax speed restriction \nearly \n15 10 3:35 4:00 1 km Nil \n10 TRT Laying of Track It is a fully mechanized system \nof complete Track Renewal 40 50 2:30 4:00 O.36km \n30kmph or 40 kmph if \nDGS deployed and \nballasting, rail joints \nare done as per \nIRPWM \n11 PQRS Laying of Track \nIt is a semi mechanised system \nof track renewal wherein pre \nfabricated rail panels are laid \nand existing panels removed \nwith minimum labour \n25 20 3:15 4:00 0.24km 20kmph \n12 T-28 \nTurnout \nReplacement \nMachine \nIt is a fully mechanised system \nof complete turnout with \nminimum manual labour \n10 10 2:40 4:00 1Turnout \nper 4 hour 20 Kmph \n13 UIV Utility Vehicle \nIt is a mechanized system of \ntransporting heavy material like \nrail, sleepers, etc, from one \nstation to another in traffic block.\n15 10 2:45 4:00 \n50 rails per \nhour in one \nBFR \nNil \n14 BRM \nBallast \nRegulating \nMachine \nIt is a mechanized system of \ntrack ballast equalization, \nregulatation and profiling, \n20 20 3:20 4:00 2km Nil \n*As per Board’s Joint Ciruclar.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "1 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nRAILWAY SERVANTS (PASS) RULES,1986 (1993 EDITION) \n[With Latest instructions] \nIMPORTANT DEFINITIONS \n \na) 'Attendant' means a person exclusively employed on salary in the personal \nservice of a railway servant. \nb) 'adopted child' means a child for whom there is satisfactory proof of adoption \nirrespective of the fact whether such adoption is permissible or not under the \npersonal law governing the railway servant concerned. \nc) 'Dependent relative'- \n➢ Mother including a divorced mother \n➢ Unmarried or widowed sister \n➢ Brother/step-brother under twenty one years of age \n➢ Invalid brother of any age \n➢ Brother who has attained the age of twenty one years and is a bonafide student \n➢ Legally divorced sister \n➢ Widow mother-in-law in case of widows appointed on compassionate grounds, \nwhether her father is alive or not. \nProvided that a person shall not be consid ered to be a dependent relative if his/her \nincome from all sources including pension, dearness relief, etc. exceeds 15% of \npay per month of the Railway servant or the amount arrived at by adding \nminimum Pension/Family Pension of Rs 9000/ - (excluding the element of \nadditional pension to old pensioners) and the dearness relief admissible to the \npensioners/family pensioners on pension rounded off to the nearest ten rupee figure, \nwhichever is more. (Revised limit for dependency w.e.f 01.01.2016 RBE 132/2016 \nDated 24/11/2016) \nProvided further that dependent relatives may be included in the Privilege \nPasses/PT0s given to the railway servants in cases where father is missing for a \nperiod of at least 7 years Passes/PT0s can also be given to the sisters in similar \ncircumstances. Ho wever, an affidavit as to the period since when the person is \nmissing, duly attested by a Magistrate is necessary. \nc) 'Family' includes \n➢ Spouse of a railway servant whether earning or not; \n➢ Son or sons who have not attained the age of 21 years and are wholly \ndependent on the railway servant; \n➢ Son or sons of the age of 21 and above who are bonafide student \n➢ Unmarried daughters of any age whether earning or not; \n➢ Widowed daughters provided they are dependent on the railway servant; \n➢ Legally divorced daughter who is dependent on the railway servant; \nNote: For the purpose of issue of Special Pass on medical grounds under \nSchedule-VII, the term \"family\" and \"dependant relatives\" shall be as define d \nin Paras 601(5) and 601(6) respectively of IRMM,2000. \nd) 'Pay' means", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "2 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n➢ Basic pay; ( Pay in PAY MATRIX LEVEL) \n➢ In the case of Running Staff, basic pay plus 30% thereof; \n➢ Any other pay which may be specially classified as pay by the President. \ne) \"Set\" means one Pass or P.T.0 for outward and return journeys ; \"Half-set\" \nmeans a Pass or P.T.0 issued from one station to another \nf) 'year' means a Calendar Year. \n \nOFFICER OR AUTHORITY COMPETENT TO ISSUE AND SIGN A PASS OR PTO. \n \nA pass or PTO may be issued by such officer or authority and may be signed by such \nofficer as the Central Government (Ministry, of Railways) may from time to time \nspecify: \nProvided that until such authorities or officers are specified, the Pass or PTO shall be \nsigned and issued in accordance with the instructions/orders issued by the Central \nGovernment in the Ministry of Railways and in force at the commencement of these \nRules. \n \nKINDS OF PASSES \n➢ Duty pass- \n➢ Privilege pass including passes while on deputation- \n➢ School pass-. \n➢ Post-retirement Complimentary pass-. \n➢ Widow pass- \n➢ Residential card pass- \n➢ Special pass- \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \n \nENTITLEMENT OF PASSES/PTO S (RBE 120/2019 DATED 26/07/2019)", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "3 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nDUTY PASS \n \nA railway servant may be issued a duty pass for performing journey on duty. (For \nTravel entitlement please refer RBE No. 16/2019 Dated 31/01/2019) \n \n \nNote: (i) Officers in PLPM 8,9,10 & 11 shall continue to be issued Bronze Pass/Firs t \nClass ‘A’ Card Pass with validity for travel only over Zonal Railways or Indian Railways \nor Indian Railways as per existing conditions. \n \n \n \n \n \n \n \n \n \n \nPASS ON TRANSFER GOVERNING ENTITLEMENT OF KIT PASSES", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "4 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nS.NO PLPM ENTITLEMENT \nA 11 TO 17 6000 Kgs by Goods train plus reimbursement of \ntransportation of motor car by road 6000 Kgs by Goods \ntrain plus reimbursement of transportation of motor car by \nroad OR One Container (40 Feet E.U.) or two Containers \n(20 Feet E.U.) (including cost of door-to-door movement of \nContainer) plus reimbursement of transportation of motor \ncar by road OR One VPU by passenger carrying trains \nsubject to a cut of 20% in the admissible amount of \nComposite Transfer Grant if a car is carried in the VPU and \nof 25% if car is not carried \n \nB 6 TO 11 6000 Kgs by Goods train plus reimbursement of \ntransportation of motor car by road. OR One Container \n(1TEU) (including cost of door -to-door movement of \nContainer) plus reimbursement of transportation of motor \ncar by road OR One VP/VPU by passenger carrying trains \nsubject to a cut of 20% in the admissible amount of \nComposite Transfer Grant if a car is carried in the VPU and \nof 25% if car is not carried. \n \nC 5 3000 Kgs of luggage plus one Motor Cycle/Scooter by \nGoods trains OR by Parcel Van/Brake van attached to \npassenger carrying trains or by road. \n \nD 1 TO 4 1500 Kgs of luggage plus one Motor \nCycle/Scooter/Moped/Bicycle by Goods trains OR by Parcel \nVan/Brake van attached to passengercarrying trains or by \nroad. \n \n \nNote: The entitlements and other terms & conditions as detailed in ACS No.71 to \nRSPR -1986, issued vide Board’s letter No.E(w)2004/PS5 -9/1 dated 01.08.2011, \nshall continue. \n \n \n \nPASS ON PRIVILEGE ACCOUNT", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "5 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nA railway servant may be issued on his/her request a privilege pass or a privilege \nticket order in the prescribed format from one station to another as requested by \nhim/her. (For Travel entitlement please refer RBE No. 16/2019 Dated 31/01/2019) \n \nCATEGORY ELIGIBLE CLASS NUMBER OF PASS/PTO \nSTATUS PLPM PP PTO \nGAZETTED CADRE \n1 CRB & BOARD \nMEMBERS \n17 FIRST CLASS ‘A’ 06 SETS 04 SETS \n2 DGs & GMs 17 FIRST CLASS ‘A’ 06 SETS 04 SETS \n3 OTHER EQUILAENT \nOFFICERS \n16 FIRST CLASS ‘A’ 06 SETS 04 SETS \n4 HAG OFFICERS 15 FIRST CLASS ‘A’ 06 SETS 04 SETS \n5 SAG OFFICERS 14 FIRST CLASS ‘A’ 06 SETS 04 SETS \n6 SELCTION GRADE \nOFFICERS \n13 FIRST CLASS ‘A’ 06 SETS 04 SETS \n7 JAG OFFICERS 12 FIRST CLASS ‘A’ 06 SETS 04 SETS \n8 Sr SCALE OFFICERS 11 FIRST CLASS ‘A’ 06 SETS 04 SETS \n9 OTHER GROUP A & B \nOFFICERS \n10,9,& 8 FIRST CLASS ‘A’ 06 SETS 04 SETS \nNON GAZETTED CADRE \n PLPM ONE SET \nUPTO THE \nEND OF 5TH \nYEAR \nRAILWAY \nSERVICE \nAND 3 SETS \nTHEREAFTER \n04 SETS \n1 6 AND ABOVE FIRST CLASS \n2 5 SECOND CLASS A \n3 4,3,2 & 1 SECOND/SLEEPER \n(i) 6 Sets of PTOs instead of 4 sets shall continue to be admissible to railway servants \nin all PLPMs who had joined Railway service before 12.03.1987 and not opted for \nwidow pass facility. \n(ii) The travel entitlements shall continue to be in accordance with the administrative \ninstructions issued in this regard from time to time. \n(iii) The upgraded pass facility i.e 01 Set of Second Class ‘A’ Pass in lieu of 01 Set of \nSecond/Sleeper Class Pass to serving railway employees in PLPM 1,2,3 & 4, even with \nless than 05 years of railway service, shall continue. \nNOTE 1: Till the books of Second Class `A’ pass of yellow colour is supplied, a rubber \nstamp may be prepared and affixed on the Sleeper/2nd Class pass being issued to \nthe entitled employees as under: “Entitled to travel by AC-3 tier class in trains other \nthan Ra jdhani, Shatabdi and Duronto Express Trains. ” NOTE 2 : First Class -`A’ \nPrivilege Pass entitles the holder to carry one attendant in Second Class", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "6 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n \nMEMBER(S) PERMITTED IN PRIVILEGE PASS & PTO S: \n1) Spouse of a railway servant whether earning or not \n2) Son or sons who have not attained the age of 21 years and are wholly \ndependent on the railway servant \n3) Son or sons / Dependent brothers of the age of 21 and above who are :- \n(a) Bonafide students of any recognized educational institution; \n(b) engaged in any research work and do not get any scholarship/ stipend; \n(c) working as an articled clerk under the Chartered Accountant; \n(d) invalid, on appropriate certificate from Railway Doctor \n4) Unmarried daughters of any age whether earning or not; \n5) Widowed daughters provided they are dependent on the Railway Servant \n6) Legally divorced daughter who is dependent on the Railway Servant; \n7) “Adopted child’ means a child for whom there is satisfactory proof of adoption \nirrespective of the fact whether such adoption is permissible or not under the \npersonal law governing the Railway Servant concerned. \n8) Mother including a divorced mother \n9) Unmarried or widowed sister \n10) Brother/step-brother under twenty one years of age [provided he is \nwholly dependent] \n11) Invalid brother of any age \n12) Brother who has attained the age of twenty one years and is a Bonafide \nstudent of a recognized educational institution \n13) Legally divorced sister (when father is not alive) . \n14) Period of the Privilege Pass, the pass may be issued in the following \nmanner: \n[i] The Privilege pass may be issued in favour of a Rly. Servant with validity \nperiod up to the date preceding the date on which the son will be attaining the \nage of 21 years; or \n[ii] Privilege pass may be issued with validity of full 5 months excluding the \nname of the son of the employee \n15) The word ‘Adopted’ should not be mentioned on the Pass/PTO \n16) Step sons/step daughters may be included in the privilege pass of \nRailway employees, on specific request…. (RBE No.47/2003) \n17) Widows of ex -railway employees who are dependent on their son / \ndaughter employed on the Railways, may exercise an option either to avail of \npass facility as a dependent widowed mother by getting their name included \nin the privilege pass drawn by their son/ daughter or they may draw pass(es) \nas per their entitlement under the 'Widow Pass' scheme…..ACS 20 issued. RBE \n312/1999 \n18) Dependent widow mother of the deceased railway employee may be \nincluded in the priv ilege pass of the widows appointed on compassionate \ngrounds…… \n19) Widow mother -in-law in case ofwidows appointed on compassionate \ngrounds, whether her father is alive or not”….ACS 37 RBE 194/2001", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "7 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n20) Not more than two dependents can be included in pass/ PTO \nsubject to the condition that the total number of persons included in \nthe Pass/ PTO will not exceed 5 exclusive of Attendants wherever \npermissible…. This limit will not apply if only family members are \nincluded in the Pass/ PTO….. Para 3 (ii) under the head “C onditions of \nentitlement” of Schedule II of Pass Rules \n \nSCHOOL PASS \nA school pass may be issued to the son or daughter of a railway servant who \nis a bona -fide student of any recognized educational institution.(For Travel \nentitlement please refer RBE No. 16/2019 Dated 31/01/2019) \n➢ School Cheque Pass can be issued to each suc h student son/daughter who is \ndependent on the railway servant on production of a certificate from the \nrecognized institution where the student is studying and which is away from \nthe headquarters of the Railway servant. \n➢ In cases where both husband and wife are railway servants, the \npasses shall be allowed against the account of either of the two. \n➢ In case of a boy less than 18 years and a girl of any age, the parent or \nguardian may be included in the pass issued. \n➢ A parent including a stepparent or guardian in the same class may be \nincluded in a pass - outward or inward and he/she may be issued a separate \npass for going to bring the student or returning alone after leaving the student \nat school/ college. \n➢ If the attendant be a guardian he/she will be issued only a II Class \nPass. \n➢ This should be in case of recognized vacations of not less than three \nconsecutive days duration (Sunday being included) or closure of \ninstitution due to unforeseen circumstances. \n➢ To travel to recognized institution for admission / joining and back to \nhead quarters of the railway servant. \n➢ Break of journey en-route is permissible on school pass if endorsement to this \neffect is made on the pass. \n➢ In cases where a school Pass is sought to/from a place other than the \nRailway servant's headquarters or the permanent place of residence \nof the other parent, if it be different, the grant of such pass shall have the \napproval of the gazette officer. \n➢ Issue of School passes will not be affected by the stoppage of privilege passes \nof an employee on any account including by way of punishment. \n➢ Incidents of suspension will not affect the eligibility of Railway employees to \nsuch passes. \n➢ Bonafide Certificate from institution to be submitted once in a year at the \nbeginning of the academic year for School Pass. \n➢ School Passes may also be issued up to 4 months advance (RBE 101/2011). \n➢ School Passes may be issued without Bonafide Certificate at the time \nof issuing but it should be submitted within a month. \n \nCATEGORY ENTITLEMENT", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "8 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nSTATUS PLPM TO BE ISSUED WITH THE CLASS OF PASS \nWHICH THE RAILWAY SERVANT IS \nENTITLED AS ON PRIVILEGE ACCOUNT. \nHOWEVER, THE CHILDREN OF RAILWAY \nSERVANTS STUDYING IN OAK GROVE \nSCHOOL, JHARPANI WHO ARE NOT \nORDINARILY ENTITLED FC PASSES MAY BE \nISSUED FIRST CLASS PASS AS A SPEC IAL \nCASE \nGROUP A & B \nGAZETTED \nOFFICERS \n8 TO 17 \nNON \nGAZETTED \n1 TO 6 AND \nABOVE \n \nSCHOOL CARD PASS \nWill be issued for student son/daughter of the railway servant to commute between \nthe station of the residence of the railway servant and the station nearest to the \nschool/college on production of a certificate from the recognized institution where the \nstudent is studying subject to such restrictions like those pertaining to distance etc \nthat may be imposed by Railways depending on local circumstances for issue of such \npasses. \nCATEGORY ENTITLEMENT \nSTATUS PLPM THE CLASS OF PASS WILL BE THE SAME AS \nADMISSIBLE TO RAILWAY SERVANT IS ON \nPRIVILEGE ACCOUNT \n \nRESIDENTIAL CARD PASS \nA residential card pass may be issued to a railway servant for performing rail journey \nfrom the place of residence to the place of his work. \nCATEGORY ENTITLEMENT \nSTATUS PLPM THE CLASS OF PASS WILL BE THE SAME AS \nADMISSIBLE TO RAILWAY SERVANT IS ON \nPRIVILEGE ACCOUNT \n \nNote: No attendant is allowed on Residential Card Passes. \n \n \n \n \n \n \n \nPOST-RETIREMENT COMPLIMENTARY PASS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "9 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nA post-retirement complimentary pass may be issued to a railway servant after \nretirement or after he ceases to be a railway servant (For Travel entitlement please \nrefer RBE No. 16/2019 Dated 31/01/2019) \n \n✓ A retired railway servant may be issued, on request, one set of PRC \nPass/Widow Pass in advance of the curren t calendar year from the date of \nissue, for journeys commencing in the next year duly debiting such issue of \ncomplimentary pass in the next year's account. The validity of the Pass will be \nfor FIVE months, from the date of issue. RBE 41/2012 \n✓ A benefit of a dditional 5 years service for post -retirement complimentary \npasses may be allowed to those medically decategorised/unfit Railway \nservants who retire either by refusing to accept the alternative post or the \nalternative post being not available. \n✓ In the year in which the Railway servant retires from service he is entitled to \nthat number of single journey Post -retirement complimentary passes which \nrepresents the difference between the number of privilege passes he is \nnormally entitled to in a calendar year while in service and the number actually \navailed by him, provided the total number of Post -retirement complimentary \npasses applied for after the date of retirement does not exceed the number of \npost-retirement complimentary passes for which he is entitled in a calendar \nyear. \n✓ In cases where both husband and wife are retired Railway servants, they may \navail the complimentary passes on each other's account. \n✓ A benefit of 5 years service on voluntary retirement is granted towards the \nqualifying service for the grant of post-retirement complimentary passes on \nthe same conditions as are laid down in Board's letter No. E (P&A) I 77 RT-46 \ndated 09.11.1977. \n✓ Pass Issuing Authority shall satisfy himself about the identity of the retired \nRailway employee before issuing the Post retirement complimentary passes. \n✓ Railway administration shall issue an identity card bearing the photographs of \nsuperannuated/retired railway employee and the family members eligible for \ninclusion in the post retirement passes. Such retire d railway employees \ntravelling on post retirement complimentary passes will have to carry the \nidentity card to enable railway staff on duty to verify the identity of all those \ntravelling on such passes. \n✓ A retired Railway servant may be issued on his reques t one set of \ncomplimentary pass in the last month of the current calendar year for journey \ncommencing in the next year duly debiting such issue of complimentary pass \nin the next year's account. The validity will be for 5 months, as the case may \nbe from the date of issue. \n✓ A retired Railway servant, if he so, desires, can obtain his post -retirement \ncomplimentary passes from an office of his choice authorized to issue such \npasses irrespective of the Railway or office from where he had retired. \n✓ The retired senior citizen Railway servant eligible to travel with companion \ninstead of attendant in same class provided if the retired railway servant is at \nthe age of 70 years and above.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "10 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n✓ Passes to retired employees are not admissible over the Nilgiri Railway during \nthe months of April, May and June. \n✓ Employees in LEVEL 1 entitled for post retirement Passes/PTOs.( RB Letter No. \nE(W)2010/PS-5/8-4 dated 02.03.2012. \n \nCATEGORY & NUMBER OF PRC PASSES ADMISSIBLE \n (RBE 16/2019 DATED31.01.209 \nSTATUS PLPM CLASS NO OF \nSETS \nREMARKS \nCRB & BOARD \nMEMBERS \n17 FIRST CLASS ‘A’ \n \n \n \n \n \n3 \n \nAFTER 20 \nYEARS \nOF \nRAILWAY \nSERVICE \n \nDGs & GMs 17 FIRST CLASS ‘A’ \nOTHER EQUILAENT \nOFFICERS \n16 FIRST CLASS ‘A’ \nHAG OFFICERS 15 FIRST CLASS ‘A’ \nSAG OFFICERS 14 FIRST CLASS ‘A’ \nSELCTION GRADE \nOFFICERS \n13 FIRST CLASS ‘A’ \nJAG OFFICERS 12 FIRST CLASS ‘A’ \nSr SCALE OFFICERS 11 FIRST CLASS ‘A’ \nOTHER GROUP A & \nB OFFICERS \n10,9,& 8 FIRST CLASS ‘A’ \n 6 AND \nABOVE \nFIRST CLASS \n2 \n 5 SECOND CLASS A \n 4,3,2 & 1 SECOND/SLEEPER \n \nMEMBER(S) PERMITTED IN PRC PASSES \nSpouse and Children (Subject to the same conditions of serving employees) \nPost Retrial Spouse \nChildren who are above 21 years of age [a] Bonafide students of any recognized \neducational institution; [b] engaged in any research work; [c] working as an \narticled clerk; [d] Invalid, on appropriate certificate from Railway Doctor \nWidowed daughter/ Legally divorced daughter \nWidowed Mother \nFamily in case of Group ‘D’ \n“Handicapped wards, Bonafide students etc…. \n \n \nAPPORPRIATE STAMPING IN PASSES", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "11 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nIt may be noted that in the aforementioned revised travel entitlements, the \nmaximum number of berths admissible to railway servants in each Pay Level \nin Pay Matrix (PLPM) has been clearly stipulated in numbers (viz. 1, 2, 3) and \nthe same is available for travel by any of the eligible member (ie. self or \nspouse or family member or dependent relative) included in the pass without \nany restriction, except in the case of duty passes where self travel is \nmandatory. The Railways are, therefore, advised to check and ensure that \nstamping of berth entitlement on the passes is made strictly in accordance \nwith the revised travel entitlements. A compliance report in this regard may \nalso be furnished for the informatio n of Board.( RB LETTER NO: \nNo.E(W)2019/PS5-1/4 Dated 10/06/2019) \nNON-RAILWAY SERVICE FOR PRC \n \nPeriod of service in non -Railway departments or establishments rendered prior to \njoining railway service will not count except in case of Ex-Servicemen or Central \nGovernment employees recruited in the Railways where a weightage equivalent to \nhalf of their previous non-railway service rendered in Central Government will be \ntaken into account for determining their eligibility for PRC Passes on the basis of \nlength of service in the Railways. \n \nPeriod of service rendered by employees in non -railway departments or \nestablishments prior to joining railway service will not count except where such non-\nrailway service has been counted along with railway service for pensionary benefits \nand in such cases a weightage equivalent to half of such non -railway service will be \ntaken into account for the purpose of making good the shortfall in the minimum \nrequired 20 years of railway service in order that they become eligible for Post \nRetirement Complimentary Passes… \n \nHalf of past services rendered in Central/ State Governments will be taken into \naccount (EXSERVICE MEN /RETIRED LATERAL ENTRANTS) (RBE No. 152/2019 dated \n25/09/2019) \n \n \n \n \n \n \nWIDOW PASS", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "12 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n1) Widows of those Railway servants who were in service on 12.03.1987 and \nopted for the scheme of Widow Pass or widows of those Railway servants who \njoined service on or after 12.03.1987 and are compulsorily governed under the \nscheme of Widow Pass are eligible for Widow Passes. In such cases of Railway \nemployees who have opted for the scheme of Widow Pass or those who are \ncompulsorily governed under this scheme, shall be eligible for 4 sets of PTOs \nin a calendar year while in service. \n2) Widows of Railway Servants who were in service prior to 12.3.1987 will be \neligible to be admitted to the scheme of 'Widow Pass' scheme on a one -time \npayment of Rs. 250. \n3) The Railway Servants who get permanently absorbed in public sector \nundertakings, autonomous bodies prior to 12.3.1987 and were in receipt of \npost-retirement complimentary passes, their widow will also be admitted to \nthe scheme of 'Widow Pass' scheme on a one-time payment of Rs. 250. \n4) Widows of Railway servants who had opted out of the scheme of Widow Pass \nwill also be eligible to be admitted to the scheme of Widow Pass on a one-time \npayment of Rs. 250. \n5) No. of Passes Admissible in a year, - Half the number of Post retirement \nComplimentary Passes that the Railway servant was either receiving at the \ntime of his demise after retirement or in case of death in service would be \nnotionally eligible to receive by reckoning the date of death as the date of \nretirement provided that: \na) The widow(s) of a Group 'D’ Railway employee entitled (or notionally \nentitled) to one set of Post -retirement Complimentary pass every \nalternate year, shall be entitled to one set of Complimentary Pass every \nalternate year. \nb) The widow(s) of any Railway employee, who dies while in service, shall \nbe entitled to a minimum of one set of Pass every alternate year. Thus, \nshe will be eligible to one set of Pass in two years, even if the service \nof the employee before death falls short of the requisite service \nprescribed for entitlement for Post-retirement Complimentary Passes. \nc) In case there is more than one widow the passes for widows shall be \ngiven by rotation in a specified year. \nd) The facility o f companion will be allowed only to Widow Pass holders \nwho are above the age of 65. \n6) The class of Pass would be same as is admissible to the Railway employees \non retirement or what would be admissible notionally if the date of death is \nreckoned as the date of retirement. \n7) Other terms and conditions would be the same as are applicable to Privilege \nPasses except that: \na. Dependent relatives are not entitled to be included in such Passes. \nHowever, dependant widow mother of the deceased Railway employee may be \nincluded in the Widow Pass as family member of the widow} Replaced vide \nBoard's Letter No. E(W)96 PS5 -8/2 dated 24/7/2000 (RBE 142/2000) \nb. Widow will not be entitled to this facility if she becomes otherwise entitled", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "13 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nto the Pass facility due to he r son's employment in Railways or on her own \nemployment on the Railways or on her re -marriage **{However the widow \nmay exercise an option either to avail of pass facility as a dependant widow \nmother by getting her name included in the privilege pass drawn by her \nson/daughter or she may draw pass(es ) as per her entitlement under the \n'widow pass' scheme. Option once exercised shall be final and irreversible. } \n8) Widows who are appointed on compassionate grounds may be given an option \nto be exercised at the time of appointment Whether they would like to avail of \nthe pass facilities as a Railway servant or would like to continue the entitlement \nunder the Widow Pass scheme Option once exercised shall be final. \n9) At the time of retirement/ quitting Railway service, a similar option may be \ngiven to such Widows either to be governed by the Widow Pass Scheme or to \nbe governed by the Post retirement Complimentary Pass Scheme in her \ncapacity as a retired Railway servant and in accordance With her status. Such \noption once exercised shall be final. \n10) \"Senior Citizen 1st/1st 'A' Widow Pass holders can carry a Companion in \nlieu of an Attendant subject to the following conditions – \ni. The facility of a Companion will be provided only on the 1st Class /1st \n'A' Widow Passes in which there is already a provision to carry an \nAttendant as per the Railway Servants (Pass) Rules, 1986. \nii. The facility of a Companion will be allowed only to Widow Pass holders \nwho are above the age of 65 years. \niii. The facility of a Companion in lieu of attendant will be permitted only \nwhen the pass holder and/or eligible members of family above the \nage of 65 years will be travelling along with the Companion in Sleeper \n/ 2nd Class. In other words, if any other eligible members of the \nfamily below the age of 65 years is included in the pass, then the \nfacility of travel in Sleeper /2nd Class with a Companion will not be \npermitted. \n11) Accordingly, Senior Citizen 1st Class/ 1st Class 'A' Widow Pass holders \nwill have the option either to carry an \"Attendant\" in Sleepe r/2nd Class while \nthey themselves are travelling in 1st Class/ AC 2 -tier or carry a \"Companion\" \nin Sleeper/2nd Class in lieu of an \"Attendant\" if the pass holder themselves \ntravel in Sleeper/ 2nd Class. In case a Companion is preferred to an attendant, \nthe pass issuing authorities shall obtain a specific request for the same from \nthe Widow Pass holder and mention the ages of the persons not less than 65 \nyears to be included in the pass and the following endorsement shall be made \non the pass: \n\" Companion in lieu of Attendant permitted when the Pass Holder travel in Sleeper \nClass/2nd Class.\" \n\"Companion in lieu of Attendant is permitted only when the pass holder and/or other \nfamily member of more than 65 years of age is/are travelling in Sleeper Class/II Class.\"", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "14 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n12) This scheme will not apply to Railway servants who have retired or \nexpired before 12.3.1987 \n13) This scheme will also not apply to Casual Labour unless they are \nabsorbed against regular posts. Till the Casual Labour are so absorbed, they \nwill continue to get 6 sets of PTOs in a year otherwise admissible to them \ninstead of 4 sets of PTOs admissible to others who opt for the scheme of Widow \nPasses. \n14) The facility of passes to available to the widow to the widow of a male \nRailway employee shal l be available to the widower of a female railway \nemployee. \nMEMBER(S) PERMITTED TO BE INCLUDED IN WIDOW PASSES \nDependent widow mother of the deceased railway employee may be allowed to be \nincluded in the widow pass as a family member of the widow. RBE 142/2000 \nChildren born out of void marriage are not eligible for inclusion in the Pass of a \nwidow of a railway servant. RBE No. 162/2002 \nSPECIAL PASS \nA special pass may be issued to Railway servants, family members or dependent \nrelatives as the case may be, on – \n1) On Medical Grounds \n2) On sports account \n3) For appearing before RRB/ Selection Board while on leave or on duty. \n4) For attending Courts. \n5) For attending departmental disciplinary enquiries and for inspection of \ndocuments. \n6) For attending complainant's enquiry \n7) For personal hearing of the Appellate Authority. \n8) Office bearer and representative of recognised railway unions and of the \nFederation for whom grant of Pass is governed by the instructions issued by \nRailway Board from time to time. \n9) Members of Staff Benefit Fund Committee etc. \n10) Special Class Railway Apprentices. \n11) Other apprentices. \n12) . For Scout and Guide activities. \n13) For St. John's Ambulance Brigade. \n14) to receive settlement dues. \n15) for motor vehicle \n16) On First appointment to Railway Service \n17) On retirement/decease - grant of settlement pass. \n18) For enquiries by Commissioners for Railway Safety. \n19) To staff of quasi Railway Institutions. \n20) Railway servants under suspension.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "15 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n21) Attending conferences, congresses or meetings. \n22) Family passes to Territorial Army Personnel proceeding to camps. \n23) Candidates summoned for test/ interview by Railway Recruitment Boards and \nRailway Administrations. \n24) Journeys in connection with children's camps. \n25) Attending cultural activities etc. \n26) Passes to members of Railway User's Consultative Committees, National \nRailway User's Consultative Council. \n27) Passes for families of reservists. \n28) Retired Railway servants for perusal of documents for preparation of his \nDefence in disciplinary case instituted against him. \n29) Medically decategorised staff when called for adjudging their suitability for \nalternative appointment. \n30) To retired Railway servant for assistance to defend a Railway servant involved \nin disciplinary proceedings, to attend any meeting of a commission of enquiry \nor of a Board, Conference, Committee, or departmental enquiry convened \nunder proper authority or is required to perform any public duty in an honorary \ncapacity. \n31) To Casual Labour on recruitment/ discharge. \n32) Complimentary passes to next of kin of the victims as well as to the surviving \nvictims involved in Railway accidents. \n33) RPF Dogs with Handler/Inspectors. \n34) Issue of Bazar Passes. \n35) Grant of I AC Complimentary Pass to the visiting Lecturer of a appropriate \nstatus. \n36) Whole time employees of the Zonal Recognised Unions and Federations. \n37) Railway Magistrates \n38) Government Railway Police. \n39) . Participants in Workers Education Programmes Conducted by AIRF/ NFIR in \nthe Zonal Headquarters Station/ Divl. Headquarters Station / Centralised \nTraining Institutes. \n40) Rail travel facilities to MR/MOS(R)/DMR. \n41) Non-Railwaymen. \n42) Claimant before Railway Claims Tribunal \n43) Retired Railway Officers of Selection Grade and above who are empanelled as \nRailway Inquiry Officers in D&AR cases to undertake journey either for conduct \nof inquiry or for training or any other official purpose in this connection \n44) Doctors/para medical staff invited in connection with blood donation/eye \ntesting camps being organised on the Railways \n \n \n \nCOMPLIMENTARY CARD PASSES - FREEDOM FIGHTERS & WIDOWS \n \n1) Freedom fighters/their widows are issued Complimentary Card passes for free \nrail travel on All Indian Railways [except Metro Railway /Kolkata] in 1st Class", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "16 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n/2nd AC along with a companion in same class by any train other than \nRajdhani/Shatabdi trains. \n2) On Rajadhani/ Shatabdi Trains in 3rd AC of Rajdhani trains and Chair Car[CC] \nof Shatabdi/ Jan Shatabdi express trains along with a companion in same class. \n3) Their passes to be stamped with “…..Valid for travel in 3rd AC in Rajdhani trains \nand Chair Car [CC] in Shatabdi/Jan-Shatabdi trains along with a companion in \nsame class…”. \n4) The passes are: - \na) Valid for two persons i.e. self and companion on a life-time basis \nb) To be granted for a period of one year and renewed every year \nc) To be issued only at Divisional/ Zonal Headquarters \n \nISSUE OF PASSES/ PTO S TO RAILWAY SERVANTS UNDER SUSPENSION. \n PASSES PTOs \nGroup \n“C & D \nNot more than one set of Pass, provided \nthat if in the pass account of Railway \nServant for the year only one set of \nPass remain to his credit, no pass can \nbe issued. If the Railway Servant is \nretained in service after release from \nsuspension, the passes issued to him \nduring the period of suspension falling \nwithin the current calendar year shall \nbe debited to his pass account. \nNot more than 2 sets per year. \nOther stipulations similar to \nthose for passes shall also \napply. \n(RBE No. 159/2019 dated 29/11/2019) \n \n \n \n \n \n \n \n \nDISTANCE RESTRICTIONS \nPrivilege pass shall be issued for journeys from the starting station to the destination \nstation as desired by the railway servant, via shortest route, provided that a longer \nroute may be permitted on the Privilege Pass in the following circumstances:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "17 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nTwo alternative routes are available for a destination. For example – Bombay \nto Calcutta via Nagpur or via Allahabad and Bombay to Delhi by the Central \nRailway or by the Western Railway… such passes may be permitted by either \nroute irrespective of the distance involved \nOR \nIf the distance to destination via a longer route preferred by the Railway \nServant does not exceed by fifteen of the distance via the direct route such \npasses may be issued even if a double journey over a small portion is \ninvolved (for example - ex. Chittaranjan to Kancharapara via Howrah or ex-\nLucknow to a station on the Southern/ South Central Railway via Bombav \nV.T.), provided the distance does not exceed the distance vie the shortest \nroute by more than 15% to take advantage of terminal facilities as in \nBombay V.T.,- Kalyan or Madras- Arkonam sections \nOR \nIf the longer route to destination is quicker than the direct route irrespective \nof distance involved. \n \nISSUE OF YEAR-ENDING PASSES / PTO S \nThe year-ending passes on privilege or PRC account, can be issued during the next \nFIVE months of the following year……The validity of pass will not be beyond 31st MAY \nof the following year \nThis procedure shall also apply to the issue of PTO s, subject to the condition that the \nvalidity is not beyond 31st MAY of the following year \nPass/PTO…Issue of…next year account \nWhen an employee has availed all passes due to him/her in a calendar year, one set \nof passes and /or one set of PTO may be issued to him/her for journeys commencing \nin the next year only and the pass/PTO may be debited to the next year’s pass \naccount. Such advance issue of pass/PTO should not exceed FIVE months from the \ndate of issue (RBE No.41/2012) \nPRC passes/ Widow Pass …Issue of…next year account \nA retired railway servant may be issued, on request, one set of PRC Pass/Widow Pass \nin advance of the current calendar year from the date of issue, for journeys \ncommencing in the next year duly debiting such issue of complimentary pass in the \nnext year's account. The validity of the Pass will be for FIVE months, from the date of \nissue. RBE 41/2012 \n \nLOSS/ MISUSE/ FRAUDULENT USE OF PASSES AND PTOs \n1. Passes and PTOs are not transferable and should be used only by the person \nin whose favour they have been issued. Special care should be taken to ensure \nthat passes and PTO’s are not lost while in the custody of the pass holder. In \nthe case of loss the pass or privilege ticket order may pass into unauthorised \nhands leading to fraudulent use for which the pass or PTO holder may have to", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "18 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nshare responsibility and be also liable for action under the rules. In case of loss \nof pass or PTO a report should be made immediately to the police by the pass \nor PTO holder sending a copy of the same to the Pass/Privilege Ticket Order \nissuing authority. \n2. Deterrent punishment should be awarded to railway servants det ected \nmisusing passes and privilege ticket orders; this may take the form of dismissal \nor removal from service or reduction to a lower post. \n3. In case of a retired railway servant, misuse of post-retirement complimentary \npass renders the retired railway serv ant liable to be declared ineligible for \ngetting such passes. \n4. A fine of Rs. 10/ - for second class and Rs.25/ - for First Class passes may be \nimposed on the Railway employees for not filling the date of commencement \nof the journey on the passes both privilege and duty granted them. This \namount has to be recovered from the employee by the ticket checking staff \nand the proper receipt issued. This fact may also be endorsed on the passes. \nPasses may also be returned within one month of the expiry of the pass or its \nutilization whichever is earlier. For non-filling the date of commencement of \njourney on the passes, the following action may be taken \nFirst case Warning \nSubsequent 'To be dealt with on merits'. This should be taken serious view of and \nsuitable deterrent action taken against the defaulting staff. \n5. In case of the loss of passes the following penalties may be levied. \nLoss of duty Card Passes available for a period \nwithout stipulation of the number of the \njourney. \nI Class Rs. 35/- \nII Class Rs.12.50 \nTrolley Pass Rs.12.50 \nLoss of duty cheque passes with limited \nvalidity and specified destination. \nI Class Rs. 10/- \nII Class Rs.5 \nLoss of privilege passes. I Class Rs. 10/- \nII Class Rs. 5/- \nResidential card pass/school card pass, \nprovision (Bazar) card pass. \nI-A &I Class Rs. 35/- \nII Class Rs. 12.50 \nRetired Railway Employees. \nLoss of post-retirement complimentary pass \nI Class Rs. 25/- \nII Class Rs. 10/- \n Note:-", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "19 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n1) Office bearer of recognised Unions/Federations who are either serving Rly. \nEmployee or ex -Rly. employees will be treated at par with serving Rly. \nemployees \n2) Whenever it is proposed to award a penalty of stoppage of passes and Privilege \nTicket Orders under RS(D&A) rules, as distinguished from action taken under \nthe above rule for irregularities in connection with the use of passes and PTOs \nthe procedures laid down in \"D&A Rules should be followed. \n3) 3 times the cost to be recovered from serving officers who are on un \nauthorised absence from duty and have not returned the metal pass despite \nrequest vide Board's Letter No. E(W)99 PS5 -1/10 dated 2.7.1999 (RBE \n158/1999). \nPRIVILEGE TICKET ORDER ENTITLES THE HOLDER IRRESPECTIVE OF \nWHETHER HE BELONGS TO GROUP A, B, C OR D. \n \n➢ To travel in the same class as on the privilege pass to which he is entitled as \nmentioned herein before or a in a lower class by paying 1/3 of the fare of the \nentitled class or the lower class in which he is travelling, as the case m ay be. \nFirst class PTO holder can however travel in AC sleeper class by paying 1/3 of \nthe fare of the AC-Sleeper Class. \n➢ To carry one attendant in IInd Class /Sleeper Class in the case of First Class \n'A' and First Class Privilege Ticket Order by paying 1/3 of the fare of the IInd \nClass. \n➢ Break of journey and distance restriction as applicable in the case of ordinary \nticket. However, a holder of ticket exchanged for a PTO travelling by mail train \ncan break journey enroute without distance restriction. \n➢ Travel in a Class higher than the entitled class on payment of charges for travel \nin the entitled class on payment of charges for travel in the entitled class \nagainst Privilege Ticket order together with difference between the full fare of \nthe class shown in the privilege ticket order and that of the class in which he \nelects to travel; and \n➢ Free luggage allowance on the same condition applicable to a holder of an \nordinary ticket for the same class in which he elects to travel. \n \n \n \n \n \nCOMPANION IN LIEU OF ATTENDANT TO FIRST /IST A POST RETIREMENT \nCOMPLIMENTARY PASS /WIDOW PASS HOLDERS RBE No: 164/2009 \n \n1. Retired Railway employees /Widows of 65 years of age and above entitled \nto Ist Class /Ist ‘A’ Post Retirement Complimentary Pass /Widow Passes are entitled", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "20 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nto the facility of companion in higher class on payment of full difference of fare \nbetween Sleeper Class/II Class and the class in which the retired Railway employee \n/Widow in all trains other than Rajdhani /Shatabdi trains travels, subject to the \nconditions laid down in the said Pass Rules. \n2 Retired Railway employees /Widows of 70 years of age and above, who are entitled \nto Ist Class /Ist ‘A’ Post Retirement Complimentary /Widow Passes may be allowed \nto take a companion in the same class by paying 1/3rd of the difference of fare \nbetween Sleeper Class /II Class and the higher class in which the retired Railway \nemployee /Widow travels in all trains, including Rajdhani /Shatabdi trains, subject to \nthe existing restriction regarding number of b erths in Rajdhani /Shatabdi trains. If \nany member of his / her family is below 70 years of age and he /she travels along \nwith the pass holder the facility of companion in the same class by paying 1/3rd \ndifference of fare between Sleeper Class /II Class and the higher class shall not be \navailable. \n4. At the time of application for Post Reti rement Complimentary /Widow Pass, \nthe retired Railway employee / Widow of 70 years of age and above, who are entitled \nto Ist Class /Ist ‘A’ Post Retirement Complimentary /Widow Pass, shall exercise option \nregarding facility of companion being availed and i n addition to the endorsement as \nenclosed being made on their Pass, stamp regarding their entitlement to the number \nof berth[s] in Rajdhani / Shatabdi trains shall also be made. \n“Companion in lieu of attendant will be permitted only when the pass holder and \nother family member[s] more than 70 years of age is / are traveling in SL/II Class \nin trains other than Rajdhani/Shatabdi express, or in higher class by paying 1/3rd of \nthe difference of fare between SL /II Class and the class in which the pass holder \n/family member[s] above 70 years of age is/are traveling in all trains, including \nRajdhani /Shatabdi trains, subject to existing restriction regarding number of \nberths”. \n \n \nEXTENSION OF PASS DUE TO LOCK DOWN \n \n1) PREVIOUS YEAR 2019 \nFROM TO VALID UPTO \n23/10/2019 30/11/2019 15/07/2020 \n01/12/2019 30/12/2019 15/08/2020 \n \n2) YEAR ENDING PASSES", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "21 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nFROM TO VALID UPTO \nALREADY ISSUED ON OR AFTER 31/12/2019 31/08/2020 \nNOTIONAL DATE 31/08/2020 \n \n3) CURRENT YEAR-2020 \nFROM TO VALID UPTO \n01/01/2020 31/01/2020 15/09/2020 \n01/02/2020 29/02/2020 15/10/2020 \n01/03/2020 31/03/2020 15/11/2020 \n \nPASSES/PTOS FOR LICENSED PORTES (SAHAYAKS) \nTYPE FOR CLASS NO VALIDITY \nCompliment Admin Cheque \nPasses \nSelf & \nSpouse \nSecond/Sleeper 1 5Months \nPTO Self & \nSpouse \nSecond/Sleeper 2 5Months \n \nSPLIT PASS \n• When a Railway employee is unable to accompany his familyhe can avail \npass for himself and a pass for for family. \n• Seperate passes will be issued which will constitute a set.Such passes shall \nbe issued within a period of one month. \n• This facility is not applicable to retired railway employees. \n \n \nOTHER NOTES: \n✓ In case the Railway employee is not available to apply for a Privilege Pass or \nPTO being on TA duty or on temporary transfer to other place or on deputation or for \nany other reason, the family member or dependent relative as defined in these rules \nmay apply for and be issued privilege passes/ PTO at their request. \n✓ Privilege Pass/PTO is admissible to Railway servants during all kinds of leave, \nincluding extraordinary leave.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "22 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n✓ Details of family members/dependent relatives should be furnished to the Pass \nissuing authority at least once in 5 years and change in the same should also be \nintimated as and when the same takes place. \n✓ When the Railway servant himself or a member of his family or a dependent is \nblind in both eyes and has to travel alone on a privilege pass, one companion may \nbe allowed to travel in the same class in which the blind person is travelling. \n✓ Break of journey enroute shall be permissible on Privilege Pass at any stations \nas desired by the Pass holder. \n✓ Pass-holders may travel in a class higher than that for which a pass is held on \npayment of difference in advance between the fare of the class of pass held and that \nof the higher class in which the pass holder intends to travel. \n✓ Unmarried daughter even if earning is eligible for inclusion in the passes/PTOs \nissued to her father/mother who is/are both railway employees. \n✓ If both husband and wife are railway servants and are entitled to passes a nd \nprivilege ticket orders in their own right, they are eligible for passes and privilege \nticket orders separately for the full number of sets and the class of passes and PTOs \nprescribed under the rules. Either of them can include the other in their passes or \nPTOs. Children are also permitted on passes/ PTOs both on the father and mother's \naccount. \n✓ All pass-holders and those traveling on Ticket exchanged in lieu of PTOs are \nexempted from payment of reservation charge, sleeper charges while traveling in 2nd \nclass sleeper coaches and super fast train charges on certain mail/express nominated \ntrains. First / A/First class pass holders or 1st Class ticket exchanged in lieu of PTOs \nor post- retirement complimentary first class pass can travel in AC sleeper coaches \nwithout payment of any surcharge. \n✓ Passes are not admissible over the Nilgiri Railway during the months of April, \nMay and June; except to Gazetted Officers of Railways. \n✓ Passes and PTOs may be issued in favour of more than one legally marr ied \nwife of a Rly. Servant provided that separate passes and/or PTOs are issued and \ncounted against the Rly. Servant’s Pass accounts.. \n✓ In cases when an employee is unable to accompany his family or dependent \nrelative, he will be eligible for a pass for himself either to precede or follow his family \nor dependent relative either on outward or return journey or on both subject to \nproduction of evidence to the personal satisfaction of the pass issuing authority \nregarding the employee's inability to accompany his family or dependent relative. In \nsuch cases, the two outward and the two return journeys passes (i.e. one outward \nand one return for the family or dependent relative and one outward and one return \nfor the employee) will constitute one set. A reasonable time limit not exceeding one \nmonth should be imposed between the issue of these separate passes. \n✓ Validity of Passes/PTOs is 5 months. (RBE 41/2012). \n✓ Entitled class as per the next higher LEVEL granted under MACPS Scheme. \n(RBE 5/2011). \n✓ The validity of Pass is up to the date on which son attaining 21 years or 5 \nmonths if son’s name not included. (RB Letter No. E(W)2008/PS/5 -1/44 dated \n15/01/2009. \n✓ A separate pass may be issued for Attendant when P ass holder travels in \nRajdhani Express, Shatabdi Express, Duonto Exp and Garibrath Express.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "23 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \n✓ Pass issuing authorities shall discontinue mentioning of the type of disability \nand shall indicate as PwD(RBE No. 89/2019 dated 03/06/2019). \n✓ ISSUANCE OF DIGITAL MODE PASSES/PTOs for 7 KIND OF PASSES (RBE No. \n24/2020 dated 21/02/2020) \nPOWERS OF THE GENERAL MANAGERS TO CONDONE IRREGULARITIES \nExcept in cases of transfer and settlement passes issued to Railway servants, \nGeneral Managers may condone the irregularities in the cases enumerated below. \n1. Issue of higher class of Passes and Privilege Ticket Orders under \nmisinterpretation of the extant rules. \n2. Excess issue of Passes and Privilege Ticket Orders during a year. \n3. Issue of more than one set of Passes before completion of five years service. \n4. Inclusion of more than five members in a Pass/Privilege Ticket Orders when \na dependent relative is included. \n5. Inclusion of more than two dependent relatives in a Pass/Privilege Ticket \nOrder. \n6. Inclusion of sons and dependent brothers aged 21 years or over in a \nPass/Privilege Ticket Order without the production of the necessary school or \ncollege certificate. \n7. Issue of Passes for \"Guardians\" on school account when the son is aged 18** \nyears or above. \n8. Inclusion of dependent relatives in Post-retirement Passes to retired Railway \nservants. \n9. Inclusion of children in Post -retirement Passes to retired Class IV Railway \nservants. \n10. Issue of Passes by a longer route. \n11.Incorrect issue of a Pass by pass issuing authority for a period exceeding three \nmonths in the case of a single journey or 4 months in the case of return journey \nand its use by a Railway servant or his family after the period of availability. \n12. Correct issue of a Pass by the pass issuing authority for a period not exceeding \nthree months in the case of single journey and four months in the case of \nreturn journey and its use by a Railway servant or his family after the period \nof availability. \nNote: The irregularity mentioned in item (12) above may be condoned by debiting \nan extra pass to the Railway servant's account. \n \nLEVELS AS PER THE VII CPC PAY MATRIX \n \nExisting Pay \nBands \nExisting levels of \nGrade Pay \nNew Levels \n[PLPM] \nPB 1 1800 1 \n1900 2 \n2000 3 \n2400 4 \n2800 5", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway Servants (Pass) Rules, 1986.pdf", + "document_name": "Railway Servants (Pass) Rules, 1986.pdf", + "document_path": "core_docs/Railway Servants (Pass) Rules, 1986.pdf", + "doc_category": "core_docs", + "rule_type": "staff_rules", + "priority": 1, + "authority": "Government of India", + "description": "Rules governing railway staff travel privileges and passes", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "24 | P a g e R A I L W A Y P A S S R U L E S 7 TH C P C \n \nPB 2 3400 5A \n4200 6 \n4600 7 \n4800 8 \n5400 9 \nPB 3 5400 10 \n5700 10A \n6100 10B \n6600 11 \n7600 12 \nPB 4 7600 12 \n 8000 12A \n 8400 12B \n 8700 13 \n 8700 13 \n 8900 13A \n 9000 13B \n 10000 14 \nHAG 15 \nHAG+ 16 \nAPEX 17 \nCABINET SECRETARY, DEFENCE CHIEFS 18 \n \n \n ------------------------------COMPILED BY R.BALASUBRAMANIAN, EX COS/AISMA", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "The\nRailway (Notices of and Inquiries into\nAccidents) Rules, 1998\n\nCONTENTS\nRules Pages\n1. Short title and commencement 0...eeececccceccececcececceeeseeceececcececcccc 169\n2. Particulars to be given in the notices voecccccccceccccececcececeecececceccccccnn, 169\n3. Responsibility for sending notices, to whom to be sent and mode\nPOMEL aaa yeeereentd satan eemeyet 4 epyncotbeeaseeoprassaiszycsiesneoasies... 169\n4. Mode of sending notices to the State Government ...............-........ 170\n5. Railway servants to report accident .....cccccccecescsssesseceesesececececececen. 170\n6. Station Master or railway servant in charge of the section to report\nIC CEUEING ssnesserwecese-coneceececenssgueumantansvasse severssienasseduteasocnnveceeamganees 170\n7. Railway Administration to report serious accidents .........e.ce.cecc00-. 170\n8. Facility for reaching the site of the accident ........ccccccccccscesseeeseeeeee 171\n9. Medical aid to the persons grievously hurt in accidents ................ 17]\nBe Re yeh oaee Mite | hanians « ersamai av LAaSEGLAATa SA coneonenese «2 ppevizumunenent «47 essumMRORINENONEAAS TAKE 172\n10. Arranging attendance of railway servants at the place of judicial\ninquiries or inquiries conducted by Commissioner of Railway\nSafety or a Magistrate .0............cccccccccccessesssseeeeeeeeceecceseeeeeeeeeeneaas 172\n11. Action to be taken by Head of the Railway Administration on\nreceipt of the report of Commissioner of Railway Safety .......... 172\n12. Head of the Railway Administration to offer remarks on the\nsuggestions made in the report of Commissioner of Railway\nSAPECY ..rncercmneesprsncrecconeee+ointiass soanianiads tseusanass ssemunvievaat hanmamuaneeas enone 173\n13. Joint inquiry when dispensed With ...........:ccceceeseeseeseeseeseeeteeteens 173\n14. Notice Of joint iMQuiry ........... cece cece ee eee eeteee teens seaeeteaeeeneeeenees 174\n15. Report of joint inquiry or departmental inquiry to be sent to the\nHead of the Railway Administration and the action to be taken 74\nHherCON ..cccccesccccceseecccccceescceccccceessseeceeceeeeeuaueeeseeeeeeseesereseeeeessaaeaeens\n16. Reports of inquiries into accidents not covered by Section 113 to 45\nbe forwarded to Commissioner of Railway Safety .........-+-.+\n17. Magisterial imquiry ........-:-scseseseseesesee reser eees renee een etn t ttt sett se oe\n18. Notice of Magisterial inquiry ...........:scscsesesesseeeteteteee ttt e ne\n19. Judicial Inquiry ..........ccccecececeeseseeees ee eee ester eet ti", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": ": ‘ = :\nrare ~= +\nto be communicated to he Head\n\nBeet se tee\n\na\n\nar &\n\naceadure for summoning —iheev semnnis to assist the Mecistrete\nTrocedure TOT SUMMONME Peay Mavs LO SSSTS. ee -Pie ete ett\nholdine judicial imquiry --.--.--------------------~---------------esee\n\nion of judicial inquiry to the Railway\nailway Safety and the State\n\ni when to be dispensed with — report on loss\n\nurt. or damage to railway property ......--.--------\n\n~~\n\nStats of police office\nNotice of police investigation\nAssistance by the District Police -....------------------------sesseeren\nCommunication of the result of police investigation -.-...------------+\nDistrict Police to discharge duties of Railway Police\n\nRepeal and saving", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "The\nRailway (Notices of and Inquiries into\nAccidents) Rules, 1998:\n\nIn exercise of the powers conferred by Section 122 of the Railways Act, 1989 (24 of 1989), the Central\nGovernment hereby makes the following rules, namely:\n\nI. Short tithe and commencement.—(1) These rules may be called the\nRailway (Notices of and Inquiries into Accidents) Rules, 1998.\n\n(2) They shall come into force on the date of their publication in the Official\nGazette.\n\n2. Particulars to be given in the notices—The notices mentioned in\nSection 113 of the Railways Act, 1989 (24 of 1989) (hereinafter referred to as the\nAct), shall contain the following particulars, namely: —\n\n(i) kilometreage, or station, or both, at which the accident occurred;\n(ii) time and date of the accident;\n(iif) number and description of the train, or trains;\n(iv) nature of the accident;\n\n(v) number of people killed or injured, as far as is known;\n\n(vi) cause of the accident, as far as is known; and\n\n(vii) probable detention to traffic.\n\n3. Responsibility for sending notices, to whom to be sent and mode thereof.\n—Whenever any accident, as falls under Section 113 of the Act (hereinafter\nreferred to as “Reportable train accident”) occurs in the course of working a\nrailway, the Station Master nearest to the place at which the accident has occurred\nor, where there is no Station Master, the railway servant in charge of the section\nof the railway on which the accident has occurred or any other Station Master in\ncharge of a section of a railway to whom the report of the accident is made, shall\ngive notice of the accident by telegraph to the Commissioner of Railway Safety,\nthe District Magistrate and the District Superintendent of Police of the district in\nwhich the accident has occurred or such other Magistrate or police officer as may\nbe appointed in this behalf by the State Government concerned and by telegraph,\ntelephone or through special messenger or such other quick means as may be\navailable, to the Superintendent of Railway Police and to the officer-in-charge of\nthe police station within the local limits of which the accident has occurred.\n\nExplanation.—For the purpose of this rule, “Reportable Train accident” under\nSection 113 of the Act also includes those usually attended with loss of human\nlife (such as accidents to passenger trains involving collisions, derailments, train-\nwrecking, or attempted train-wrecking, cases of running over obstructions placed\non the line, of passengers falling out of trains or of fires in trains), or grievous\n\nse\nl. Vide Ministry of Railways (Railway Board), Noti. No. GSR 5, dated December 21, 1998, published\nin the Gazette of India, Part II, Section 3(i), dated 2nd January, 1999, pp. 23-28, No. 1 as corrected\nby GSR 64, dt. 1-2-1999.\n[169]", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "170\nRAILWAY (NOTICES OF & INQUIRIES INTO ACCIDENTS) RULES, 1998 [R.4\n\nhurt as i ic\n\nhurt) an 4 the Indian Penal Code (hereinafter referred to as the grievous\n’ O ral fi ° ,\n\ncrore] \"hich hove nats to railway property of the value exceeding 7[Rupees Two\n\nmight reasonabl hav aig! occurred but which by the nature of the accident\n\nserene by - - lood wich cece to occur; and also cases of landslides or of\n\nae ch cause the interruption é\nof communication for at least 24 hours ption of any important through-ime\n\nvechdtnee nee of ane notices to the State Government.—The notice of\nae A equire under Section 113 of the Act, to be sent without delay by the\nilway Administration, shall be sent to the State Government—\n\n(a) by telegram in the case of—\n\n(i) accidents deemed, under the Explanation to Rule 3, to be serious\n- by reason of loss of human life;\n(ii) accidents by reason of which the permanent way is likely to be\n- blocked for more than twenty-four hours; and\n(iii) train-wrecking or attempted train-wrecking; and\n(b) by letter in all other cases.\n\n5. Railway servants to report accident\nwith as little delay as possible, every accident occurring in the course of working\nthe railway which may come to his notice and such report shall be made to the\nnearest Station Master, or, where there is no Station Master, to the railway servant\nin charge of the section of the railway on which the accident has occurred.\n\n6. Station Master or railway servant in charge of the section to report\naccidents.—The Station Master or the railway servant in charge of the section,\nshall report all accidents in accordance with the rules laid down by the Railway\n\nAdministration concerned for the reporting of accidents.\n\n7. Railway Administration to report serious accidents.—(1) Whenever a\nserious accident, as defined in sub-rule (2) of Rule 2 of the Statutory Investigation\ninto Railway Accidents Rules, 1998, occurs, the railway administration concerned\nshall, as soon after the accident as possible, by telegraph, supply to the Press\nsuch particulars as are mentioned in Rule 2 and as are till then available, and\nby supplementary telegrams if necessary, immediately after further information is\navailable. A copy shall be sent simultaneously by express telegram to the Railway\nBoard, the Commissioner of Railway Safety of the circle concerned and the Chief\nCommissioner of Railway Safety. In addition, the Commissioner of Railway Safety\nshall be informed, telephonically, of any serious accident, by the control of the\n\ndivision in which the accident has occurred.\n(2) For the purpose of sub-rule (1), an acci\n\naccident where—\n(i) accident to a train carrying passengers whi\nlife or with grievous hurt to a passenger OF\n\nwith serious damage to railway property of the value exceeding 3[Rupees\n\ns.—Every railway servant shall report,\n\ndent shall be a serious railway\n\nch is attended with loss of\npassengers in the train, Or\n\n2. Subs. for “twenty-five lakh rupees” by G.S.R. 526(E), dt. 2-8-2013 (w.e.f. 2-8-2013).\n3. Subs. for “Rs 25,00,000” by G.S.R. 526(E), dt. 2-8-2013 (w.e.f. 2-8-2013).", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "R. 9] RAILWAY (NOTICES OF & INQUIRIES INTO ACCIDENTS) RULES, 1998 17]\n\nWo crore] and any other accident which in the opinion of the Chief\nCommissioner of Railway Safety or Commissioner of Railway Safety\nrequires the holding of an inquiry by the Commissioner of Railway\nSafety, shall be deemed to be a serious accident. A workmen’s train\nor a ballast train or a material or a relief train or tower wagon or such\nother train carrying workmen or cattle special, military special carrying\nauthorised escorts or similar such train shall be treated as a passenger\ntrain.\n\n(77) an accident involving a train carrying passengers leads to loss of life or\ngrievous injury to any railway servant irrespective of whether he was\ntravelling in that passenger train or not, it shall come under the purview\nof inquiry by the Commission of Railway Safety and shall be treated as\na “serious railway accident’.\n\nProvided that—\n\n(a) cases of trespassers run over and injured or killed through their own\n\ncarelessness or of passengers injured or killed through their own\ncarelessness, and\n\n(b) cases involving persons being railway servants or holding valid passes/\ntickets or otherwise who are killed or grievously injured while travelling\noutside the rolling-stock of a passenger train such as on footboard or\nroof or buffer but excluding the inside of vestibules between coaches,\n\nor run Over at a level crossing or elsewhere on the Railway track by a\npassenger train, and\n\n(c) collision, between a Road Vehicle and a passenger train at a Level\nCrossing where no passenger or Railway Servant is killed or grievously\nhurt shall not be treated as a ‘Serious Railway Accident’ even if those\ntravelling in the road vehicle are killed or grievously hurt shall not be\ntreated as serious railway accident, unless the Chief Commissioner of\nRailway Safety or Commissioner of Railway Safety is of the opinion that\nthe accident requires the holding of an inquiry by the Commissioner of\nRailway Safety.\n\n8. Facility for reaching the site of the accident—Whenever any accident\nhas occurred in the course of working a railway, the Head of the Railway\nAdministration concerned shall give all reasonable aid to the District Magistrate or\nthe Magistrate appointed or deputed under Rule 17 or to the Commission of Inquiry\nappointed under the Commissions of Inquiry Act, 1952 (60 of 1952), or any other\nauthority to whom all or any of the provisions of the said Act have been made\napplicable, and to the Commissioner of Railway Safety, medical officers, the police\nand others concerned to enable them to reach the scene of the accident promptly,\nand shall also assist those authorities in making inquiries and in obtaining evidence\nas to the cause of the accident. Whenever an\n\n9. Medical aid to the persons grievously hurt in accidents-— Wht ier\naccident, occurring in the course of working a aeihe R ilway Administration\ngrievous hurt, it shall be the duty of the Head of the \" ihe are properly\nconcerned to afford medical aid to the sufferers, and to see that they", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "172 RAILWAY (N TN\n‘AY (NOTICES OF & INQUIRIES INTO ACCIDENTS) RULES, 1998 [R.9-A\n\nand carefully\n—_ nr attended to till they are removed to their homes or handed over to the\nL Weed Z . .\ncon : eir relatis es OF friends. In any such case, or in any case 1n which any loss\nean life or grievous hurt has occurred, the nearest available local Medical\n\nfficer shall be sent for if such Medical Officer is nearer at hand than the Railway\n\nMedical Officer.\n\n“[-A. (1) The reports containing the n\nvictims or persons deceased shall be dispatc\nRailway Claims Tribunal. Wherever the nam\npassengers are known, the said information shal\nBench of the Railway Claims Tribunals.\n\n(2) Legal Aid to Claimants or victims of accidents—\nRailway Administration to forward the names of the injure\nwho died in a railway accident to the Principal Bench o\n\nTribunal for rendering appropriate legal aid for obtaining compensa\nmanner provided under the Railway Claims Tribunal Act and to that end, wherever\n\ninformation is available, the names of the next of kin shall also be furnished to the\n\nPrincipal Bench of the Railway Claims Tribunal. ]\n10. Arranging attendance of railway servan\ninquiries or inquiries conducted by Commissioner of Railway Safety\nMagistrate—When an inquiry under Rule 2 of the Statutory Investigation into\nRailway Accidents Rules, 1998, or under Rule 17 of these rules, or a judicial\ninquiry is being made, the Head of the Railway Administration concerned shall\narrange for the attendance, as long as may be necessary, at the place of inquiry, of\nall railway servants whose evidence is likely to be required at such inquiry; and\nif the inquiry is to be held by the Commissioner of Railway Safety under Rule 2\nof the Statutory Investigation into Railway Accidents Rules, 1998 the Head of the\nRailway Administration concerned shall,—\ne date, hour and place at whic\nfficers mentioned in clauses (a\n\names and addresses of the injured\nhed to the Principal Bench of the\nes of next of kin of the deceased\n1 also be furnished to the Principal\n\nIt shall be the duty of the\nd victims or the persons\nf the Railway Claims\ntion in the\n\nts at the place of judicial\nor a\n\n(a) cause notice of th h the inquiry will begin\nto be given to the o ) and (c) of sub-rule (1)\nof Rule 14, and\n\n(b) arrange for the attendance of the divisi\n\nrequired as witness at the inquiry.\n\n11. Action to be taken by Head of the Railway Administration on receipt\nof the report of Commissioner of Railway Safety Whenever the Head of\nthe Railway Administration concerned receives a copy of the report of the\nCommissioner of Railway Safety under Rule 4 of the Statutory Investigation into\nRailway Accidents Rules, 1998, he shall at once acknowledge its receipt, and—\n\ns expressed in the report, to the Chief\ny to the Commissioner of\nhe report by the Railway\nimmediately\n\nonal officers, railway servants\n\n(a) submit his remarks, on the view\nCommissioner of Railway Safety with cop\nRailway Safety immediately on receipt of t\nAdministration and if he is not able to submit his remarks\n\n4. Ins. by G.S.R. 577(E), dt. 19-8-2019 (w.e.f. 19-8-2019).", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "DENTS) RULES, 1998 173\n\nR. 13] RAILWAY (NOTICES OF & INQUIRIES INTO ACCI .\nhe shall in his acknowledgment of the ee indicate hi\n\nsubmit his remarks later as carly as possibIc, .\n(b) if the Head of the Railway Administration concerned agrees with the\naye presse “y the report and considers the prosecution of any person\nviews expressed in the report and cons! p Peneh\nor persons desirable, he shall immediately forward a statement re) aeeat\npersons to the District Magistrate of the district in which the acciden\noccurred, or to such other officer as the State Government may appoint\n\nin this behalf and to the concerned police authorities;\n\n(c) in case the District Magistrate or Police Authorities require Coples of\nthe report, it may be sent to them, and the confidentiality of the report\nshould be made clear to the District Magistrate and Police Authorities,\nand the Police Authorities shall, as soon as possible, intimate the Head\nof the Railway Administration concerned about their decision regarding\nlaunching any prosecution.\n\n12. Head of the Railway Administration to offer remarks on the\nsuggestions made in the report of Commissioner of Railway Safety.—\nWhenever the report of the Commissioner of Railway Safety points to the necessity\nfor or suggests a change in any of the rules or in the system of working of the\nrailway, the Head of the Railway Administration concerned shall, intimate the\naction which has been taken, or which it proposes to take, to prevent a recurrence\nof similar accidents, to the Chief Commissioner of Railway Safety with copy to\nthe Commissioner of Railway Safety.\n\n13. Joint inquiry when dispensed with.—(1) Whenever a reportable train\naccident, such as is described in Section 113 of the Act has occurred in the course\nof working in a railway, the Head of the Railway Administration concerned shall\ncause an inquiry to be promptly made by a committee of railway officers (to be\ncalled a “joint inquiry’’) for a thorough investigation of the causes which led to the\naccident:\n\nProvided that such an inquiry may be dispensed with—\n\n(a) if any inquiry is to be held by the Commissioner of Railway Safety under\nRule 2 of the Statutory Investigation into Railway Accidents Rules,\n1998, or a Commission appointed under the Commissions of Inquiry\nAct, 1952 (60 of 1952) or any other authority appointed by the Central\nGovernment to which all or any of the provisions of the said Commission\nof Inquiry Act have been made applicable under Rule 2 of the said\nStatutory Investigation into Railway Accidents Rules; or\n\n(b) if there is no reasonable doubt as to the cause of the accident; or\n\n(c) if any department of the railway administration concerned intimates that\nit accepts all responsibility in the matter.\n\n(2) Where such inquiry is dispensed with under clause (b) or clause (c) of the\nproviso to sub-rule (1), it shall be the duty of the Head of the Department of the\nRailway Administration responsible for the accident to make such inquiry (to be\ncalled a “departmental inquiry’’) as he may consider necessary and, if his staff or\n\ns intention to", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "erre Fite a6 of Z *. 4G\n174 RAILWAY (NOTICHS OP & INQUIRIES INTO ACCIDENTS) RULES, 199 [R. J\n\ntare | : ‘ vot cuch measures as he may\nthe system or working: is at fault, to adopt or suggest such mez\n\nconsider necessary for preventing, a recurrence of simiJar\n\n14. Notice of joint inquiry.-C1) Whenever a joint INguiry 35 My e-ehat ;\nHead of the Railway Administration concerned shall cause notice of a ffi\nhour at which the inquiry will commence, to be given to the following 0\n\naccidents.\nto be made, the\n\nnamely:\n(a) the District Magistrate of the district in which the accident occurred, or\nsuch other officer as the State Government may appoint in this behalf,\nthe Superintendent of the Railway Police and the District Superintendent\nof Police;\n(b) the Commissioner of Railway Safety for the\nwhich the accident occurred; and\n(c) the Head of the Railway Police having jurisdiction at the place where\nre no Railway Police, the officer-in-\n\nsection of the railway on\n\nthe accident occurred or, if there a\ncharge of the police station having jurisdiction at such place.\n\n(2) The date and hour at which the inquiry will commence shall be fixed so\nas to give the officers mentioned in sub-rule (J) sufficient time to reach the place\nwhere the inquiry is to be held.\n\n(3) When a joint inquiry is held into an accident afte\nabout the inability of the Commissioner of Railway Safety to hold an inquiry, under\nsub-rule (5) of Rule 2 of the Statutory Investigation into Railway Accidents Rules,\n1998, the Head of the Railway Administration concerned shal] issue a Press Note in\nthis behalf inviting the public to tender evidence at the inquiry or send information\nrelating to the accident to the Joint Inquiry Committee at an address specified in\n\nr receipt of information\n\nthe Press Note.\n\n15. Report of joint inquiry or departmental inquiry to be sent to the Head\nof the Railway Administration and the action to be taken thereon.—(1) As\nsoon as any joint inquiry or departmental inquiry has been completed, the President\nof the Committee of railway officers or the Head of the Department, as the case\nmay be, shall send to the Head of the Railway Administration concerned a report\ncontaining inter alia—\n\n(a) brief description of the accident;\n\n(b) description of the locality of the accident;\n\n(c) detailed statement of the evidence taken;\n\n(d) the conclusions arrived at together with a note of dissent, if any;\n\n(¢) reasons for conclusions arrived at;\n\n(f) the nature and extent of the damage done;\n\n(g) when necessary, a sketch illustrative of the accident;\n\n(A) the number of railway servants killed or injured;\n\n(i) the number of passengers killed or injured;\n\n(Vj) an appendix containing extracts of the rules violated by the staff\nresponsible for the accidents.\n\nem Aor ke Head of the Railway Administration concerned shall forward, with his\nrks as to the action that is intended to be taken in regard to the staff responsible", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "R. 17] RAILWAY (NOTICES OF & INQUIRIES INTO ACCIDENTS) RULES, 1998 175\nfor the accident or for the revision of the rules or the system of working, a copy of\nthe report referred to in sub-rule (1)—\n\n(a) to the Commissioner of Railway Safety for the section of the railway on\nWhich the accident occurred;\n\n(>) if no inquiry or investigation has been made under Rule 17 or if a joint\nor departmental inquiry has been held, first, to the District Magistrate or\nthe officer appointed under clause (a) of sub-rule (1) of Rule 14; and\n\n(c) if any Judicial inquiry is being made, to the Magistrate making such\ninquiry.\n\n(3) The copy of the report aforesaid shall be accompanied—\n\n(a) in the case referred to in clause (b) of sub-rule (2), by a statement of\nthe persons involved in the accident whose prosecution the Head of the\nRailway Administration concerned considers to be desirable;\n\n(>) in the case referred to in clause (c) of sub-rule (2), by a copy of the\nevidence taken at the inquiry.\n\n16. Reports of inquiries into accidents not covered by Section 113 to be\nforwarded to Commissioner of Railway Safety—(1) Whenever any accident,\nnot of the nature specified in Section 113 of the Act, such as averted collisions,\nbreaches of block rules or other technical accidents, occurs in the course of working\na railway, the Railway Administration concerned may cause an inquiry, either a\njoint inquiry or a departmental inquiry, to be held into the accident.\n\n(2) Where an inquiry is held as provided under sub-rule (1), the Head of the\nRailway Administration concerned shall forward a copy of the report of the inquiry\nto the Commissioner of Railway Safety for the section of the railway on which the\naccident occurred.\n\n17. Magisterial inquiry.—Whenever an accident, such as is described in\nSection 113 of the Act, has occurred in the course of working a railway, the District\nMagistrate or any other Magistrate who may be appointed in this behalf by the\nState Government, may either—\n\n(a) himself make an inquiry into the causes which led to the accident; or\n(b) depute a subordinate Magistrate, who if possible, should be a Magistrate\nof the first class, to make such an inquiry; or\n(c) direct investigation into the causes which led to the accident, to be made\nby the police:\nProvided that where, having regard to the nature of the accident, the Central\nGovernment has appointed a Commission of Inquiry to inquire into it under the\nCommission of Inquiry Act, 1952 (60 of 1952), or has appointed any other authority\nto inquire into it and for that purpose has made all or any of the provisions of the\nsaid Act applicable to that authority, a Magistrate or a police officer shall not make\nhis inquiry or investigation under this rule and, where he has already commenced\nthe inquiry or investigation, shall not proceed further with it; and such Magistrate\nor police officer shall hand over the evidence, records or other documents in his\npossession relating to the inquiry or investigation to such authority as may be\nspecified by the Central Government in this behalf.", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "176 RAILWAY (NOTICES OF & INQUIRIES INTO ACCIDENTS) RULES, {998 (It. 1%\n. 18. Notice of Magisterial inquiry. Whenever it is decided to make an\nay under clause (a) or clause (b) of Rule 17, the District Magistrate OF other\nMagistrate appointed as aforesaid or the Magistrate deputed under clause (/)\nof Rule 17, as the case may be, shall at once inform the Head of the Railway\nAdministration concerned and the Divisional Railway Manager by telegraph, of\nthe date and hour at which the inquiry will commence 80 4 to enable the Railway\nAdministration to summon the requisite exper! evidence, and therealtes, he shall\nproceed to the scene of the accident and conduct the inquiry:\n19. Judicial Inquiry.—A Magistrate, making an inquiry ul\nsummon any railway servant, and any other person whose presence’ a\nnecessary, and after taking the evidence and completing the inquiry shall, if he\nconsiders that there are sufficient grounds for holding 4 judicial inquiry, take\nthe requisite steps for bringing to trial any person whom he may consider to be\ncriminally liable for the accident.\n20. The result of magisterial inquiry to be communi\nthe Railway Administration.—The result of every inquiry or in\nunder Rule 17 shall be communicated by the Magistrate who has h\nor investigation, to the Head of the Railway Administration concerne\nCommissioner of Railway Safety.\n21. Procedure for summonin\nholding judicial inquiry. —() If in\n\nider Rule 17, may\nhe may think\n\ncated to the Head of\nvestigation made\neld such inquiry\nd and to the\n\ng railway servants to assist the Magistrate\nthe course of any judicial inquiry into an\n\naccident occurring in the course of working a railway, the Magistrate holding such\ninquiry desires the assistance of the Commissioner of Railway Safety or Head of\nthe Railway Administration concerned, he shal] issue a requisition to the Chief\n\nCommissioner of Railway Safety or the Railway Board, for the presence of the\nCommissioner of Railway Safety 0 lway Administration,\n\n+ the Head of the Rai\nstating at the same time the nature of the assistance required, and if the assistance\nof any Railway Officer is required the Magi\n\nstrate shall issue a requisition to the\nHead of the Railway Administration for his attendance in the court.\n(2) The requisition referred to in sub-section (1)\n\nshall state the nature of the\nassistance required. In summoning railway officials, the Magistrate shall take care\nto summon on the same day so large a number of the employees, especially\nnconvenience to the working of th\n\ne railway. In the case\nof serious accidents the Magistrate may obtain reports from the Commissioner of\nRailway Safety and the Head of the Railway Administration concerned in regard\nto the accident, before finally concluding the judicial inquiry.\n\n22. Communication of the decision of judicial inquiry to the Railway\nSafety and the State Government.\n\nAdministration, Commissioner of Railway\n—On the conclusion of the judicial inquiry the Magistrate shall send a copy\nof his decision to the Head of the Railway Administration concerned and to\n\nthe Commissioner of Railway Safety, and shall, unless in any case he thinks it\nunnecessary to do so, report the result of the inquiry to the State Government.\n\nnot\nof one class, as to cause i", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "2 RAILWAY None ON\n\n23. Police investipati — whe '\nlife, grievous hurt, On dana en fo be “epensed with a Sen SO\nmay make an investipation into the cause ‘y propery: 1) rhe NINES] eoullc\n\neee af work; ,; causes which led to any accident occurring i\nthe course OF working a railway and shall do so whenever- a NBM\n(a) any such accident is attended wi —\nhurt. or with — dnmaze to caitwne 2 aulian life or with grievous\n*| Rupees Two crore] or hi mo ay property of the value exceeding\nos crore] or has prima facie been due to any criminal act or\nomission: or ‘\n\n(Db) the District Magistrate or the Magistrate appointed under Rule 17 has\ngiven a direction under clause (¢) of that rule:\n\nProvided that where, having regar > nature of . -\nGovernment has appointed 1 Comission of Inui tc Me werent the rin\nCommissions of Inquiry Act } 1952 (60 of 1952), ° ee into it nude the\nauthority to inquire into itand For that purpose Inne \" de fic ei vo. oie\nof the said Act applicable to that authority or wh te ' ' ie ed ° ear aiei\nheld under clause (a) or clause (b) of Rule 17 thet ° beatin LNGUEy 15 BEADE\n\nr cl aus , the Railway Police shall not make\nan investigation under this rule, and, where they have already commenced their\ninvestigation shall not proceed further with it; and shall hand over the records or\nother documents in their possession relating to the investigation to such authority\nas may be specified by the Central Government in this behalf.\n\n(2) The Railway Police shall report, with as little delay as possible to the\nnearest Station Master, or where there is no Station Master, to the railway servant\nin charge of the section of the railway, on which the accident has occurred, every\naccident which may come to their notice occurring in the course of working a\nrailway attended with loss of human life, or with grievous hurt or with serious\ndamage to railway property of the value exceeding [Rupees Two crore] or which\nhas prima facie been due to any criminal act or omission.\n\n24. Status of police officer investigating the accident.—(1) Whenever an\ninvestigation is to be made by the Railway Police—\n\n(a) inacase in which an accident is attended with loss of human life or with\ngrievous hurt, or with serious damage to railway property of the value\nexceeding 7[Rupees Two crore]; or\n\n(b) in pursuance of a direction given under clause (c) of Rule 17,\n\nthe investigation shall be conducted by the Head of the Railway Police of the\narea in which the accident has occurred, or if that officer is unable to conduct the\ninvestigation himself, by an officer to be deputed by him.\n\n(2) The officer deputed under sub-rule (1) shall ordinarily be the senior officer\navailable, and shall whenever possible be a Gazetted Officer, and shall in no case\n\nbe of a rank lower than that of an Inspector:\n\nhe -8- .e.f, 2-8-2013).\n5. Subs. for “Rs 25,00,000” by G.S.R. 526(E), dt. 2-8 2013 (w.e\n6. Subs. for “twenty-five lakh rupees” by G.S.R. 526(B), dt. 2-8-2013 (w.e.f. ee\n7. Subs. for “twenty-five lakh rupees” by G.S.R. 526(E), dt. 2-8-2013 (w.e.f. 2-8-2013).", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_name": "Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "document_path": "core_docs/Railway-Notices-of-and-Inquiries-into-Accidents-Rules-1998.pdf", + "doc_category": "core_docs", + "rule_type": "safety", + "priority": 1, + "authority": "Indian Railways", + "description": "Statutory rules for railway accident notices and inquiries", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "178 RAILWAY (NOTICES OF & INQUIRIES INTO AC ‘CIDENTS) RULES, 1998 [R. 25\n\nsj F 1 4 ‘ “( . shaar 2 >\nProvided that the investigation may be carried out by an officer-in-charge of\n\na police station: —\n(a) of sub-rule (1), if no loss\nre persons than one or\n\nno damage to railway properly of value exceeding I Rupees Two crore]\nhas been caused or there is no reason to suspect that any servant of the\nrailway has been guilty of neglect of any rule relating to the working of\nthe railway;\n\n(ii) in the case referred to in cl\nMagistrate so directs.\n\n25. Notice of police investigation\ninvestigation in pursuance of Rule 24 shall\nAdministration concerned and the Divisional Railway Manager by telegraph of the\ndate and hour at which the investigation will commence so that, if possible, the\npresence of a railway official may be arranged for to watch the proceedings and\nto aid the officer making the investigation, and thereafter, he shall proceed without\ndelay to the scene of the accident and conduct the investigation there; so, however,\n\nthat the absence of a railway official shall not be allowed to delay the investigation\nwhich shall be conducted as soon as possible after the accident has taken place.\nery case to which Rule 24\n\n26. Assistance by the District Police —() In ev )\napplies, immediate information shall be given by the Railway Police of the area to\nthe District Police, who, if so, required, shall afford all necessary assistance and\n\nshall, if occasion arises, carry the investigation beyond the limits of the railway\npremises. But the Railway Police of the area shall primarily be responsible for\ncarrying on the investigation within such limits.\n\n(2) Subject to the provisions of these rules, the further prosecution of the case,\non the conclusion of the police investigation, shall rest with the Railway Police.\n\n27. Communication of the result of police investigation. The result of\n\nevery police investigation shall be reported at once to the District Magistrate or\nother officer appointed in this behalf by the State Government, to the Head of the\nRailway Administration concerned or other officer appointed by him, and to the\nCommissioner of Railway Safety.\n\n28. District Police to discharge duties of Railway Police.—Where there is no\nRailway Police in the area, the duties imposed by Rules 23, 24 and 25, sub-rule (2)\nof Rule 26, and Rule 27 on the Railway Police of the area, or on the Head of\nsuch Railway Police, shall be discharged by the District Police or by the District\nSuperintendent of Police, as the case may be.\n\n29. Repeal and saving.—(1) The Railway (Notices of and Inquiries into\nAccidents) Rules, 1973, are hereby repealed.\n\n(2) Notwithstanding such repeal, anything done or any action taken under\nthe rules hereby repealed shall be deemed to have been done or taken under the\ncorresponding provisions of these rules.\n\n(i) ina case such as is referred to in clause\nof life or grievous hurt has been caused (o mo\n\nause (b) of sub-rule (1), if the District\n\n1.—The officer who is to conduct an\nat once inform the Head of the Railway\n\nee\n\n8. Subs. for “twenty-five lakh rupees” by G.S.R. 526(E), dt. 2-8-2013 (w.e.f. 2-8-2013).", + "extraction_method": "ocr" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 1, + "text": "vi )1:27/88 REGISTERED No. D(DN)127/88 - \n11U Gatette of 41*(ta::' \ngrenurn \nEXTRAORDINARY \nwzr 11-114 1 \nPART II—Section 1 \nsrthrwm .5mtua. \n PUBLISHED BY AUTHORITY \nfto 29] offaml, titrrarK, m;. 5, 19 8 9/WIIIZ 15, 1911 \nNEW DELHI, MONDAY, JUNE 5, 1989/JYAISTHA 15, 1911 \nre Ayr si= vivrr al glut e tame are \nTim art ee I \nSeparate paging is given to this Part in order that it may be flied \nas a separate compilation \nMINISTRY OF LAW AND JUSTICE \n(Legislative Department) \nNew Delhi, the 5th June 1989/Jyaistha. 15, 1911 (Saka) \nThe following Act of Parliament received the assent of the President \noir the3rd June, 1989, and is hereby published for general information:— \nTHE RAILWAYS ACT, 1989 \nNo. 24 OF 1989 \n[3rd June, 19 189.] \nAn Act to consolidate and amend the law relating to Railways. \n`Bi it enacted by Parliament in the Fortieth Year of the Republic of \nIndia as follows:— \nCHAPTER I \nPRELELVECNARY \n1. (1) This Act may be called the Railways Act, 1959. \n(2)• It shall come into force on such date as the Central Government \nmay, by notification in the Official Gazette, appoint: \nProvided that different dates may be appointed for different provi-\nsions of this Act, and any reference in any such provision to the com-\nmencement of this Act shall be construed as a reference to the coming \ninto force of that provision. \nShort \ntitle and \nCOM- \nmence-_ \nment. \n2. In this Act, unless the context otherwise requires,— Defini- \ntions. \n(1) \"authorised\" means authorised by a railway administration; \n(2) \"carriage\" means the carriage of passengers or goods by a \nrailway administration; \n( 1 )", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 2, + "text": "(3) \"Claim s Tribunal\" means the Railway Claims Tribunal \nestablished under section 3 of the Railway Claims Tribunal Act, \n1987; \n\"(classification\" means the classification of commodities , made \nunders leCti-on 31 for the purpose of determining the -rates to be charged \nfor carriage of such commodities; \n(5) . gclass rates\" means the rate fixed for a class of commodity in \nthe classification; \n(6) \"Commissioner\" means the Chief Commissioner of Railway \nSafety or the Commissioner of Railway Safety appointed under \nsection 5; \n(7) \"commodity\" means a specific item of goods; \n(8) \"consignee\" means the person named as consignee in a railway \nreceipt; \n(9) \"consignment\" means goods entrusted to a railway adminis-\ntration for carriage; \n(10) \"consignor\" means the person, named in a railway receipt as \nconsignor, by whom or on whose behalf goods covered by ,the railway \nreceipt are entrusted to , a railway administration for carriage; \n(11) \"demur -rage\" means the charge levied for the detention of \nany rolling stock after the expiry of free time, if any, allowed for \nsuch detention; \n(12) \"endorsee\" means the person in whose favour an endorse-\nment is made, and in the case of successive endorsements, the person \nin whose favour the last endorsement is made; \n(13) \"endorsement\" means the signing by the consignee or the \nendorsee after adding a direction on a railway receipt to pass the \nproperty in the goods mentioned in. such receipt to a specified person; \n(14) \"fare\" means the charge levied for the carriage of passen-\ngers; \n(15) \"ferry\" includes a. bridge of boats, pontoons or rafts, a swing \nbridge, a fly-bridge and a temporary bridge and the. approaches to, \nand landing places of, a ferry; \n(16) \"forwarding note\" means the document executed under \nsection 64; \n(17) \"freight\" means the charge levied far the carriage of goods \nincluding transhipment charges, if any; \n(18) \"General Manager\" means the General Manager of a Zonal \nRailway appointed under section 4; \n2 THE GAZETTE OF INDIA EXTRAORDINARt [PART \n54 of 1987. \n(19) \"goods\" includes- \n(i) containers, pallets or similar articles of transport used to \nconsolidate goods; and \n(ii) animals; \n(20) \"Government railway\" -'means a railway owned by the \n-Central Government;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 3, + "text": "SEC. 1] TI GAZETTE OF INDIA EXTRAORDINARY 3 \n(21) \"in transit\", in relation to the carriage of goods by railway, \nmeans the period between the commencement and th e termination of \ntransit of such goods, and unless otherwise previously determined— \n(a) transit commences as soon as the railway receipt is issued \nor the consignment is loaded, whichever is earlier; \n(b) transit terminates on the expiry of the free time allowed \nfor unloading of consignment from any rolling stock and where \nsuch unloading has been completed within such free time, transit \nterminates on the expiry of the free time allowed, for the re-\nmoval of the goods from the railway premises; \n(22) \"level crossing\" means an. inter-section of a road with lines \nof rails at the same level; \n(23) \"luggage\" means the goods of a passenger either carried by \nhim in his charge or entrusted to a railway administration for \ncarriage; \n(24) \"lump sum rate\" means the rate mutually agreed upon \nbetween a railway administration and a consignor for the carriage of \ngoods and for any service in relation to such carriage; \n(25) \"non-Government railway\" means a railway other than a \nGovernment railway; \n(25) \"notification\" means a notification published in the Official \nGazette; \n(27) \"parcel\" means goods entrusted to a railway administration \nfor carriage by a passenger or a parcel train; \n(28) \"pass\" means an authority given by the Central Govern-\nment or a railway administration to a person allowing him to travel \nas a passenger, but does not include a ticket; \n(29) \"passenger\" means a person travelling with a valid pass or \nticket; \n(30) \"prescribed\" means prescribed by rules made under this \nAct; \n(31) \"railway\" means a railway, or any portion of a railway, for \nthe public carriage of passengers or goods, and includes— \n(a) all lands within the fences or other boundary marks \nindicating the limits of the land appurtenant to a railway; \n(b) all lines of rails, sidings, or yards, or branches used for \nthe purposes of, or in connection with, a railway; \n(c) all electric traction equipments, power supply and dis-\ntribution installations used for the purposes of, or in connection \nwith, a railway; \n(d) all rolling stock, stations, offices, warehouses, wharves, \nworkshops, manufactories, fixed plant and machinery, roads and \nstreets, running rooms, rest houses, institutes, hospitals, water", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 4, + "text": "4 THE GAZETTE OF INDIA EXTRAORDINARY (PART II- \nworks and water supply installations, staff dwellings and any \nother works constructed for the purpose of, or in connection with, \nrailway; \n(e) all vehicles which are used an any road for the purposes \nof traffic of a railway and owned, hired or worked by a railway; \nand \n(f) all ferries, ships, boats and rafts which are used on any \ncanal, river, lake or other navigable inland -waters for the pur-\nposes of the traffic of a railway and owned, hired or worked by \na railway administration, \nbut does not include- \n(i) a tramway wholly within a municipal area; and \n(ii) lines of rails built in any exhibition ground, fair, park, \nor any other place solely for the purpose of recreation; \n(32) \"railwa y administration\", in relation to— \n(a) a Government railway, means the General Manager of a \nZonal Railway; and \n(b) a non-Government railway, means the person who is the \nowner or lessee Of the railway or the person working the railway \nunder an agreement; \n(33) \"railway receipt\" means the receipt issued under section 65; \n(34) \"railway servant\" means any person employed by the \nCentral Government or by a railway administration in connection \nwith the service of a railway; \n(35) \"rate\" includes any fare, freight or any other charge for the \ncarriage of any passenger or goods; \n(36) \"regulations\" means the regulations made by the Railway \nRates Tribunal unde r this Act; \n(37) \"rolling stock\" includes locomotives, . lenders, carriages, \nwagons, rail-cars, containers, trucks, trolleys and vehicles of all kinds \nmoving on rails; \n(311) \"station to station rate\" means a special reduced• rate appli- \ncable to s specific commodity b o okeci 'between 'specified stations; \n(39) \"traffic\" includes rolling stock of every -description, as well \nas_ :passengers and goods; \n(40) \"Tribunal\" means the Railway Rates Tribimal constituted \nunder section 33; \n(P.) \"wharfage\" means the charge leyied,on,goods r, for not \nremoving them from the railway after the expiry, of the tree time for \nsuch removal; \n(P) \"Zonal Railway\" means a Zonal. Railway constituted under \nsection 3.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 5, + "text": "Sx.c. TRE-GAZETTE OF INDIA EXTRAORDINARY 5 \nCHAPTER- •U \nRAILWAY ADMINISTRATIONS \n3. (1) The Central Government may, for the purpose of the efficient \nadministration of the Government railways, by notification, constitute \nsuch railways into as many Zonal Rail -ways as it may deem fit and specify \nin such notification the names and headquarters of such Zonal Railways \nand the areas in respect of which they shall exercise jurisdiction. \n(2) The Zonal Railway existing immediately before the commence-\nment of this Act shall be deemed to be Zonal Railways constituted under \nsubsection (1). \n(3) The Central Government may, by notification, declare any unit \nof the 'railways engaged in research development, designing, construction \nor production Of rolling stock, its parts or other equipment used on a \nrailway, to be 'a Zonal Railway. \n.(4) The Central Government may, by notification, abolish any Zonal \nRailway or constitute any new Zonal Railwa y out of any existing Zonal \nRailway or Zonal Railways, change the name or headquarters of any Zonal. \nRailwa y or determine the areas in respect of which a Zonal Railway shall \nexercise jurisdiction. \n4. (I) 'The Central Government shall, by notification, appoint a person \nto be the General Manager of a Zonal Railway. \n(2) The general superintendence and control of a Zonal Railway shall \nvest in the General Manager. \nCHAPTEE, III \nCOMMISSIONERS OF RAILWAY SAFETY \nThe 'Central Government may appoint a person to be the Chief Appoint- \nCoramissioner of Railway Safety and such other persons a s it may consider meat of \nChief necessary to be the Commissioners of Railway Safety. Commis- \nsioner \nof Rail-\nwa y \n Safety \nand \nCommis-\nsioners \nof Rail- \nWay \nSafety, \n6. The Commissioner shall— Duties Of \nCommis- \n(a) inspect any railway with a view to determine whether it is sinner, \nfit to be opened for the public carriage of pasSengers and report thereon \nto the Central Government as required by or under this Act; \n(b) make such periodical or other inspections of any railway or \nof any rolling stock used thereon as the Central Government may \ndirect; \n(c) make an inquiry under this Act into the cause of any \naccident on a railway; and \nZonal \nRailways, \nAppoint-\nment of \nGeneral \nManager.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 6, + "text": "6 THE GAZETTE OF INDIA EXTRAORDINARY [PART II— \n(d) discharge such other duties as are conferred on him by or \nunder this Act. \n7. Subject to the control of the Central Government, the Commissioner, \nwhenever it is necessary so to- do for any of the purposes of this Act, \nmay— \n(a) enter upon and inspect any railway or any rolling stock used \nthereon; \n(b) by order in writing addressed to a railway administration; \nrequire the attendance before him of any railway servant and to- re-\nquire answers or returns to such inquiries as he thinks fit to make from \nsuch railway servant or from the railway administration; and \n(c) require the production of any book, document or material \nobject belonging to or in the possession or control of any railway \nadministration which appears to him to be necessary to inspect. \n8. The Commissioner shall be deemed to be a public servant within \nthe meaning of section 21 of the Indian Penal Code.. \n9. A railway administration shall afford to the Commissioner all \nreasonable facilities for the discharge of the duties or for the exercise of \nthe powers imposed or conferred on him by or under this Act. \n10. The Chief Commissioner of Railway Safety shall prepare in each \nfinancial year an annual report giving a full account of the activities of \nthe Commissioners during the financial year immediately preceding the \nfinancial year in which such report is prepared and forward, before such \ndate as may be specified by the Central Government, copies thereof to the \nCentral Government, and that Government shall cause that report to be \nlaid, as soon as may be, after its receipt before each House of Parliament. \nCHAPTER IV \nCONSTRUCTION AND MAINTENANCE OF WORKS \nPowers \nof Com- \nmis- \nsioner. \nCommis-\nsioner to \nbe public \nservant. \nFacilities \nto be \nafforded \nto Com-\nmissioners. \nAnnual \nreport of \nCommis-\nsioners. \n45 of 1860. \nPower of \nrailway \nadminis-\ntrations \nto execute \nall neces-\nsary \nworks. \n11. Notwithstanding anything contained in any other law for the time \nbeing in force, but subject to the provisions cf this Act and the provisions \nof any law for the acquisition of land for a public purpose or for com-\npanies, and subject also, in the case of a non-Government railway, to the \nprovisions of any contract between the non-Government railway and \nthe Central Government, a railway administration may, for the purposes \n, . of constructing or maintaining a railway— \n(d) make or construct in or upon, across, under or , over any \nlands, or any streets, hills, valleys, road's, railway, tranaways,.or any \nrivers, canals, brooks, streams or other waters, or any drains, water- \npipes, gas-pipes, oil-pipes, sewers, electric supply lines, or .telegraph \nlines, such temporary or permanent inclined-planes, bridges, tunnels, \nculverts, embankments, aquaducts, roads, lines of railways, \npassages, conduits, drains, piers, cutting s and fences, in-take wells, \ntube wells, dams, river training and protection works as it thinks \nproper;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 7, + "text": "THE GAZErri OF INDIA EXTRAORDINARY 7 \n(b) alter the course of any rivers, brooks, streams or other water \ncourses, for -the purpose of constructing and maintaining tunnels, \nbridges, passages or other works over or under them and divert or \nalter either temporarily or permanently, the course of any rivers, \nbrooks, streams or other water courses or any roads, streets or ways, \nor raise or sink the level thereof, in order to carry them more con-\nveniently over or under or by the side of the railway; \n(c) make drains or conduits into, through or under any lands \nadjoining the railway for the purpose of conveying water from or \nto the railway; \n(d) erect and construct such houses, warehouses, offices and \nother buildings, and such yards, stations, wharves, engines, machi-\nnery apparatus and other works and conveniences as the railway \nadministration thinks proper; \n(e) alter, repair or discontinue such buildings, works and con-\nveniences as aforesaid or any of them and substitute others in their \nstead; \n(f) erect, operate, maintain or repair any telegraph and tele-\n-phone -Lines in connection with the working of the railway; \n(g) erect, operate, maintain or repair any electric traction equip-\nment, power supply and distribution installation in connection with \nthe working of the railway; and \n(h) do all other acts necessary for making, maintaining, alter-\ning or repairing and using the railway. \nPower to \nalter the \nposition \nof pipe, \nelectric \nsuPPly \nline, ( \ndrai n or \nsewer, •ite \nProtec-\ntion for \nGovern-\nment pro-\nperty. \n'12. (1) A railway administration may, for the purpose of exercising \nthe powers conferred on it by this Act, alter the position of any pipe for \nthe supply of gas, water, oil or compressed air, or the position of any \nelectric supply line, drain or sewer: \nProvided that before altering the position of any such pipe, electric \nsupply line, drain or sewer, the railway administration shall give a notice \nindicating the time at which the work of such alteration shall com-\nmence, to the local authority or other person having control over the \npipe, electric supply line, drain or sewer. \n(2) The railway administration shall execute the work referred to in \nsub-section (1) to the reasonable satisfaction of the local authority or the \nperson receiving the notice under the proviso to sub-section (1). \n13. Nothing in, sections 11 and 12 shall authorise— \n, (a) a railway administration of the Government railway to do \nanything on or to any works, lands or . buildings vested in, or in the \npossession of, a State Government without the consent of that Gov-\nernment; and \n(b) a railway administration of a non-Government railway to do \nanything on or to any works, lands or buildings vested in, or in the \npossession of, the Central Government or a State Government, \nwithout the consent of the Government concerned.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 8, + "text": "THE GAZETTE OF INDIA EXTRAORDINARY [PART II- \nTempo-\nrary entry \nupon land \nto remove \nobstruc-\ntion, to \nrepair or \nto prevent \naccident. \nPayment \nof amount \nfor dam-\nage or \nloss. \n14. (1) Where in the opinion of a railway administration— \n(a) there is imminent danger that any tree, post or structure \nmay fall on the railway so as to obstruct the movement of rolling \nstock; or \n(b) any tree, post, structure or light obstructs the view of any \nsignal provided for movement of rolling stock; or \n(c) any tree, post or structure obstructs any telephone or tele-\ngraph line maintained by it, \nit may take such steps as may be necessary to avert such danger or \nremove such obstruction and submit a report thereof to the Central Gov-\nernment in such manner and within such time as may be prescribed. \n(2) Where in the opinion of a railway administration— \n(a) a slip or accident has occurred; or \n(b) there is apprehension of any slip or accident to an y cutting, \nembankment or other work on a railway, \nit may enter upon any lands adjoining the railway and do all such works \nas .may be necessary for the purpose of repairing or preventing such slip \nor accident and submit a report thereof to the Central Government in. such \nmanner and within such time as may be prescribed. \n(3) The Central Government may, after considering the report under \nsub-section (1) or sub-section (2), in the interest of public safety, by \norder, direct, the railway administration that further action under sub-\nsection (1) or sub-section (2) shall be stopped or the same shall be sub-\nject to such conditions as may be specified in that order. \n15. (1) No suit shall lie against a railway administration to recover \nany amount for any damage or loss caused in the exercise of the powers \nconferred by any of the foregoing provisions of this Chapter. \n(2) A railway administration shall pay or tender payment for any \ndamage or loss caused in the exercise of the powers conferred by any \nof the foregoing provisions of this Chapter, and in case of a dispute as to \nthe sufficiency of any amount so paid or tendered or as to the persons \nentitled to receive the amount, it shall immediately refer the dispute for \nthe decision of the District Judge of the district and his decision thereon \nshall be final: \nProvided that where the railway administration fails to make a re-\nference within sixty days from the date of commencement of the dispute, \nthe District Judge may, on an application made to him by the person con-\ncerned, direct the railway administration to refer the dispute for his \ndecision. \n(3)- The reference under sob-section (2) shall be treated as an appeal \nunder section 96 of the Code of Civil Procedure, 1908 and shall be dis- 5 of 1908 \nposed of accordingly. \n(4) Where any amount has been paid as required by sub-section (2), \nthe railway administration shall, notwithstanding anything in any 'other \nlaw for the time being in force, be discharged from all liabilities to any \nperson whatsoever in respect of any amount so paid.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 9, + "text": "SEC. 1] THE GAZETTE OF INDIA EXTRAORDINARY \n16. (1) A railway administration shall make and maintain the follow-\ning works for the accommodation of the owners and occupiers of lands \nadjoining the railway, namely:— \n(a) such crossings, bridges, culverts and passages over, under \nor by the sides of, or leading to or from, the railway as may, in the \nopinion of the State Government, be necessary for the purpose of \nmaking good any interruptions caused by the railway to the use of \nthe lands through which the railway is made; and \n(b) all necessary bridges, tunnels, culverts, drains, water sources \nor other passages, over, under or by the sides of the railway, of such \ndimensions as will, in the opinion of the State Government, be suffi-\ncient at all trues to convey water as freely from or to the lands lying \nnear or affected b y the railway as it was before the making of the \nrailway or as nearly as possible. \n(2) Subject to the other provisions of this Act, the works specified \nin sub-section (1) shall be made at the cost of the railway adminis-\ntration during or immediately after the laying out or formation of the \nrailway over the lands traversed and in such a manner as to cause \nas little damage or inconvenience as possible to persons interested in \nthe lands or affected by the works: \nProvided that— \n(a) a railway administration shall not be required to make any \naccommodation works in such a manner as would prevent or obstruct \nthe working or using of the railway, or to make any accommodation \nworks with respect to which the owners or occupiers of the lands \nhave been paid compensation in consideration of their not requiring \nthe said works to be made; \n(b) save as hereinafter, in this Chapter, provided, no railway \nadministration shall be liable to execute any further or additional \naccommodation works for the use of the owners or occupiers of the \nlands after the expiration of ten years from the date on which the \nrailway passing through the lands was first opened for public traffic; \n(c) where a railway administration has provided suitable accom-\nmodation work for the crossing of a road or stream and the road or \nstream is afterwards diverted by the act or neglect of th e person hav-\ning the control thereof, the railway administration shall not be com-\npelled to provide any other accommodation work for the crossing of \nsuch road or stream. \n(3) The State Government may specify a date for the commencement \nof any work to be eltecuted under sub-section (1) and, if within three \nmonths next after that date, the railway administration fails to commence \nthe work or having commenced it, fails to proceed diligently to execute \nit, the Central Government shall, on such failure being brought to its \nnotice by the State Government, issue such directiOns to the railway \nadministration as it thinks fit. \nExplanation.—For the purposes of this section, the expression \"lands\" \nshall include public roads. \nAccommo-\ndation \nworks.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 10, + "text": "10 THE GAZETTE OF INDIA EXTRAORDINARY [PART II- \nPower of \nowner, \noccupier, \nState \nGovern-\nment or \nlocal \nauthority \nto cause \nadditional \naccommo-\ndation \nworks to \nbe made. \nPence; \ngates and \nbars, \nOver- \nbridges \nand \nunder- \nbridges. \n17. (1) If an owner or occupier of any land affected by a railway con-\nsiders the works made under section 16 to be insufficient for the use of \nthe land, or if the State Government or a local authority desires to con-\nstruct a public road or other work across, under or over a railway, such \nowner or occupier, or, as the case may be, the State Government or the \nlocal authority may, at any time, require the railway administration to \nmake at the expense of the owner or occupier or of the State Government \nor the local authority, as the case may be, such further accommodation \nworks as are considered necessary and are agreed to by the railway \nadministration. \n(2) The accommodation works made under sub-section (1) shall be \nmaintained at the cost of the owner or occupier of the land, the State \nGovernment or the local authority, at whose request the works were \nmade. \n(3) In the case of any difference of opinion between the railway ad-\nministration and the owner or occupier, the State Government or the local \nauthority, as the case may be, in relation to- \n(i) the necessity of such further accommodation works; or \n(ii) the expenses to be incurred on the construction of such \nfurther accommodation works; or \n(iii) the quantum of expenses on the maintenance of such further \naccommodation works, \nlt shall be referred to the Central Government whose decision thereon \nshall be final. \n18. The Central Government may, within such time as may be speci-\nfied by it or within such further time, as it may grant, require that— \n(a) boundary marks or fences be provided or renewed by a \nrailway administration for a railway or any part thereof and for \nroads constructed in connection therewith; \n(b) suitable gates, chains, bars, stiles or hand-rails be erected \nor renewed by a railway administration at level crossings; \n(c) persons be employed by a railway administration to open \nand shut gates, chains or bars. \n19. (1) Where a railway administration has constructed lines of rails \nacross a public road at the same level, the State Government or the local \nauthority maintaining the road, may, at any time, in the interest of public \nsafety, require the railway administration to take the road either under \nor over the railway by means of a bridge or arch with convenient ascents \nand descents and other, convenient approaches, instead of crossing the \nroad on the level, or to execute such other works as may, in the circum-\nstances of the case, appear to the State Government or the local authority \nmaintaining the road to be best adapted for removing or diminishing the \ndanger arising from the level crossing. \n(2) The railway administration may require the State Government \nor the local authority, as the case may be, as a condition of executing \nany work under sub-section (1), to undertake to pay the whole of the", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 11, + "text": "SEC, 1] THE GAZETTE OF INDIA EXTRAORDINAllY 11 \ncost of the work and the expense of maintaining the work, to the rail-\nway administration or such proportion of the cost and expenses as the \nCentral Government considers just and reasonable. \n(3) In the case of any difference of opinion between the railway admi-\nnistration and the State Government or the local authority, as the case \nmay be, over any of the matters mentioned in sub-section (1), it shall be \nreferred to the Central Government, whose decision thereon shall be final. \n20. Notwithstanding anything contained in any other law, the Central \nGovernment may, if it is of the opinion that any work undertaken or \nmay be undertaken, is likely to alter or impede the natural course \nof water flow or cause an increase in the volume of such flow endange-\nring any cutting, embankment or other work on a railway, issue direc-\ntions in writing to any person, officer or authority responsible for such \nwork to close, regulate or prohibit that work. \nPower of \nCentral \nGovern-\nment t o \n give direc-\ntion s for \nsafety, \nCHAPTER V \nOPENING OF RAILWAYS \n21. No railway shall be opened for the public carriage of passengers Sanction \nuntil the Central Government has, by order, sanctioned the opening of the \nthereof for that purpose. Central \nGovern- \nment to \nthe open- \ning of \nrailway. \n22. (1) The Central Government shall, before giving its sanction to Formali-\nthe opening of a railway 'under section 21, obtain a report from the Cora- ties \nmissioner that— to be \ncomplied \n(a) he has made a careful inspection of the railway and the \n\t\n\t with before \nrolling stock that may be used thereon; giving \nsanction \n(b) the moving and fixed dimensions as laid down by the Cen- to the \ntral Government have not been infringed; opening of \na railway. \n(c) the structure of lines of rails, strength of bridges, general \nstructural character of the works and the size of, and maximum gross \nload upon, the axles of any rolling stock, comply with the require-\nments laid down by the Central Government; and \n(d) in his opinion, the railway can be opened for the public \ncarriage of passengers without any danger to the public using it. \n(2) If the Commissioner is of the opinion that the railway cannot be \nspelled without any danger to the public using it, he shall, in his report, \nstate the grounds therefor, as also the requirements which, in his opinion, \nare to be complied with before sanction is given by the Central Govern-\nment. \n(3) The Central Government, after considering the report of the Com-\nmissioner, may sanction the opening of a railway under section 21 as \nsuch or subject to such conditions as may be considered necessary by it \nfor the safety of the public.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 12, + "text": "Suctions \n2L and 22 \nto apply \nto the \nopening \nof cer-\ntain \nworks. \nTempo-\nrary sus-\npension \nof traffic. \nPower to \nclose \nrailway \nopened \nfor the \npublic \ncarriage \nof pas-\nsengers. \nRe-open-\ning of \nclosed \nrailway. \n12 THE GAZETTE OF IND z't_ EXTRAORDINARY [PAtri. IT • \nT nv•! ,rokijsions of seztions 21 and 22 shall apply to the opening of \nthe fotion,ving works if they form part of, or are directl y connected with, \na railway used for the public carriage of passengers and have been cons-\ntructed subsequent to the giving of a report by the Commissioner under \nsection 22, namely:— \n(a) opening of additional lines of railway and deviation lines; \n(b) opening of stations., junctions and level crossings; \n(c) re-modelling of yards and re-building of bridges; \n(d) introduction of electric traction; and \n(e) any alteration or reconstruction materially affecting the \nstructural character of any work to which the provisions of sections \n21 and 22 apply or are extended b y this section. \n24. When an accident has occurred on a railway resulting in a tem-\nporary suspension of traffic, and either the original lines of rails and \nworks have been restored to their original standard or a temporary diver-\nsion has been laid for the purpose of restoring communication, the origi-\nnal lines of rails and works so restored, or the temporary diversion, as \nthe case may be, may, without prior inspection by the Commissioner, \nbe opened for the public carriage of passengers, subject to the following \nconditions, namely:— \n(a) the railway servant incharge of the works undertaken by \nreason of the accident has certified in writing that the opening of the \nrestored lines of rails and works, or of the temporary diversion will \nnot in his opinion be attended with danger to the public; and \n(b) a notice of the opening of the lines of rails and works or \nthe diversion shall be sent immediately to the Commissioner. \n25. Where, after the inspection of any railway opened and used \nfor the public carriage of passengers or any rolling stock used thereon, \nthe Commissioner is of the opinion that the use of the railway or of any \nrolling stock will be attended with danger to the public using it, the \nCommissioner shall send a report to the Central Government who may \nthereupon direct that- \n(i) the railway be closed for the public carriage of passengers; or \n(ii) the use of the rolling stock be discontinued; or \n(iii) the railway or the rolling stock may be used for the public \ncarriage of passengers subject to such conditions as it may consider \nnecessary for the safety of the public-. \n26. When the Central Government has, under section 25, directed the \nclosure of a railway or the discontinuance of the use of any rolling stock— \n(a) the railway shall not be re-opened for the public carriage \nof passengers until it has been inspected by the Commissioner and \nits re-opening is sanctioned in accordance with the provisions of this \nChapter; and", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 13, + "text": "SEC. 1] TiiE GAZETTE OF INDIA EXTRAORDINARY 13 \nUse of \nrollin g \nstock. \nDelega-\ntion of \npowers. \nPower to \nmake \nrules in \nrespect \nof \nMatters \nM this \nChapter. \nPower to \nttx rates. i eft. \n(b) the rolling stock shall not be used until it has been inspected \nby the Commissioner and its re-use is sanctioned in accordance with \nthe provisions of this Chapter, \n27. A railway administration may use such rolling stock as it may \nconsider necessary for the construction, operation and working of a \nrailway: \nProvided that before using any rolling stock of a design or type \ndifferent from that already running on any section of the railway, the \nprevious sanction of the Central Government shall be obtained for such \nuse: \nProvided further that before giving any such sanction, the Central \nGovernment shall obtain a report from the Commissioner that he has \nmade a careful inspection of the rolling stock and, in his opinion, such \nrolling stock can be used.• \n28. The Central Government may, by notification, direct that any of \nits powers or functions under this Chapter, except section 29, or the rules \nmade thereunder shall, in relation to such matters and subject to such \nconditions, if any, as may be specified in the notification, be exercised \nor discharged also by a Commissioner. \n29. (1) The Central Government may, by notification, make rules to \ncarry out the purposes of this Chapter. \n(2) In particular, and without prejudice to the generality of the fore-\ngoing power, such rules may provide for all or an y of the following \nmatters, namely:— \n(a) the duties of a railway administration and the Commissioner \nin regard to the opening of a railway for the public carriage of \npassengers; \n(b) the arrangement s to be made for and the formalities to be \ncomplied with before opening a railway for the public carriage of \npassengers; \n(c) for regulating the mode in which, and the speed at which \nrolling stock used on railways is to be moved or propelled; and \n(d) the cases in which and the extent to which the procedure \nprovided in this Chapter may be dispensed with. \nCHAPTER VI \nFIXATION OF RATES \n30. (1) The Central Government may, from time to time, by general \nor special order fix, for the carriage of passengers and goods, rates for \nthe whole or any part of the railway and different rates may be fixed for \ndifferent classes of goods and specify in such order the conditions sub-\nject to which such rates shall apply. \n(2) The Central Government may, by a like order, fix the rates of any \nother charges incidental to OT connected with such carriage including \ndemurrage and wharfage for the whole or an y part of the railway end \nspecify in the order the conditions subject to which such rates shall \napply.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 14, + "text": "14 THE GAZETTE OF IND. n EXTRAORDINARY [PART II— \nclass \nPow \n iy\nr to \n\t 3L. The Central Co -.renirriet shall have power to— f \ncommodi- (a) classify or reclassify any commodity for the purpose of deter- ties or mining the rates to be charged for the carriage of such commodities; alter and rates. \n(b) increase or reduce the class rates and other charges. \nPower of 32. Notwithstanding anything contained in this Chapter, a railway \nrailway administration may, in respect of the carriage of any commodity and adminis- subject to such 'conditions as may be specified,— tration to \ncharge (a) quote a station to station rate; certain \nrates. (b) increase or reduce or cancel, after due notice in the manner \ndetermined by the Central Government, a station to station rate, not \nbeing a station to station rate introduced in compliance with an \norder made by the. Tribunal; \n(c) withdraw, alter or amend the conditions attached to a \nstation to station rate , other than conditions introduced in compliance \nwith an order made by the Tribunal; and \n(d) charge any lump sum rate. \nConsti-\ntution of \nthe Rail-\nway Rates \nTribunal. \nCHAPTER VII \nRAILWAY RATES TRiaUNAL \n33. (1) There shall be a Tribunal, to be called the Railway Rates \nTribunal, for the purpose of discharging the functions specified in this \nChapter. \n(2) The Tribunal shall consist of a Chairman and two other members \nto be appointed b y the Central Government. \n(3) A person shall not be qualified for appointment as the Chairman \nof the Tribunal unless he is, or has been, a Judge of the Supreme Court \nor of a High Court and of the other two members, one shall be a person', \nwho, in the opinion of the Central Government, has special knowledge \nof the commercial, industrial or economic conditions of the country, and \nthe other shall be a person, who, in the opinion of the Central Govern-\nment, has special knowledge and experience of the commercial working \nof the railways. \n(4) The Chairman and the other members of the Tribunal shall hold \noffice for such period, not exceeding five years, as may be prescribed. • \n(5) In case the Chairman or any other member is, by infirmity or \notherwise, rendered incapable of carrying out his duties or is absent on \nleave or otherwise in circumstances not involving the vacation of his \noffice, the Central Government may appoint another person to act in his \nplace during his absence. \n(6) A person who holds office as the Chairman or other member of \nthe Tribunal shall, on the expiration of the term of his office (not being \nan office to fill a casual vacancy), be ineligible for re-appointment to that \noffice. \n(7) Subject to the provisions of sub-sections (5) and (6), the Chair-\nman and other members of the Tribunal shall hold office on such terMa \nand conditions as may be prescribed.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 15, + "text": "SEC. 1] THE GAZha _LE OF INDIA EXTRAORDINARY 15 \n(8) No act or proceeding of the Tribunal shall be invalidated merely \nby reason of— \n(a) any vacancy in, or any defect in the constitution of, the \nTribunal; or \n(b) any defect in the appointment of a person acting as a Chair-\nman or other member of the Tribunal. \n34. (1) The Tribunal may, with the previous approval of the Central \nGovernment, appoint such officer s and employees as it considers neces-\nsary for the efficient discharge of its functions under this Chapter. \n(2) The terms and conditions of service of the officers and employees \nof the Tribunal shall be such as may b e determined by regulations. \nStaff \nof the \nTribunal. \n35. The Tribunal ma y sit at such place or places as it may find con- Sittings \nvenient for the transaction of its business. of the \nTribunal. \n36. Any complaint that a railway administration— Com- \nplaints \n(a) is contravening the provisions of section 70; or against a \nrailway \n(b) is charging for the carriage of an y commodity between two arb-rdnis-\nstations a rate which is unreasonable; or tration. \n(c) is levying any other charge which is unreasonable, \nmay be Made to the Tribunal, and the Tribunal shall hear and decide \nany such complaint in accordance with the provisions of this Chapter. \n37. Nothing in this Chapter shall confer jurisdiction on the Tribunal Matters \nin respect of— not with- \nin the \n(a) classification or re-classification of any commodity; jurisdic- \ntion of \n(b) fixation of wharfage and demurrage charges (including the \nconditions attached to such charges); Tribunal. \n(c) fixation of fares levied for the carriage of passengers and \nfreight levied for the carriage of luggage, parcels, railway material \nand military traffic; and \n(d) fixation of lump sum rates. \n38. (1) The Tribunal shall have the powers of a civil court under the \n5 of 1908. Code of Civil Procedure, 1908 for the purpose s of taking evidence on \noath, enforcing the attendance of witnesses, compelling the discovery \nand production of documents, ism -lir g commissions for the examination \nof witnesses and of review and shall be deemed to be a civil court for all \nthe purposes of section 195 and Chapter =CV of the Code of Criminal \n2 of 1914. Procedure, 1973 and any reference in such section or Chapter to the pre-\nsiding officer of a court shall be deemed to include a reference to the \nChairman of the Tribunal. \n(2) The Tribunal shall also have power to pass such interim and final \norders as the circumstances may require, including orders for the pay-\nment of costs. \nPowers \nof the \nTribunal", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 16, + "text": "[6 THE GAZETTE OF EXTRAORDINARy EPAnT II- \ng.eiccence \nto the \nTribunal. \nAssistance \nby the \nCentral \nGovern- \nment. \nBurden of \nproof, etc. \nNotwitLstanclinL2; anything contained in section 37, the Central. \nGovernment may maize a reference to the Tribunal in respect of any of \nthe matter specified in that section and where any such reference is made \nin respect of any such matter, the. Tribunal shall make an inquiry into \nthat matter and submit its report thereon to the Central Government. \n40. (1) The Central Government shall give to the Tribunal such as-\nsistance a s it may require and shall also place at its disposal any infor-\nmation in the possession of the Central Government which that Gov-\nernment may think relevant to any matter before the Tribunal: \n(2) Any person duly authorised in this behalf by the Central Gov-\nernment shall be entitled to appear and be heard in any proceedings \nbefore the Tribunal. \n41. In the case of any complaint under clause (a) of section 36,- \n(a) whenever it is shown that a railway administration charges \none trader or class of traders or the traders in any local area, lower \nrates for the same or similar goods or lower charges for the same or \nsimilar services than it charges to other traders in any other local \narea, the burden of providing that such lower rate or charge does not \namount to an undue preference, shall lie on the railway adminis-\ntration; \n(b) in deciding whether a lower rate or charge does not amount \nto an undue preference, the Tribunal may, in addition to an y other \nconsiderations affecting the case, takr , into consideration whether \nsuch lower rate or charge is necessary in the interests of the public. \nDecision, 42, The decisions or orders of the Tribunal shall be by a majority of \netc., the members sitting and shall be final. \nof the \nTribunal \nBar of 43. No suit shall be instituted or proceeding taken in respect of \njurisdic- any matter which the Tribunal is empowered to deal with, or decide, \ntion of under this Chapter. \ncourts. \nBeliefs 44. in the case of any complaint made under clause (b) or clause (c) \n'which of section 36, the Tribunal may— \nthe \nTribunal (i) fix such rate or charge as it considers reasonable from any \nmay date as it may deem proper, not being a date earlier to the date of grant. \n- the filing of the complaint; \nRevision \nof deci_ \nsions \ngiven by \nthe \nTribunal. \n(ii) direct a refund of amount, if' any, as being the excess of \nthe rate or charge fixed by the Tribunal under clause (i). \n45. Where a railway administration considers that since the date of \ndecision by the Tribunal, there has been a material change in the cir-\ncumstances on which it was based, it may, after the expiry of one year \nfrom such date, make an application to the Tribunal and the Tribunal \nmay, after making such inquiry as it considers necessary, vary or revoke \nthe decision. I -r", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 17, + "text": "SEC. 1] THE GAZETTE OF INDIA EXTRAORDINARY 17 \nExecution \nof deci_ \nsion s or \norders \nof the \nTribunal. \nReport \nof the \nCentral \nGovern-\nment. \nPowe r \nof th e \n Tribunal \nto make \nregula-\ntions. \n46. The Tribunal may transmit any decision or order made by it to a \ncivil court having local jurisdiction and such civil court shall execute-the \ndecision or order as if it were a decree made by that court. \n47. The Tribunal shall present annually a report to the Central \nGovernment of all its proceedings under this Chapter. \n48. (1) The Tribunal may, with the previous approval of the Central \nGovernment, make regulations consistent with this Act and rules \ngenerall y to regulate its procedure for the effective discharge of its \nfunctions under this Chapter. \n(2) In particular, and without prejudice to the generality of the fore-\ngoing power, such regulation s may provide for all or any of the follow-\ning matters, namely: — \n(a) th e terms and conditions of service of the officers and em-\nployees of the Tribunal; \n(b) the award of cost s by the Tribunal in any proceedings before \nit; \n(c) the reference of any question to a member , or to an officer of \nthe Tribunal or any other person appointed by the Tribunal, for report \nafter holding a local inquiry; \n(d) the right of audience before the Tribunal, provided that any \nparty shall be entitled to be heard in person, or by a representative \nduly authorised in writing, or by a legal practitioner; \n(e) the disposal b y the Tribunal of any proceedings before it, \nnotwithstanding that in the course thereof there has been a change \nin the persons sitting as members of the Tribunal; \n(f) a scale of fees for and in connection with the proceedings \nbefore the Tribunal. \nCHAPTER VIII \nCARRIAGE OF PASSENGERS \n49. (1) Every railway administration shall cause to be pasted in a \nconspicuous and accessible place at every station in Hindi and Eng-\nlish and also in the regional language commonly in use in the area where \nthe station is situated,— \n(i) a table of times of arrival and departure of trains which \ncarry passenger s and stop at that station, and \n(ii) list of fares from such station to such other stations as it \nma y consider necessary. \n(2) At every station where tickets are issued to passengers, a copy of \nthe time table in force shall be kept in the office of the station master \nExhibi-\ntion of \ncertain \ntimings \nand \nTables of \nfares \nat sta- \ntions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 18, + "text": "18 THE GAZETTE OF INDIA EXTRAORDINARY [PART Ii — \nSupply of \ntickets \non pay-\nment of \nfare. \n50. (1) Any person desirous of travelling on a railway shall, upon \npayment of the fare, be supplied with a ticket by a railway servant or an \nagent authorised in this behalf and such ticket shall contain the, follow-\ning particulars, namely:— \n(i) the date of issue; \n(ii) the class of carriage; \n(iii) the place from and the place to which it is issued.; and \n(iv) the amount of the fare, \n(2) Every railway administration shall displa y the. hours during \nwhich booking windows at a station shall be kept open for ,the issue of \ntickets to passengers. \n(3) The particulars required to b e speCified on a ticket under clauses \n(ii) and (iii) of sub-section (1) shall,— \n(a) if it is for the lowest class of carriage, be set forth in Hindi, \nEnglish and the regional Iangtiage commonly in use at the place of \nissue of the ticket; and \n(b) if it is for any other class of carriage, be , set forth in Hindi \nand English: \nProvided that where it is not feasible .to..specify such particulars in \nany such language due to mechanisation or any other reason, the. Cen-\ntral Government may exempt such particulars being specified in that \nlanguage., \nProvision 51. (1) A ticket shall be deemed to have been. issued subject to the \nfor case condition of availability of accommodation in the class of carriage and the \nin which \nticket is train for which the ticket is issued. \nissued for (2) If no accommodation is available in the class of carriage for which \nclass or a ticket is issued, and the holder thereof travels in a carriage of a lower \ntrain not \nhaving class, he shall, , on returning such ticket, be entitled. to a4;efund of the \naccomrno- difference between the far e paid by him and the fare payable for the \ndation for class of carriage in which he travels. \nadditional \npassen- \ngers. -- \ncancena- 52. If a ticket i s returned for cancellation, the railway administra- \ntion of tion shall cancel the same and refund such amount as may be ticket \nand prescribed. \nrefund. \nProhihi- 53. A ticket issued in the name of a person shall be used only by that \ntion person: \nagainst \ntransfer • •Provided that nothing contained in this Section shall, prevent -mutual \nof certain transfer of a seat or berth by Passenger s travelling b y the Same train: — \nProvided further that a railway servant authorised in this behalf \nmay permit change of 'name of a passenger haVink'reeerVed a seat or \nberth subject to such circumstances iS• -may'be\" preScribed: • \nExhibi-\ntion and \nsurren- \nder of \npasses and \nticlaets, \n54; Every passenger shall, on demand :by any railway -servant autho-\nrised in this behalf, present his pass or ticket. to ..such railway servant \nfor examination during the journe y or at the end of the journey and \nsurrender such , ticket— \n.‘a,) at the 'end of the jeurney, or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 19, + "text": "Prohibi-\ntion \nagainst \ntravail-\ning \nwithout \npass or \nticket. \nPower to \nrefuse to \npersons ersons \nsuffering \nfrom \ninfec-\ntious or \ntcaoni- go us \ndiseases. \nMaxi-\nmum \nnumber \nof pas-\nsengers \nfor each \ncompart-\nment. \nEar- \nmar king \nof com- \npart- \nment, etc., \nfor \nladies. \nCom- \nmunica- \ntions \nbetween \npas- \nsengers \nand \nrailway \nservant \nin charge \nof train. \n§sc. THE GAZETTE OF INDIA EXTRAORDINARY 19 \n(b) if such ticket is issued for a specified period, on the expire-. \ntion of such period. \n$5. (1) No person .shall enter o r remain in any carriage on a railway \nfor;.thepurpose of travelling therein as a passenger linTess he -has with him \na proper pass or tieket or obtained permission of a railway servant -antlid. \nrised in this behalf for such travel. \n(2) A person obtPining permission under sub-section (1) shall ordi-\nnarily get a certificate `from the railWay servant referred to in that sub-\nsection.that 'he has-been -permitted to travel it such[carriage on .condition \nthat _he subsequentl y pays the , fare payable for the distance to be travelled. \n56. (1) A Person suffering from such 'infectious or contagious diseases, \nas.,may 'be ,:prescribed, shall not enter or remain in any carriage on a \nrailway or travel in :a. train without the permission of a railway servant \nauthorised in this behalf. \n.(2) The railway servant giving permission under sub-section (1), \nshall arrange for the separation of the person suffering from such disease \nfrom other persons in the train and such person shall be carried in the \ntrain subject to such ather conditions as may be prescribed. \n(3) Any person who enters or remains in any carriage or \ntravels in a train without permission as required under sub-section \n(1) or in contravention of any condition prescribed under sub-section (2), \n-such person and a person accompanying him shall be liable to the for-\nleiturer..of their passes or tickets and removal from railway by any railway \nservant \n57. 'Stibject .to the approval of the Central Government, every railway \nadnathiStMtion Shall fix the maximum number of passengers which may \nbe carried in each compartment of every description of carriage, and shall \nexhibit the number so fixed in a conspicuous manner inside or outside \neach compartment in Hindi, English and also in one or more of the \nregional languages commonly in use in the areas served by the railway. \n-58:Every railway administration shall, in every train carrying Passen.- \ngers earmark for the exclusive use of females, one compartment or \nsuch nurdbet Of -berths Or seats, as the railway administration may think \n'fit. \n59. A railway administration shall provide and maintain in every \ntrain carrying passengers, such efficient means of communication between \nthe passengers end the railway servant in charge of the train as may \nbe approved by the Central Government: \nProvided that where the railway administration is satisfied that the \n- 'means of communication provided in a train are being misused, it may \n- cause _such means to be ,disconnected in that train for such period as it \nthinks fit: \nProvided further that, the Central Government may specify the cir-\ncumstances under which •a railway administration may be exempted from \nproviding such means of communication in any train.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 20, + "text": "20 THE GAZETTk OF INDIA EXTRAORDINARY [Parix II— \nPower to 60. (1) The Central Government may, by notification, make rules to \nmake carry out the purposes of this Chapter. \nrules in \nrespect (2) In particular, and without prejudice to the generality of the fore- \nof matters going power, such rules may provide for all or any df the following \nin this matters, namely:— Chapter. \n(a) the convenience and accommodation (including the reser-\nvation of seats or berths in trains) to passengers; \n(b) the amount of refund for the cancellation of a ticket; , \n(c) the circumstances under which change of names of passen-\ngers, having reserved seats or berths, may be permitted; \n(d) the carriage of luggage and the conditions subject to which \nluggage may be kept in the cloak rooms at the stations; \n(e) diseases which are infectious or contagious; \n(f) the conditions subject to which a railway administration \nmay carry passengers suffering from infectious or contagious diseases \nand the manner in which carriages used by such passengers may be \ndisinfected; \n(g) generally, for regulating the travelling upon, and the use, \nworking and management of the railways. \n(3) Any rule made under this section may provide that a contraven-\ntion thereof shall be punishable with fine which shall not exceed five \nhundred rupees. \n(4) Every railway administration shall keep at every station on its \nrailway a copy of all the rules made under this section and shall also \nallow any person to inspect it free of charge. \nCHAPTER IX \nCARRIAGE OF GOODS \nmainte-\nnance of \nrate-books. \netc., for \ncarriage of \ngoods. \n61. Every railway administration shall maintain, at each station, and \nat such other places where goods are received for carriage, the rate-hooks \nor other documents which shall contain the rate authorised for the \ncarriage of goods from one station to another and make them available \nfor the reference of any person during all reasonable hours without pay-\nment of any fee. \nCondi- 62. (1) A railway administration may impose canditions,,not inconsis- \ntons. for tent with this Act or any rules made thereunder, with respect to the \nreceiving, receiving, forwarding, carrying or delivering of any goods.. \netc.; of-- - 3 TCIP \ngoods. (2) A railway administration shall maintain, at each station and at \nsuch other places where goods are reeeived for carriage, .a copy of the \nconditions for the time being in force under sub-section I(/) and make \nthem available for the reference of any person during all reasonable \nhours without payment of any fee. \nProvision 63. (1) Where any goods are entrusted rto a railway administration \nof risk for carriage, such carriage shall, except where owner's risk rate is appli- \nrates. cable in respect of such goods, be Ft railway risk rate.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 21, + "text": "Railway \nreceipt. \nSEC. 1] THE GAZti -ri, OF INDIA t XTRAORDINARt .21 \n-_ (2) Any goods, for which owner's risk rate and railway risk rate_are \nin force, may be entrusted for carriage 'at either of the rates-and if no rate \nis opted, the goods shall be deemed to have been entrusted at owner's risk \nrate. - \n64. (1) 'Every person entrusting any goods to a railway administration \nfor carriage shall -execute a forwarding note in such form as may be \nspecified by the Central Government: \n,Provided that no forwarding note shall be -executed in the case of \nsuch goods 'asmay be prescribed. \n(2) The monsignonshall be responsible for the correctness -_of \nparticulars furnished by him in the forwarding note. \n(3) 'The consignor shall indemnify' the railway adrdiniStratiOn against \nany damage suffered by it by reason of the incorrectness or incomplete- , ness of the particulars in the forwarding note. \n65. (1) A railway administration shall,— \n(a) in a case where the goods are to be loaded by a person \nentrusting such goods, on the completion of such loading; or \n(b) in any other case, on the acceptance of the goods by it, \nissee a railway receipt in such form as may be specified by the Central \nGovernment. \n(2) A railway receipt shall be prima facie evidence of the weight and \nthe number ,of packages stated therein.: \nProvided that in the case of a consignment in wagon-load or train-load \nand the weight or the number of packages is not checked by a railway ser-\nvant authorised in this behalf, and a statement to that effect is recorded in \nsuch railway receipt by him, the burden of proving the weight o; as the \ncase may be, the number of packages stated therein, shall lie on the con-\nsignor, the consignee or the endorsee. \nForwar-\nding note. \n66. (1) The owner or a person having charge of any goods which are Power to \n–brought upon a railway for the purposes of carriage .by railway, and the require \n,consignee or the endorsee of any consignment shall, on. the request of any statement \nrailway servant authorised in this behalf, deliver to suchrailway ser- rtoeltahtine g \nvant a statement in writing signed by such owner ar person or by such \nconsignee or endorsee, as the case may be, containing such description ,tdieosncroifp- \nof the goods as would enable the railway servant to determine the goods. \nrate for such carriage. \n-( 2 ) If such owner or person refuses or neglects 'to give the statement \nas' required under sub-section (1) and refuses to open the package 'Con-\ntaining the goods, if so required by the railway servant, it shall be open. \nto the railway administration to refuse to accept such goods for carriage \nunless such owner or person pays for such carriage the highest rate for \n- any class of goods; \n(3) If the consignee or endorsee refuses or neglects to give the state-\nment as required under sub-section (1) and refuses to open the package \ncontaining the goods, if so required by the railway servant, it *shall he", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 22, + "text": "Carriage \nof dan-\ngerous or \noffensive \ngoods. \nTHE GAZETTE OF INDIA EXTRAORDINARY [Pan tI- \nopen to the railway administration to charge in respect of the carriage \nof the goods the highest rate for any class of goods. \n(4) If the statement delivered under sub-section (1) is materially \nfalse with respect to the description of any goods to which it purports \nto relate, the railway administration may charge in respect of the carriage \nof such goods such rate, not exceeding double the highest rate for any \nclass of goods as may be specified by the Central Government.. \n(5) If any difference arises between a railway servant and such Owner \nor person, the consignee or the endorsee,„as the case may be, in respect \nof the description of the goods f'r which a statement has been delivered \nunder sub-section (1), the railway servant may detain and examine the \ngoods. \n.(6) Where .any goods have been detained under sub-section (5) for \nexamination and upon such examination it is found that the description \nof the goods is different from that given in the statement delivered under \nsub-section (1), the cost of such detention and examination shall be borne \nby such owner or person, the consignee or the endorsee, as the case may \nbe, and the railway administration shall not be liable for any lass, damage \nor deterioration which may be caused by such detention or examination. \n67. (1) No person shall take with him on a railway, or require a rail-\n, way administration to carry such dangerous or offensive goods, as may \nbe prescribed, except in accordance with the provisions of this section. \n(2) No person shall take with him on a railway the goods referred to \nin sub-section (1) unless he gives a notice -in writing of their dangerous \n_ or .offensive nature to the railway servant authorised in this behalf \n(3) No person shall entrust the goods referred to in sub-section (1) to \na railway servant authorised in this behalf for carriage unless he dis-\ntinctly marks on the outside of the package containing such goods their \n- rdangerous or offensive nature and gives a notice in writing of their , dan-\ngerous or offensive nature to such railway servant. \n(4) 'If any railway servant has reason to believe that goods contained \na'package are dangerous or offensive and notice as required under sub-\nkction: -(2) -or sub-section (3), as the case may be, in respect of such goods \n1S-not given; -he-may cause such package to be opened for the purpose \"of \n--ascettaining .its contents. \n; n \n(5) •Notwithstanding anything contained in this section, any railway \nservant may refuse to accept any dangerous or •offensive goodsi for •car-\n, ,_.]:;ia:ge or stop,. in transit, such goods or cause the same to be removed, as \n_the case may be, if he has reason to believe that the provisions of this \n„section. for such carriage are not complied with. \n(6) Nothing in this section shall be construed to derogate from the \nprovisions of the Indian Explosives Act, 1884, or any rule or order made \nunder that Act, and nothing in sub-sections (4) and (5) shall be construed \nAto •apply to any .goods entrusted for •carriage by order or on behalf of \nhe•,Government or to any -goods !which a soldier, sailor, airman or any \n-_;ctother Officer .of the -armed. -forces of the Union or a police- officer or a \n4 of 1884.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 23, + "text": "SEC. 1] THE- GAZE '1'1'E OF INDIA EXTRAORDINARY 23' \nmember of the Territorial Army or of the National Cadet Corps may take \nwith him on a railway in the course of his employment or duty as ;such,. \n68. A railway •administration shall not be bound to carry any animal. \nsuffering from such infectious or contagious disease as may be prescrilaed. \n69. Where due to any cause beyond the control of a railway ,admini,s-\ntration or due to congestion in the yard or any other, operational.reasans l, \ngoods are carried-over a route other than the route by which such goods \nare booked, the railway administration shall not be deemed ; to .have coin-\nmitted, a breach of the contract of carriage by reason only of the ,devia r \n tion of the route. \nCarriage \nof \nanimals \nsuffering \nfrom in-\nfectious \nor conta-\ngious \ndiseases. \nDeviation \nof route. \nProhibi_ \n70. A railway administration shall not make or give any undue or tion or \nunreasonable preference or advantage to, or in favour of, ahy particular , \nperson or any particular description of traffic in the carriage of goods. undue prefer- \nence. \n71. (1) The Central Government may, if it is of the opinion that it is \nnecessary in the public interest so to do, by general or special order, direct \nany railway administration— \n(m) to give special facilities for, or preference to, the carriage of \nsuch,goods or class of goods consigned by or to the Central Govern-\nment or the Government of any State or of such other goods or class . \nof goods; \n(b) to carry any goods or class of goods by such route or routes \nand at such rates; \n(c) to restrict or refuse acceptance of such goods or class of goods \nat or to such station for carriage, \nas may be specified in the order. \n(2) Any order made under sub-section (1) shall cease to have effect \nafter the expiration of a period of one year from the date of such order, \nbut may, by a like order, be renewed from time to time for such period \nnot exceeding one year at a time as may be specified in the order. \n(3) Notwithstanding anything contained in this Act, every railway \nadministration shall be bound to comply with any order given under \nsub-section (1) and any action taken by a railway administration in .pur-\nsuance of any such order shall not be deemed to be a contravention of \nsection 70. I • \n72. (1) The gross weight of every wagon or truck bearing on the \naxles when the wagbn or truck is loaded to its maximum carrying capacity \nshall not exceed such limit as may be fixed by the 'Central -Government \nfor the class of axle under the wagon or truck, \nPower \nto giv'e \ndireCtiOn \nin regard \nto \nriage of \ncertain \ngoods. \nMSximurn \ncarrying \ncapacity \nfor \nwagons \nand", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 24, + "text": "24 THE GAZETTE OF INDIA EXTRAORDINARY [PART II— \nPunitive \ncharge, \nfor over_ \nloading \na wagon. \n(2) Subject to the limit fixed under sub-section (1), every railway \nadministration shall determine the normal carrying capacity for every \nwagon or truck in its possession and shall exhibit in words and figures \nthe normal carrying capacity so determined in a conspicuous mariner \non the outsidd of every such wagon or truck. \n(3) Every person owning a wagon or truck which passes over a rail-\nway shall determine and exhibit the normal carrying capacity for the \nwagon or truck in the manner specified in sub-section (2). \n(4) Notwithstanding anything contained in sub-section (2) or sub-\nsection (3), where a railway administration considers it necessary or \nexpedient so to do in respect of any wagon or truck carrying any speci-\nfied class of goods or any class of wagons or trucks of any specified type, \nit may vary the normal carrying capacity for such wagon or truck or \nsuch class of wagons or trucks and subject to such conditions as it may \nthink fit to impose, determine for the wagon or truck or class of \nwagons or trucks such carrying capacity as may be specified in the \nnotification and it shall not be necessary to exhibit the words and figures \nrepresenting the carrying capacity so determined on the outside of such \nwagon or truck or such class of wagons or trucks. \n73. Where a person loads goods in a wagon beyond its permissible \ncarrying capacity as exhibited under sub-section (2) or sub-section (3), \nor notified under sub-section (4), of section 72, a railway administration \nmay, in addition to the freight and other charges, recover from the con-\nsignor, the consignee or the endorsee, as the case may be, charges by way \nof penalty at such rates, as may be prescribed, before the delivery of the \ngoods: \nProvided that it shall be lawful for the railway administration to \nunload the goods loaded beyond the capacity of the wagon, if detected \nat the forwarding station or at any place before the destination station \nand to recover the cost of such unloading and any charge for the deten-\ntion of any wagon on this account. \nPassing of \nproperty \nin the \ngoods \ncovered \nby rail-\nway \nreceipt. \nSection 74 \nnot ,to \naffect \nright of \nstoppage, \nin transit \ncc claims \nfor \nfreight„ \n74. The property in the consignment covered by a railway receipt shall \npass to the consignee or the endorsee, as the case may be, on the delivery \nof such railway receipt to -laim 'and he shall have all the rights and lia-\nbilities of the consignor. \n75. Nothing contained in section 74-shall prejudice or affect—. \n(a) any right of the consignor for stoppage of goods in transit_ \nas an unpaid vendor (as defined under the Sale of Goods Act, 191301 OR \nhis written request to the railway administration; \n(13) any right of the railway to claim freight from the consignor', \nOr \n(c) any liability of the consignee or the endorsee, referred to in \nthat section by reason of his being such consignee or endorsee, \n3 of 1930.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 25, + "text": "Powe r of \nrailwa y \n adMinis-\ntration to _ \ndeliver \ngoods or \nsale-pro-\nceeds \nthereof it \ncertain \ncases. \nPower to \nmeasur e, \nweigh, \netc. \nWeigh-\nment of \nconsign-\nment on \nrequest of \nthe \ncon- \nsignee \nor en-\ndorsee. \n• \nSEC 1] THE GAZ.bi iE OF INDIA EXTRAORDINARY 25 \n76. The railway administration shall deliver the consignment under a Surrender \nrailway receipt on the surrende r of such railway receipt: of rail- \nway \nProvided that in case the railway receipt is not forthcoming, the receipt. \nconsignment may be delivered to the person, entitled in the opinion of \nthe railway administration to receive the goods, in such manner as may \nbe prescribed. \n77. Where no railway receipt is forthcoming and any consignment or \nthe sale proceeds of any consignment are claimed by two or more persons, \nthe railway administration may withhold delivery of such consignment or \nsale proceeds, as the case may be, and shall deliver such consignment or \nsale proceeds in such manner as may be prescribed. \n78. Notwithstanding anything contained in, the railway receipt, the \nrailway administration may, before the delivery of the consignment, have \nthe right to- \n(i) re-measure, re-weigh or re-classify, any consignment; \n(ii) re-calculate the freight and other charges; and \n(iii) correct any other error or collect any amount that may have \nbeen omitted to be charged. \n79. A railway administration may, on. the request made by the consignee \nor endorsee, allow weighment of the consignment subject to such condi-\ntions and on. payment of such charges as may be prescribed and the \ndemurrage charges if any: \nProvided that except in cases where a railway servant authorised in \nthis behalf considers it necessary so to do, no weighment shall be allowed \nof goods booked at owner's risk rate or goods which are perishable and \nare likely to lose weight in transit: \nProvided further that no request for weighment of consignment in \nwagon-load or train-load shall be allowed if the weighment is not feasible \ndue to congestion in the yard or such other circumstances as may be \nprescribed. \n80. Where a railway administration delivers the consignment to the \nperson who produces the railway receipt, it shall not be responsible for \nany -wrong delivery on the ground that such person is not entitled thereto \nor that the endorsement on the railway receipt i s forged or otherwise \ndefective. \n81. Where the consignment arrives in a damaged condition or shows \nsigns of having been tampered with and the consignee or the endorsee \ndemands open delivery, the railway administration shall give open \ndelivery in guch manner as may be prescribed. \nLiability \nof rail-\nway ad- \nministra- \ntion for \nwrong \ndelivery. \nOpen \ndelivery \nof con.. \nsigaments.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 26, + "text": "26 THE GAZETTE OF INDIA EXTRAORDINARY [Prarr II- \nPartial \ndelivatiy \nof 66h-\nsignments \nLieh -for \nfreight \n\" I any. \nother; \nsum. \ndue. \n'aignament. \n82. (1) The consignee -:or -endorsee shall, as:sOOn as the can#P47.ent \nor part , therecl is ready for delivery, take delivery of such consignment \n- or part thereof notWithstanding - that such consignment or part theieof is \n(2) In the case of partial delivery under sub-seCtion (1), 'the railway \nadministration shall furnish a partial delivery certificatd, in such Viral \nas may be prescribed. \n- (3) If the consignee or endorsee refuses to take delivery under sub-\nsection (1), the consignment or part thereof Shall'be subject'to wharfage \noftark-ea' beyond the time 'all&girea lor'rercioval. \n83. (1) If the consignor, the consignee or the endOrsee fails to pay \non demand any freight or other' charges due from him in respect of any \nconsignment, the railway administration may detain such consignment \nor part thereof or, if such consignment is delivered, it may detain any \nother consignment of such person which is in, or thereafter comes into, \nits pO'SSeasion. \n(2) The railway administratfon may, if the consigninerit detained \nunder sub-section (1) is— \n(a) periShable in nature, sell at office; or' \n(b) not perishable'in nature, sell, by public auction, \nsuch consignment or part thereof, as may be necessary to realise a sum \nequal to the freight or other charges: \nProvided that where a railway administration for reasons to be re- \n, corded riff writbig is of 'the' opinion -that -it not 'efpeclient 't6 held the \n. cOnifgnineiif or part thereof 'such. -manner \nas may be prescribed. \n(3) The railway administration shall giVe a notice of not less than \nSe'Veii'daYs 'of the public auction under clause (b) of sub-section (2) \nin one' or more local newspapers or -where -there are:no such newspapers \n- in such manner as may be prescribed, \n.; , \n(4) The railway administration. may, out of the sale ProCeeds receiv-\ned_ upder . sublection (2), retain. a sum equal to the freight and other \ncharges includingexpenses for the sale. due to it and the surprUS. of such , proceeds and the of the consignment, if any, shall be\nni 4, \n rendefed to \nthe person entitled thereto. \n84. (1) If any person fails to take delivery of— \n(a) any conalginnent; or \n(b) the coriSignment released from detentIOniriacle trider \nsectien (1) 'of -`seetion.8Z; or \n(c) any remaining part of the consignment under sub-section \n(2) of section 83, \n- Etch consignment shall be treated as unclaimed. \n(2) The railway . acfrntniHration \n(a) in the case of an unclaimed, consignment which is .P8rish-\nable in nature, sell such consignment in the'Mariner provided in \nclause (a) of sub-section (2) of section 83; or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 27, + "text": "Ssc. 1] THE GAZETTE OF INDIA EXTRAORDINARY 27 \nSales \nunder \nsections \n83 to \n85 not to \naffect the \nright to \nsuit. \nPower \nto make \nrules -in \nrespect . \nof matters \nin this \nChapter. \nDisposal \nof perish-\nable con-\nsignments \nin certain \ncircum-\nstances. \n(b) in the case of an unclaimed consignment which is not \nperishable in nature, cause a notice to,be served uponithe consignee \nif ibis -:name . and -address _are .known, , and upon :theconsignor..4 .„the \nname.and_address.oLthe,consignee are ,not ,XtloWn, reqUiring hith to \nrep.ozo the goods -within a period of seven days from the receipt \nthereof and if -ineh notice Cannot be serried -Orr-thereIS a'failure to \ncomply-with the _requisition in the notice, ,sell such consignment in \nthe manner provided in clause (b) of sub-section AO) 'of section 83. \n(3) The -railway administration shall, out of the sale .proceeds recei-\nved under sub-section (2), -retain a`suns eqUal to the freight 'and. 'Other \ncharges including,expewes for, the sale due. to it..and the surplus, if any. \nof such sale proceeds shall be rendered to the iperson entitled thereto. \nJ85.,,(1)1.Where by reasom of any flood, any lines \nof rails, collision between trains derailment of, or other accident to a \ntrain or any other cause, traffic on any route is interrupted and there is \nno likelihood of eailYresumption of such =traffic, nor is 'there_ any'.other \nreasonable route whereby traffic of perishable consignment .may.; be \ndiverted to prevent, loss or deterioration of, or daMage to, such.con-\nsignment, the railway administration may sell them in the manner pro-\nvided in clatiie (a) of SUb-s6ction (2) 'of section881' - '2 \n(2) The railway administration shall, out of the sale proceeds..re-\neeived under sub-section (1), retain a sum equal to the freight and other \ncharges including expenses for the sale due to it and the surplus, if any, \nof such sale proceeds, shall be rendered to the person entitled thereto. \n86. Notwithstanding anything contained in this Chapter, the right of \nsale under -SectiOn- 83r-to 85 Shall be without prejudice to'the rightSofthe \nrakway r.giltniiaistration to recover by suit, any freight, charge, amount or \nother due to if. \n87, (1) The Central Government may, by notification, make rules to \nBarry out the purposes of this Chapter. \n;„(;) In particular and-without prejudice to the generality., of the \nfgegoing power, such rules'may prOvide -for all or any of the following \nria4tg7i. r \n(a) goods in respect of which no forwarding note shall be \nexecuted under proviso to sub-section (1) of section 64; \n(b) dangerous and offensive goods for the purposes of sub-\nsection (I) of section 67;' \n(c)„infectious..or, contagious disease s for the purposes of section \n68; \n(d) rater of penalty charges under section 73; \n(e) the manner in which the consignment may be delivered \nwithout a .railway, recept under sec:tido. 76, \n(f) the manner of delivery of consignment or the ;sale pro-\n„ceeds to :the Rerson entitled thereto under section 77;", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 28, + "text": "28 THE GAZETTE OF INDIA EXTRAORDINARy [PART II— \n(g) the conditions subject to which and charges payable for \nallowing weighment and 'circumstances for not allowing weighment \nof consignment in wagon-load or train-load under section 79; \n(h) the manner of giving open delivery under section 81; \n(i) the form of partial delivery certificate under sub-section \n(2) of section 82; \n(j) the manner of sale of consignment or part thereof under the \nproviso to sub-section (2) of section 83; \n(k) the manner in which a notice under sub-section (3) of \nsection 83 may be given; \n(I) generally, for regulating the carriage of goods by the rail-\nways. \n(3) Any rule made under this section may provide that a contra-\nvention thereof shall be punishable with fine which may extend to \none hundred and fifty rupees. \n(4) Every railway administration shall, keep at each station a \ncopy of the rules for the time being in force under this section, and \nshall allow any person to refer to it free of charge. \nDefini-\ntions. \nrower to \nderl ar e \nnotified \nstations. \nCHAPTER X \nSPECIAL PROVISIONS AS TO GOODS BOOKED TO NOTIFIED STATION'S \n88. In this Chapter, unless the context otherwise requires,_ \n(a) \"essential commodity\" means an essential commodity as \ndefined in clause (a) of section 2 of the Essential Commodities Act, \n1955; \n(b) \"notified station\" means a station declared to be a notified \nstation under section 89; \n(c) \"State Government\", in relation to a notified station, \nmeans the Government of the State in which such station is situa-\nted, or where such station is situated in a Union territory, the \nadministrator of that Union territory appointed under article 239 \nof the Constitution. \n89. (1) The Central Government may, if it is satisfied that it is \nnecessary that goods entrusted for carriage by train intended solely for \nthe. carriage of goods to any railway station should be removed without \ndelay from such railway station, declare, by notification, such railway \nstation to be a notified station for such period as may be specified in the \nnotification: \nProvided that before declaring any railway station to be a notified \nstation under this sub-section, the Central Government shall have re-\ngard to. all or any of the following factors, namely:— \n(a) the volume of traffic and the storage space available at such \nrailway station; \n10 of 1955.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 29, + "text": "SEC. 1] THE GAZETTE OF INDIA. EXTRAORDINARY 2 \n(b) the nature and quantities of goods generally booked to \nsuch railway station; \n(c) the scope for causing scarcity of such goods by not remov-\ning them for long periods from such railway station and the hard-\nship which such scarcity may cause to the community; \n(d) the number of wagons likely to be held up at such railway \nstation if goods are not removed therefrom quickly and the need for \nquick movement and availability of such wagons; \n(e) such other factors (being relevant from the point of view \nof the interest of the general public) as may be prescribed: \nProvided further that the period specified in any notification issued \nunder this sub-section in respect of any railway station shall not .ex-\nceed six months in the first instance, but such period may, by notifica-\ntion, be extended from time to time by a period not exceeding six \nmonths on each occasion. \n(2) If any person entrusting any goods to a railway administration: \nto be carried to a notified station makes an application in such form \nand manner as may be prescribed and specifies therein the address of \nthe person to whom intimation by registered post of the arrival of the \ngoods at the notified station shall be given and, pays the postage charges \nrequired for 'giving such intimation, the railway administration shall, \nas soon as may be after the arrival of the goods at the notified station, \nsend such intimation accordingly. \n(3) There shall be exhibited at a conspicuous place at each notified \nstation a statement in the prescribed. form setting out the description \nof the goods which by reason of the fact that they have not been re„7- \nmoved from the station within a period of seven days from the terrni- ,4,, \nnation of transit thereof are liable to be sold, in accordance .with- the, : \n provision, of sub-section (1) of section 90 by public auction and the \ndates on. which they would be so sold: \nProvided that different statements may be so exhibited in respect \nof goods proposed to be sold on different dates. \n(4) If the goods specified in any statement to be exhibited under \nsub-section (3) include essential commodities, the railway servant pre-\nparing the statement shall, as soon as may be after the preparation of \nsuch statement, forward a copy thereof to— \n(a) the representative of the Central Government nominated \nby that Government in this behalf; \n(b) the representative of the State Government, nominated by \nthat Government in this behalf; and \n(c) the District Magistrate within the local limits of whose \njurisdiction the railway station is situated. \n90. (1) If any goods entrusted for carriage to any notified station \nby a train intended solely for the carriage of goods are not, removed \nfrom such station by a person entitled to do so within a period of seven \ndays after the termination of transit thereof at such station, the . railway \nadministration may, subject to the provisions of sub-section (2), sell \nDisposal \not un-\nremoved \ngoods at \nnotified \nstations.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 30, + "text": "30 THE GAZETTE OF INDIA EXTRAORDINARY [PART II= \nsuch, goods by public auction and apart from exhibiting, in accordance \nwith the provisions of sub-section (3) of section 89, a statement con , \n taming a description of such goods, it shall not be necessary to give \nany' notice of such public auction, but the date on . which such auction \nmay be' heldunder this sub-section may be notified do one or more local \nnewspapers, or where there are no such newspapers, in. such manner \nas may : be prescribed: \nProvided that if at • any time before the sale of such .,goods under \nthis sub-section, the person entitled thereto pays the freight and other \ncharges and the expenses due in respect thereof to the railway adminis-\ntration, he shall be allowed to remove such goods. \n(2) If any goods which may be sold by public auction under; sub-\nsection (1) at a notified station, being essential commodities, are,:re-\nquired•by the Central Government or •the .State Government :for! its \nown use or if the Central Government or such State Government con-\nsiders is necessary for securing the availability of all or any \nsuch,essential, commodities at fair prices so to do, it may, by order in \nwriting ;_,•direct the railway servant in-charge of such auction to transfer \nsuch, goods to it or, to such agency, co-operative society or other person \n(being , tan Agency, co-operative society or other person subject to thef \ncontrol of the Government) engaged in the busin.7as of selling such es-\nsential.commodities as may be specified in the direction. \n(3) Every direction issued under sub-section (2) in respect of \nany'essential-tcorarnadity shall be binding on : the railway servant to \nwhom it is issued and the railway administration .aid it .shall be ,a si tiffi-\ncient defence. against any .claim by ,the person ,entitled to;,the g.pads ,tbat \nsuch 'essential - commodities have been transferred in :compliance , with \nsuclY direction: \nProvided that- \n'(. )' such' direction shall .n.ot- be binding on- such rail -wa3r,,servant \nor the railway administration- \n' (i) if it has not --been received by the railway servant auffi-\ntiently in \"time to enable' him to prevent the sale of, the:Lessen-\n\" -tial tomModities to 3 which it relates;:.; or \n(ii) if. before the time appointed for such sale, the person \nentitled to such goods pays the freight , and other charges and \nthe expenses due in respect thereof and claims: that \n:,)-lowed, to remove -,the goods; or \nif, the price payable for such goods (as estimated 'by \nthe Central - Government or, -as the -case-anarhe,.:tlae iStaAe Gov-\nernment) is •not credited tai the railway. administration rthe \n,,precriberl marmer, and the railway administration is not in-\n_ deranified against any additional amount which it may -beCome \nliable to pay towards the price by reason of the price mot hay-\n. 423g.been “cp .mputed, in accordance with the provisions of :sub- \nf -section, (4);", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 31, + "text": "SE. ;-11 THE GAZE1 it OF INDIA EXTRAORDINARY 31 \n(b) Where - directions `are`issued -respect rof -'the • sane goods \nboth by the Central Government -`and the State 'Governnient, the \ndirections received earlier shall prevail.. \n10 of 1955. \n10 of 1955.-, \n(4) The price payable for any essential conainodity j traiigfered - in \ncompliance with a direction issued under sub-section '(2) shbll loe- the \n'price tbaladated in .accordance with the provisions Of ,sub-section (3) of \n10 of 1955• section 3 of the Essential 'Commodities Act, 1955: \nProvided that— \n(a) in the case of any essential commodity being •a food-stuff \nin respect whereof a notification issued 'under -sub-section (3A) of \nsection.3 of the Essential Commodities Act, 1955, is in force in the \nlocality in which the notified station is situated, the price payable \nshall be calculated in accordance with the provisions -of clauses \n;and (iv) of that .sub= -section; \n(b) in the case of an essential commodity being any grade or \nvariety of foodgrains, edible oil-seeds or edible oils in respect where-\nof'no notification •issued 'under sub-section (3A) of section 3! of the \n10 of 1955. Essential Commodities Act, 1956, is in force in the locality in which \nthe notified station is situated, the price payable shall be calculated \nin accordance with the provisions of sub-section (3B)' of that section; \n(c) in the case of an essential commodity being any hind of \nsugar in respect whereof no notification issued under sub-section \n('3A) 'of SeOtion -3 of 'the Essential -Commodities Act, 1955, is-'in force \n'in -the 'locality in which the notified station is -situated, therprice \npayable shall, if such sugar has been booked by the producer to \n'himself, be calculated in accordance with the .provisions otrzsub-\nsection (3C) of that section. \n10 of 1955. • \nExplanation.—For the purposes of this clause, the expressions \n\"producer\" and \"sugar' shall have the meanings assigned to these \nexpressions in the Explanation to sub-See :Lion (3C) of section 3, \nand clause (e) of section 2 of the Essential Commodities Act, 1955, \n'respectively. \n'9L (1) Out of the p -roceeds of any Sale of goo'cls .mider sub-section Price tc \n(I)\" . of section 90 or the price payable therefor .under . 'sub-section be Paid \n(4) of that section, the railway administration may re'cain .a: stint equal to person \nto the freight and other charges due in respect of such goodS and the entitled after exPenSei incurred in respect of the goods and the auction' thereof and deducting \nrender the surplus, if any, to the person entitled: thereto. dues. \n(2) Notwithstanding anything contained in. sub-section (1), the \nrailway aciminiStration may recover by suit any siili_fr.eight or charge or \nexpenses referred to therein or balance thereof. \n(3) Any goods sold under sub-section (1) of section 90 or transferred \nin compliance with-the directions issued under sub-section (2) of that \nsection. 4liall vest in the buyer or the transferee free from all encumbrances \nbut subject to a priority being given for the sum which may 'be retained \nby a railway administration under sub-section (1), the person in whose \n- faVour such encumbrance subsists iney have a claim in'respect of such \nO11currilirance against the surplus; if any, i471'tliat -Sul5-settion.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 32, + "text": "32 THE GAZETTE OF INDIA EXTRAORDINARY [PART II— \nPower to 92. (1) The Central Government may, by notification, make rules \nmake to carry out the purposes of this Chapter. \nrules in \nrespect of (2) In particular, and without prejudice to the generality of the \nmatters foregoing power, such rules may provide for all or any of the following \nin this matters, namely:— , I \nChapter. \n(a) the factors to which the Central Government shall have \nregard under clause (e) of the first proviso to sub-section (1) of \nsection 89; \n(b) the form and manner in which an application may be \nmade under sub-section (2) of section 89; \n(c) the form in which a statement is required to be exhibited \nunder sub-section (3) of section 89; \n(d) the manner in which the dates of public auctions may he \nnotified under sub-section (1) of section 90; \n(e) the manner of crediting to the railway administration the \nprice of goods referred to in sub-clause (iii) of clause (a) of the \nproviso to sub-section (3) of section 90. \nCHAPTER XI \nRESPONSIBILITIES OF RAILWAY ADMINISTRATIONS AS CARRIERS \nGeneral \nrespon-\nsibility \nof a \nrailway \nadminis-\ntration \nas car-\nrier of \ngoods. \n91 Save as otherwise provided in this Act, a railway administration \nshall be responsible for the loss, destruction, damage or deterioration in \n.transit, or non-delivery of any consignment, arising from any cause \nexcept the following, namely— \n(a) act of God; \n(b) act of war; \n(c) act of public enemies; \n(d) arrest, restraint or seizure under legal process; \n(e) orders or restrictions imposed by the Central Government \n.or .a State Government or by an officer or authority subordinate to \nthe Central Government or a State Government authorised by it in \nthis behalf; \n(f) act or omission or negligence of the consignor or the \nconsignep or the endorsee or the agent or servant of the consignor or \nthe consignee or the endorsee; • \n(g) natural deterioration or wastage in.Milk or weight due to • \ninherent defect, quality or vice of the goods; \n(h) latent defects; \n(i) fire, explosion or any unforeseen risk: \nProvided that even where such loss, destruction, damage, deteriora- \ntion or non-delivery is proved to have arisen from any one or more oT \nthe aforesaid causes, the railway administration shall not be relieved \n.1,,af its responsibility for the loss, destruction,, 1..rnaFr ,A fleterioration or", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 33, + "text": "SEC. 1] THE GAZETTE OF INDIA EXTRAORDINARY 33 \nnon-delivery unless the railway administration further proves that it has \nused reasonable foresight and care in the carriage of the goods. \n94. (I-) Where goods are required to be loaded at a siding not belong- Goods to \ning to a railway administration for carriage by railway, the railway be loaded \nadministration shall not be responsible for any loss, destruction, damage or \nlivered red \nor deterioration of such goods from whatever cause arising, until the at a \nwagon containing the goods has been placed at the specified point of siding \ninterchange of wagons between the siding and the railway acirainistra- not be \ntion and a railway servant authorised in this behalf has been informed longing to a in writing accordingly by the owner of the siding. railway \nadminis- \n(2) Where any consignment is required to be delivered by a railway tration \nadministration at a siding not belonging to a railway administration, \nthe railway administration shall not be responsible for any lass, destruc-\ntion, damage or deterioration or non-delivery of such consignment from \nwhatever cause arising after the wagon containing the consignment \nhas been placed at the specified point of interchange of wagons between \nthe railway and the siding and the owner of the siding has been informed \nin writing accordingly by a railway servant authorised in this behalf. \n95. A railway administration shall not be responsible for the loss, Delay or \ndestruction, damage or deterioration of any consignment proved by the retention \nowner to have been caused by the delay or detention in their carriage. if in \nthe railway administration proves that the delay or detention arose for transit. \nreasons beyond its control or without negligence or misconduct on its \npart or on the part of any of ,its servants. \n96. Where in the course of carriage of any consignment from a place \nin India to a place outside India or from a place outside India to a place \nin India or from one place outside India to another place outside India \nor from one place in India to another place in India over any territory \noutside India, it is carried over the railways of any railway administra-\ntion in India, the railway administration shall not be responsible under \nany of the provisions of this Chapter for the loss, destruction, damage or \ndeterioration of the goods, from whatever cause arising, unless it is \nproved by the owner of the goods that such loss, destruction, damage \nor deterioration arose over the railway of the railway administration. \n97. Notwithstanding anything contained in se7tion 93, a railway \nadministration shall not be responsible for any loss, destruction, damage,. \ndeterioration or non-delivery in transit, of any consignment carried at \nowner's risk rate, from whatever cause arising, except upon proof, that \nsuch loss, destruction, damage, deterioration or non-delivery was due to \nnegligence or misconduct on its part or on the part of any of its \nservants: \nProvided that— \n(a) where the whole of such consignment or the whole of any \npackage forming part of such consignment is not delivered to the \nconsignee or the endorsee and such non-delivery is not proved by the \nrailway administration to have been due to fire or to any accident \nto the train; or \nTraffic \npassing \nover \nrailways \nin India \nand. \nrailways \nin \nforeign \ncalm- \ntries. \nGoods \ncarried \nat \nowner's \nrisk \nrate.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 34, + "text": "34 THE GAZETTE OF INDIA EXTRAORDINARY •[PART II— \nGoods in \ndefective \ncon- \ndition or \ndefec-\ntively \npacked. \n(b) where in. respect of any such consignment or of any package \nforming part of such consignment which had been so covered or pro-\ntected that the covering or protection was not readily removable by \nhand, it is pointed out to the railway administration on or before de-\nlivery that any part of that consignment or package had been pilfer-\ned in transit, \nthe railway administration shall be bound to disclose to the consignor, the \nconsignee or the endorsee how the consignment or the package was \ndealt with throughout the time it was in its possession or control, but \nif negligence or misconduct on the part of the railway administration \nor of any of its servants cannot be fairly inferred from such disclosure, \nthe burden of proving such negligence or misconduct shall lie on the \nconsignor, the consignee or the endorsee. \n98. (1) Notwithstanding anything contained in the foregoing pro-\nvisions of this Chapter, when any goods entrusted to a railway adminis-\ntration for carriage— \n(a) are in a defective condition as a consequence of which they \nare liable to damage, deterioration, leakage or wastage; or \n(b) are either defectively packed or not packed in such manner \nas may be prescribed and as a result of such defective or improper \npacking are liable to damage, deterioration, leakage or wastage, \nand the fact of such condition or defective or improper packing \nhas been recorded by the consignor or his agent in the forwarding note, \nthe railway administration shall not be responsible for any 'damage, \ndeterioration, leakage or wastage or for the condition in which such \ngoods are available for delivery at destination: \nProvided that the railway administration shall be responsible for \nany such damage, deterioration, leakage or wastage or for the con-\ndition in which such goods are available for delivery at destination if \nnegligence or misconduct on the part of the railway administration or \nof any of its servants is proved. \n(2) When any goods entrusted to a railway administration for \ncarriage are found on arrival at the destination station to have been \ndamaged or to have suffered deterioration, leakage or wastage, the rail-\nway administration shall not be responsible for the damage, deterioration, \nleakage or wastage of the• goods on proof by railway administration,— \n(a) that the goods were, at the time of entrustment to the \nrailway administration, in a defective condition, or were at that \ntime either defectively packed , or not packed in such manner as \nmay be prescribed and as a result of which were liable to damage, \ndeterioration, leakage or wastage; and \n(b) that such defective condition or defective or improper \npacking was not brought to the notice of the railway administration \nor any of its servants at the time of entrustment of the 'goods to \nthe railway administration for carriage by railway:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 35, + "text": "Res \nponsi_ \nbility \nof a \nrailway \nadminis-\ntration \nafter \ntermi-\nnation of \ntransit. \nProvided that the railway administration shall be responsible for \nany such damage, deterioration, leakage or wastage if negligence or \nmisconduct on the part of the railway administration or of any of its \nservants is proved. \n99. (1) A railway administration shall be responsible as a bailee \n9 of 1872. under sections 151, 152 and 161 of the Indian Contract Act, 1872, for the \nloss, destruction, damage, deterioration or non-delivery of any consign-\nment up to a period of seven days after the termination of transit: \nProvided that where the consignment is at owner's risk rate, the \nrailway administration shall not be responsible as a bailee fon such loss, \ndestruction, damage, deterioration or non-delivery except on proof of \nnegligence or misconduct on the part of the railway administration or of \nany of its servants. \n(2) The railway administration shall not be responsible in any case \nfor the loss, destruction, damage, deterioration or non-delivery of any \nconsignment arising after the expiry of a period of seven days after the \ntermination of transit. \nSEC. 1] THE GAZEir.u. OF INDIA EXTRAORDINARY 35 \n(3) Notwithstanding anything contained in the foregoing provisions \nof this section, a railway administration shall not be responsible for \nthe loss, destruction, damage, deterioration or non-delivery of perishable \ngoods, animals, explosives and such dangerous or other goods as may \nbe prescribed, after the termination of transit. \n(4) Nothing in the foregoing provisions of this section shall affect \nthe liability of any person to pay any demurrage or wharfage, as the \ncase may be, for so long as the consignment is not unloaded from the \nrailway wagons or removed from the railway premises. \n100. A railway administration shall not be responsible for the loss, \ndestruction, damage, deterioration or non-delivery of any luggage \nunless a railway servant has booked the luggage and given a receipt \ntherefor and in the case of luggage which is carried by the passenger \nin his charge, linless it is also proved that the loss, destruction, damage \nor deterioration was due to the negligence or misconduct on its part \nor on the part of any of its servants. \n101. A railway administration shall not he responsible for any loss \nor destruction of, or injuries to, any animal carried by railway arising \nfrom fright or restiveness of the anima] or from overloading of wagons \nby the consignor. \n102. Notwithstanding anything contained in the foregoing provisions \nof this Chapter, a railway administration shall not be responsible for \nthe loss, destruction, damage, deterioration or non-delivery of any \nconsignment,— \n(a) when such loss, destruction, damage, deterioration or non-\ndelivery is due to the fact that a materially false description- of \nthe consignment is given in the statement delivered under sub-\nsection (1) of section 66, Or \nRes- \nponsi- \nbility as \ncarrier of \nluggage. \nRes- \nponsi- \nbility as \na carrier \nof ani-\nmals. \nExone-\nration \nfrom \nliability \nin cer-\ntain \ncases.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 36, + "text": "36 THE GAZETTE OF INDIA EXTRAORDINARY [PART II— \n(b) where a fraud has been practised by the consignor or the \nconsignee or the endorsee or by an agent of the consignor, consignee \nor the endorsee; or \n(c) where it is proved by the railway administration to have \nbeen caused by, or to have arisen from- \n(i) improper loading or unloading by the consignor or the \nconsignee or the endorsee or by an agent of the consignor, con-\nsignee or the endorsee; \n(ii) riot, civil commotion, strike, lock-out, stoppage or res-\ntraint of labour from whatever cause arising whether partial or \ngeneral; or \n(d) for any indirect or consequential loss or damage or for loss \nof particular market. \nExtent \nof mone-\ntary \nliability \nin res-\npect \nof any \nconsign-\nment. \n103. (1) Where any consignment is entrusted to a railway adminis-\ntration for carriage by railway and the value of such consignment has \nnot been declared as required under sub-section (2) by the consignor, \nthe amount of liability of the railway administration for the loss, des-\ntruction, damage, deterioration or non-delivery of the consignment shall \nin no case exceed such amount calculated with reference to the weight \nof the consignment as may be prescribed, and where such consignment \nconsists of an an:mal, the liability shall not exceed such amount as may \nbe prescribed. \n(2) Notwithstanding anything contained in sub-section (1), where \nthe consignor declares the value of any consignment at the time of its \nentrustment to a railway administration for carriage by railway, and \npays such percentage charge as may be prescribed on, so much of the \nvalue of such consignment as is in excess of the liability of the railway \nadministration as calculated or specified, as the case may be, under sub-\nsection (1), the liability of the railway administration for the loss, des-\ntruction, damage, deterioration or non-delive*y of such consignment \nshall not exceed the value so declared. \n(3) The Central Government may, from time to time, by notification, \ndirect that such ;goods as may be specified in the notification shall not \nbe accepted for carriage by railway unless the value of such goods is \ndeclared and percentage charge is paid as required, under sub-section \n(2) .• \nExtent \nliability \nin res-. \npect of' -` \ngoods \ncarried \nin open \nwagon. \n104. Where any goods, which, under ordinary circumstances, would \nbe carried in covered wagon and would be liable to damage, if carried \notherwise, are with the consent of the consignor, recorded in the for-\nwarding note, carried in open wagon, the responsibility of railway adminis-\ntration for destruction, damage or 'deterioration which may arise only \nby reason of the goods being so carried, shall be one-hall of the amount of \nliability for such destruction, damage or deterioration determined under \nthis Chapter,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 37, + "text": "SEC. 11 THE GAZETTE OF INDIA EXTRAORDINARY 37 \n106. Where the value has been declared under section 103 in res-\npect of any consignment a railway administration may make it a condi-\ntion of carrying such consignment that a railway servant authorised by \nit in this behalf has been satisfied by eiramination or otherwise that the \nconsignment tendered for carriage contain the articles declared. \n106. (1) A person shall not be entitled to claim compensation against \na railway administration for the loss, destruction, damage, deteriora-\ntion of; nen-delivery of goods carried by railway, unless a notice there-\nof is served by him or on his behalf,— \n(a) to the railway administration to which the goods are \nentrusted fce carriage; or \n(b) to the railway administration on whose railway the desti-\nnation station lies, or the loss, destruction, damage or deterioration \noccurs, \nwithin a period of six months from the date of entrustment of the goods. \n(2) Any information demanded or enquiry made in writing from, \nor any complaint made in writing to, any of the railway administrations \nmentioned in sub-section (1) by or on behalf of the person within the \nsaid plod of six month s regarding the non-delivery or delayed delivery \nof the; goods with particulars sufficient to identify the goods shall, for \nthe purpose of this section, be deemed to be a notice of claim for com-\npensation. \n(3) 'A person shall not be entitled to a refund of an overcharge in res-\npect of goods carried by railway unless a n-,oti2e the-efor has been served \nby him or on his behalf to the railway administration to which the over-\ncharge -bas been paid within six months from the date of such payment \nor the date of delivery of such goods at the destination station, which-\never is later. \n107. An application for compensation for loss, destruction, damage, \ndeterioration or non-delivery of goods shall be filed against the railway \nadministration on whom a notice under section 106 has been served. \n108. (1) If a railway administration pays compensation for the loss, \ndestruction, damage, deterioration or non-delivery of goods entrusted to \nit for carriage, to the consignee or the endorsee producing the railway \nreceipt, the railway administration shall be deemed to have discharged \nits liability and no application before the Claims Tribunal or any other \nlegal proceeding shall lie against the railway administration on the ground \nthat the consignee or the endorsee was not legally entitled to receive such \ncompensation. \n(2) Nothing in sub-section (1) shall affect the right of any person \nhaving any interest in the goods to enforce the same against the con-\nsignee or the endorsee receiving compensation under that sub-section. \nRight of \nrailway \ntration \nto check \ncontents \nof \ncertain \nconsign\n-ment or \nluggage. \nNotice \nof claim \nfor com- \npensa- \ntion \nand \nrefund \nof over-\ncharge \nApplica-\ntions \nfor \ncompen-\nsation \nfor \nloss, etc., \nof goods. \nPerso n \nentitled \nto claim \ncompen-\nsation.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 38, + "text": "38 THE GAZETTE OF INDIA EXTRAORDINARY [Parr IF— \nRailway 109. An application before the Claims Tribunal for compensation for \nadministra. the loss of life or personal injury to a passenger, may be instituted \nbon against again st— which appli \ncation for (a) the railway administration from which the passenger \ncompensa- obtained his pass ar purchased his ticket, or \nLion for \npersonal (b) the railway administration on whose railway the destination \ninjury is to station lies or the loss or personal injury occurred. \nbe filed. \nBurden of \nproof. \nExtent of \nliability of \nrailway ad-\nministration \nin respect \nof acci-\ndents at \nsea. \nPower to \nmake \nrules in \nrespect of \nmatters \nin this \nChapter. \n11.0. In an application before the Claims Tribunal for compensation \nfor loss, destruction, damage, deterioration or non-delivery of any goods, \nthe burden of proving— \n(a) the monetary loss actually sustained; or \n(b) where the value has been declared under sub-section (2) of \nsection 103 in respect of any consignment that the value so declared \nis its true value, \nshall lie on the person claiming compensation, but subject to the other \nprovisions contained in this Act, it shall not be necessary for him to \nprove how the lass, destruction, damage, deterioration or non-delivery \nwas caused. \nlit (1) When. a railway administration contracts to carry passengers \nor goods partly by railway and partly by sea, a condition exempting the \nrailway administration from responsibility for any loss of life, personal \ninjury or loss of or damage to goods which may happen during the \ncarriage by sea from act of God, public enemies, fire, accidents from \nmachinery, boilers and steam and all and every other dangers and \naccidents of the seas, rivers and navigation of whatever nature and kind \nshall, without being expressed, be deemed to be part of the contract, and, \nsubject to that condition, the railway administration shall, irrespective of \nthe nationality or ownership of the ship used for the carriage by sea, be \nresponsible for any loss of life, personal injur y or loss of or damage to \ngoods which may happen during the carriage by sea, to the extent to which \nit would be responsible under the Merchant Shipping Act, 1953, if the 44 of 1958. \nships were registered under that Act and the railway administration were \nowner of the ship and not to any greater extent.. \n(2) The burden of proving that any such loss, injury or damage as \nis mentioned in sub-section (1) happened during the carriage by sea shall \nlie on the railway administration. \n112. (/) The Central Government may, by notification, make rules \nto carry out the purposes of this Chapter. \n(2) In particular, and without prejudice to the generality of the fore-\ngoing power, such rules may provide for all or any of the following \nmatters, namely:— \n(a) the manner of packing of goods entrusted to a railway \nadministration under clause (b) sub-section (1) of section 98.; \n(b) the goods for the purposes of sub-section (3) of section 99; \nand \n45 ot 1", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 39, + "text": "SEC. THE GAZETTE OF INDIA EXTRAORDINARY 39 \n(c) the maximum amount payable by the railway administration \nfor the loss, destruction, damage, deterioration or non-delivery of any \nconsignment under sub-section (1) of section 103. \n1 \nNotice \nof rail-\nway \naccident. \nCHAPTER Xli \nACCIDENTS \n113. (1) Where, in the course of working a railway,— \n(a) any accident attended with loss of any human life, or with \n45 of 1860.. grievous hurt, as defined in the Indian, Penal Code, or with such \nserious injury to property as may be prescribed; or \n(b) any collision between trains of which one is a train carrying \npassengers; or \n(c) the derailment of any train carrying passengers, or of any \npart of such train; or \n(d) any accident of a description usually attended with loss of \nhuman life or with such grievous hurt as aforesaid or with serious \ninjury to property; or \n(e) any accident of an y other description which the Central \nGovernment may notify in this behalf in the Official Gazette, \noccurs, the station master of the station nearest to the place at which \nthe accident occurs or where there is no station master, the railway \nservant in charge of the section of the railway' on which the accident \noccurs, shall, without, delay, give notice of the accident to the \nDistrict Magistrate and Superintendent of Police, within whose juris-\ndiction the accident occurs, the officer in charge of the police station \nwithin the local limits of which the accident occurs and to such other \nMagistrate or police officer as may be appointed in this behalf by the \nCentral Government. \n(2) The railway administration within whose jurisdiction. the accident \noccurs, as also the railway administration to whom the train involved \nin the accident belongs, shall without delay, give notice of the accident \nto the State Government and the Commissioner having jurisdiction over \nthe place of the accident. \n114. (1) On the receipt of a liotice under section 113 of the occurrence \nof an accident to a train carrying passengers resulting in loss of human \nlife or grievous hurt causing total or partial disablement of permanent \nnature to a passenger or serious damage to railway property, the Com-\nmissioner shall, as soon as may be, notify the railway administration in \nwhose jurisdiction the accident occurred o: his intention to hold an in-\nquiry into the causes that led to the accident and shall at th e same time \nfix and communicate the date, time and place of inquiry: \nProvided that it shall be open to the Commissioner to hold an inquiry \ninto any other accident which, in his opinion, requires the holding of \nsuch an inquiry. \n(2) If for any reason, the Commissioner is not able to hold an inquiry \nas soon as may be after the occurrence of the accident, he shall notify \nthe railway administration accordingly. \nInquiry \nby Com- \nmissio- \nner.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 40, + "text": "Inquiry \nby rail_ \nway admi \nnistration, \nPowers \nof Com-\nmissioner \nin rela-\ntion to \nries, \n40 \nTHE GAZETTE OF INDIA. EXTRAORDINARY [PART II- \n115. Where no inquiry is held by the Commissioner under sub-section \n(1) of section 114 or where the Commissioner has informed the railway \nadministration under sub-section (2) of that section that he is not able \nto hold an inquiry, the railway administration within whose jurisdic-\ntion the accident occurs, shall cause an inquiry to be made in accord-\nance with the prescribed procedure. \n116. (1) For the purpose of conducting an inquiry under this Chapter \ninto the causes of any accident on a railway, the Commissioner shall, in \naddition to the powers specified in section 7, have the powers as are \nvested in a civil court while trying a suit under the Code of Civil Proce-\ndure, 1908, in respect of the following matters, namely:— \n(a) summoning and enforcing the attendance of persons and \nexamining them on oath; \n(b) requiring the discovery and production of documents; \n(c) receiving evidence on affidavits; \n(d) requisitioning any public record or copies thereof from any \ncourt or office; \n(e) any other matter which may be prescribed. \n(2) The Commissioner while conducting an inquiry under this Chap-\nter shall be deemed to be a Civil Court for the purposes of section 195 \nand Chapter XXVI of the Code of Criminal Procedure, 1973. \n5 of 1908. \n2 of 1974. \nState-\nment \nmade \nbefore \nCorn \nmissio-\nner. \nProce-\ndure, \netc. \nNo in-\niquity, \ninvesti-\ngation, \netc., \nto be \nmade if \nthe \nCom-\nmission \nof \nInquiry \nis ap-\npointeei. \n117. No statement made by a person in the course of giving evidence \nin an inquiry before the Commissioner shall subject him to, or be used \nagainst him in, any civil or criminal proceeding, except a prosecution \nfor giving false evidence by such statement: \nProvided that the. statement is— \n(a) made in reply to a question which is required by the Com-\nmissioner to answer; or \n(b) relevant to the subject-matter of the inquiry. \nns. Any railway administration or the Commissioner conducting \nan inquiry under this Chapter may send notice of the inquiry to such \npersons, follow such procedure, and prepare the report in such manner \nas may be prescribed. \n119. Notwithstanding anything contained in the foregoing provisions \nof this Chapter, where a Commission of. Inquiry is appointed under \nthe Commissions of Inquiry Act, 1952, to inquire into an accident, any 3 of 1952. \ninquiry, investigation or other proceeding pending in relation to that \naccident shall not be proceeded with, and all records or other clo'cuments \nrelating to such inquiry shall be forwarded to such authority as may be \nspecified by the Central Government in this behalf.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 41, + "text": "SEC. 11 THE GAZETTE OF INDIA EXTRAORDINARY 41 \n120. Where any accident of the nature not specified in section 113 \noccurs in the course of working a railway, the railway administration \nwithin whose jurisdiction the accident occurs, may cause such inquiry \nto be made into the causes of the accident, as ma y be prescribed. \n(a) the injury to property which shall be considered serious \nunder clause (a) of sub-section (1) of section 11a; \n(b) the forms of notice of accidents to be given under section 113 \nand the particulars of the accident such notices shall contain; \n(c) the manner of sending the notices of accidents, including the \nclass of accidents to be sent immediately after the accident; \n(d) the duties of the Commissioner, railway administration, \nrailway servants, police officer s and Magistrates on the occurrence \nof an accident; \n(e) the persons to whom notices in respect of an y inquiry under \nthis Chapter are to be sent, the procedure to be followed in such \ninquiry and the manner in which a report of such inquiry shall be \nprepared; \n(f) the nature of inquiry to be made by a railway administra-\ntion into the causes of an accident under section 120; \n(g) the form and manner of sending a return of accidents by a \nrailway administration under section 121. \nCHAPTER XIII \nLIABILITY OF RAILWAY ADMINISTRATION FOR DEATH AND INJURY TO PASSENGERS \nDUE TO ACCIMErrs \n123. In this Chapter, finles s the context otherwise requires,— \n(a) \"accident\" means an accident of the nature described in \nsection 124; \n(b) \"dependant\" means any of the followbag relatives of a \ndeceased passenger, namely:— \n(i) the wife, husband, son and daughter, and in case the \ndeceased passenger i s unmarried or is a minor, his parent; \n(ii) the parent, minor brother or unmarried sister, widowed \nsister, widowed daughter-in-law and a minor child of a pre- \nInquiry \ninto \naccident \nnot \ncovered \nby \nsection \n113. \nReturns. \nDefini-\ntions. \n121. Every railwa y administration shall send to the Central Govern-\nment, a return of accidents occurring on its railway, whether attended \nwith injury to any person o r not, in such form and manner and at such \nintervals as may be prescribed. \n122. (1) The Central Government may, by notification, make rules Power \nto carry out the purposes of this Chapter. to \nmake \n(2) In particular, and without prejudice to the generality of the rules in \nresp of of \nforegoing power, such rules may provide for all or any of the following matters \nmatters, namely:— in this \nChapter.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 42, + "text": "42 THE dAzETTE OF INDIA EXTRAORDINARY [PART II^ \nExtent of \nliability. \nApplica-\ntion for \ncompen-\nsation. \ndeceased son, if dependant wholly or partly on the deceased \npassenger; \n(iii) a minor child of a pre-deceased daughter, if wholly \ndependant on the deceased passenger; \n(iv) the paternal grand parent wholly dependant on the \ndeceased passenger. \n124. When in the course of working a railway, an accident occurs, \nbeing either a collision between trains of which one is a train carrying \npassengers or the derailment of or other accident to a train or any part \nof a train carrying passengers, then whether or not there has been any \nwrongful act, neglect or default on the part of the railway administra-\ntion such as would entitle a passenger who has been injured or has suf-\nfered a loss to maintain an action and recover damages in respect thereof, \nthe railway administration shall, notwithstanding anything contained in \nany other law, be liable to pay compensation to such extent as may be \nprescribed and to that extent only for loss occasioned by the death of a \npassenger dying as a result of such accident, and for personal injury and \nloss, destruction, damage or deterioration of goods owned by the passen-\nger and accompanying him in his compartment or on the train, sustained \nas a result of such accident. \nExplanation.—For the purposes of this section \"passenger\" includes a \nrailway servant on duty. \n125. (1) An application for compensation under section 124 may be \nmade to the Claims Tribunal— \n(a) by the person who has sustained the injur y or suffered any \nloss, or \n(b) by any agent duly authorised by such person in this behalf, \nOr \n(c)- where such person is a minor, by his guardian, or \n(d) where death has resulted from the accident, b y any \ndependant of the deceased or where such a dependant is a minor, by \nhis guardian.. \nInterim \nrelief by \nrailway \nadminis \ntration. \n(2) Every application by a dependant for compensation under this \nsection shall be for the benefit of every other dependant. \n126. (1) Where a person who has made an application for compen-\nsation under section 125 desires to be paid interim relief, he may apply \nto the railway administration for payment of interim relief along with \na copy of the application made under that section. \n(2) Where, on the receipt of an application made under sub-section \n(1) and after making such inquir y as it may deem fit, the railway \nadministration is satisfied that circumstances exist which require relief \nto be afforded to the applicant immediately, it may, pending determi-\nnation by the Claims Tribunal of the actual amount of compen-\nsation payable under section 124 pay to an y person who has sustained \nthe injury or suffered any loss, or .where death has resulted from the \naccident, to any dependant 9f the deceased, such sum as it , considera", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 43, + "text": "gik 11 THE GAZETTE OF INDIA EXTRAORDINARY 43 \nreasonable for affording such relief, so however, that the sum paid shall \nnot exceed the amount of compensation payable at such rates as may be \nprescribed. \n(3) The railway administration shall, as soon as may be, after \nmaking an order regarding payment of interim relief under sub-section \n(2), send a copy thereof to the Claims Tribunal. \n(4) Any sum paid by the railwa y administration under sub-section \n(2) shall be taken into account by the Claims Tribunal while deter-\nmining the amount of compensation payable. \n127. (I) Subject to such rules as may be made, the rates of com-\npensation payable in respect of any injury shall be determined by the \nClaims Tribunal. \n(2) The compensation payable in respect of any loss of goods shall \nbe such as the Claims Tribunal may, having regard to the circumstances \nof the case, determine to be reasonable., \n128. (1) The right of any person to claim compensation under section \n124 shall not affect the right of any such person to recover compensa-\n8 of 1921 tion payable under the Workmen's Compensation Act, 1923, or any \nother law for th e time being in force; but no person shall be entitled to \nclaim compensation more than once in respect of the same accident. \nbetermi- \nnation of ' \ncompen-\nsation in \nrespect of \nany \ninjur y or \nloss \nof goods. \nSaving \nas to \ncertain \nrights. \n(2) Nothing in sub-section (1) shall affect the right of any person \nto claim compensation payable under any contract or scheme providing \nfor payment of compensation for death or personal injury or for damage \nto property or any sum payable under any policy of insurance. \n129. (1) The Central Government may, by notification, make rules Power to, \nto carry out the purposes of this Chapter. make \nrules in \n(2) In particular, and without prejudice to the generality of the respect of matters foregoing power, such rules may provide for all or any of the following in this \nmatters, namely:— Chapter. \n(ci) the compensation payable for death; \n(b) the nature of the injuries for which compensation shall be \npaid and the amount of such compensation. \nCHAPTER XIV \nREUut.ATION OF HOURS OF WORK AND Pr.RIOD OF REST \n130. In this Chapter, unless the context otherwise requires,--.. \n(a) the employment of- a railway servant is said to be \"continu-\nous\" except:when it is excluded or has been declared to be essen-\ntially intermittent or intensive; \n(b) the employment of a railway servant is said to be \"essen-\ntially intermittent\" when it has been declared to be so by the pres- \nDefini-\ntions.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 44, + "text": "44 THE GAZETTE OF INDIA EXTRAORDINARy [PART II- \ncribed authority on the ground that the daily hours of duty of the \nrailway servant normally include periods of inaction aggregating to \nfifty per cent. or more (including at least one such period of not less \nthan one hour or two such periods of not less than half an hour each) \nin a tour of twelve hours duty (on the average over seventy-two con-\nsecutive hours), during which the railway servant may be on duty, \nbut is not called upon to display either physical activity or sustained \nattention; \n(c) the employment of a railway servant is said to be \"excluded\", \nif he belongs to any one of the following categories, namely:— \n(i) railway servants employed in a managerial or confiden-\ntial capacity; \n(ii) armed guards or other personnel subject to discipline \nsimilar to that of any of the armed police forces; \n(iii) staff of the railway schools imparting technical training \nor academic education; \n(iv) such staff as may be specified as supervisory under the \nrules; \n(v) such other categories of staff as may be prescribed; \n(d) the - employment of a railway servant is said to be \"inten-\nsive\" when it has been declared to be so by the prescribed• authority \non the ground that it is of a strenuous nature involving continued \nconcentration or hard manual labour with little or no period of \nrelaxation. \n131. Nothing in this Chapter shall apply to any railway servant to \nwhom the Factories Act, 1948 or the Mines Act, 1952 or the Railway Pro-\ntection Force Act, 1957 or the Merchant Shipping Act, 1958, applies. \n132. (1) A railway servant whose employment is essentially inter-\nmittent shall not be employed for more than seventy-five hours in any \nweek. \n(2) A railway servant whose employment is continuous shall not be \nemployed for more than fifty-four hours a week on an average in a two- \nweekly period of fourteen days. \n(3) A railway servant whose employment is intensive shall not be \nemployed for more than forty-five hours a week on an average in a two- \nweekly period of fourteen days. \n(4) Subject to such rules as may be prescribed, temporary exemptions \nof railway servants from the provisions of sub-section (1) or sub-section \n,(2) ar sub-section (3) may be made by the prescribed authority if it \nIs of opinion that such temporary exemptions are necessary to avoid \nserious interference with the ordinary working of the railway or in \ncases of accident, actual or threatened, or when urgent work is required \nto be done to the railway or to rolling stock or in any emergency which \nChapter \nnot to \napply to \ncertain \nrailway \nservants. \nLimita-\ntion of \nhours of . \nwork. \n63 of 1948. \n35 of 1952. \n23 of 1957. \n44 of 1958,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 45, + "text": ";Sac. 13 THE GAZETTE OF INDIA EXTRAORDINARY 45 \ncould not have been foreseen or prevented, or in other cases of excep-\ntional pressure of work: \n„Provided that where such exemption results in the increase of hours \nof employment of a railway servant referred to in any of the sub-sections, \nhe shall be paid overtime at not less than two times his ordinar y rate of \npay for the excess hours of work. \n133. (1) Subject to the provisions of this section, a railway servant— Grant of \nperiodi- \n(a) whose employment is intensive or continuous shall, for cal rest. \nevery week commencing on a Sunday, be granted a rest of not less \nthan thirty consecutive hours; \n(b) whose employment is essentially intermittent shall, for every \nweek commencing on a Sunday, be granted a rest of not less than \ntwenty-four consecutive hours including a full night. \n(2) Notwithstanding anything contained in sub-section (/),— \n(i) any locomotive or traffic running staff shall be granted, each \nmonth, a rest of at least four periods of not less than thirty conse-\ncutive hours each or at least five periods of not less than twenty-two \nconsecutive hours each, including a full night; \n(ii) the Central Government may, by rules, specify the railway \nservants to whom periods of rest on. scales less than those laid down \nunder sub-section (1) may be granted and the periods thereof. \n(3) Subject to such rules as may be made in this behalf, if the \nprescribed authority is of the opinion that such circumstances as are \nreferred to in sub-section (4) of section 132 are present, it may exempt \nany railway servant from the provisions of sub-section (1) or clause (i) \nof sub-section (2): \nProvided that a railway servant so exempted shall, in such circum-\nstances as may be prescribed, be granted compensatory periods of rest \nfor the periods he has foregone. \n134. Nothing in this Chapter or the rules made thereunder shall, where Railway \ndue provision has been made for the relief of a railway servant, authorise servant to \nhim to leave his duty until he has been relieved. remain on \nduty, \n135. (/) Subject to such rules as may be made in this behalf, the Supervisor, \nCentral Government may appoint supervisors of railway labour. of railway \nlabour, \n(2) The duties of supervisors of railway labour shall be- \n(i) to inspect railways in order to determine whether the pro-\nvisions of this Chapter or of the rules made thereunder are duly \nobserved; and \n(ii) to perform such other functions as may be prescribed. \n(3) A supervisor of railway labour shall be deemed to be a Com-\nmissioner for the purposes of sections 7 and 9.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 46, + "text": "46 THE GAZETTE OF INDIA. krItA.C3RDrNAR \"Y' [PART \nPower to \nmake \nrules in \nrespect of \nmatters in \nthis Chapter. \nFraudu-\nlently \ntravel- \nling or \nattempting \nto travel \nwithout pro-\nper pass \nor ticket. \n136. (1) The Central Government ,may, by notification, make rules \nto carry out the purposes of this Chapter. \n(2) In particular, and without Iprejudice to the generality of the \nforegoing power, such rules may provide for all or any of the follow-\ning matters, namely:— \n(a) the authorities who may declare the employment of any \nrailway servant essentially intermittent or intensive; \n(b) the appeals against any such declaration and the manner \nin which, and the conditions subject to which any 'such appeal \nmay be filed and heard; \n(c) the categories of staff that may be specified under sub- \nclauses (iv) and (v) of clause (c) of section 130; \n(d) the authorities by whom exemptions under sub-section ( 4) \nof section 132 or sub-section (3) of section 133 may be made; \n(e) the delegation of power by the authorities referred to in \nclause (d); \n(f) the railway -servants to whom clause -(ii) of sub-section (2) \nof section 133 apply and the periods of rest to be granted to them; \n(g) the appointment of supervisors of railway labour and their \nfunctions. \nCHAPTER XV \nPENALTIES•AND•OFFENCES \n137. (1) If any person, with intent to defraud a railway adnainis-\ntration,— \n(a) enters or remains in any carriage on a railway :or travels \nin a train in contravention of section 55, or \n(b) uses or attempts to use a. single pass • or a single ticket \nwhich has already been used on a. previous journey, or_ in the case \nof a return ticket, a half thereof which has already been so used, \nhe shall be prmishable with imprisonment for a terni iihtch may extend \nto' six months, or with fine which may extend to one thousand rupees, or \nwith both: \nProvided -that in the absence of.special and , adequate reasons Ito the \ncontrary -to be mentioned-in the(judgment of -the -1-tcouteti 'osuch.punish-\nrnent shall not be less than a fine of five hundred rupees. \n(2) The person referred to in sub-section (1) shall also be liable \nto -pay the -excess charge mentioned in siabisection (3),in addition \n'to' the. ordinary single fare for •the xlistance which;he has traveliled, or \nwhere there is any doubt as to the station from which' he3started, the \nordinary single fare from the station from which the train originally \nstarted, or if the tickets of passengers travelling 'in the train- have been \nexamined since the original starting of the train, the ordinary single \nfare from the place where the tickets were so examined or, in case of \ntheir having been examined more than once, were: -last :examined.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 47, + "text": "Sic. 1] THE GAZELLE. OF INDIA EXTRAORDINARY 47 \n(3) The excess charge referred to in sub-section (2) shall be a sum, \nequal to the ordinary single fare referred to in that sub-section or \nfifty rupees, whichever - is more. \n(4) Notwithstanding a_nything contained in section 65 • of the Indian \n45 of 1860. Penal Code, the court •convicting an offender may direct that the person \nin default of payment of any fine inflicted by the court shall suffer im-\nprisonment for a terra which may extend to six months. \n138. (1) If any passenger,— Levy of \nexces s \n(a) being in or having alighted from a train, fails or refuses charge \nto present for examination or - to deliver up his pass or ticket iname- and fare \ndiately on a demand being made therefor under section 54, or for tra- \nvelling \n(b) travels in a train in contravention of the provisions of without \nsection 55, proper \npass or \nhe shall be liable to pay, on the demand of any railway servant authorised ticket or \nin this behalf, the excess charge mentioned in sub-section (3) in addition beyond autho- \n\t\nto the ordinary single fare for the distance which he has travelled-or, rised dis- \nwhere there is any doubt as to the station from which he started, the tance. \nordinary 'single fare from the station from which the train originally \nstarted, or, if the tickets of passengers travelling in the train have been \nexamined since the original starting of the train, the ordinary single fire \nfrom the place where the tickets were so examined or in the case of their \nhaving been examined more than once, were last examined. \n(2) If any passenger,— \n(a) travels or attempts to travel in or on a carriage, or by -a \ntrain, of a higher class than that for which he has obtained a pas& \nor purchased a ticket; or \n(b) travels in or an. a carriag e beyond the place authorised by \nhis pass or ticket, \nhe shall be liable to pay, on the demand of any railway servant autho-\nrisedin. this behalf, any difference between the fare paid by him and the \nfare payable in respect of the 'journey he has made and the excess charge \nreferred to in sub-section (3). \n(3) The excess charge shall be a sum equal to the amount payable \nunder sub-section (1) or sub-section (2) , as the case may be, or fifty \nrupees, whichever is more: \nProvided that if the passenger has with him a certificate granted \nunder sub-section (2) of section 55, no excess charge shall be payable. \n(4) If any passenger liable to pay the excess charge and the fare \nmentioned in sub-section (1), or the excess charge and -any difference \nof fare mentioned in sub=section (2) , fails or refuses to pay the same on \na demand being made therefor under one or other of these sub-sections, \nas the case may be, any railway servant authorised by the railway ad-\nministration in this behalf may apply to any Metropolitan Magistrate or \na Judicial Magistrate of the first or second class, as the case may be, \nfor the recovery of the sum payable as if it were a fine, and the Magistrate \nif satisfied that the sum is payable shall order it to be So recovered,", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 48, + "text": "48 THE GAZETTE OF INDIA EXTRAORDINARY [PART II- \nPower to \nremove \npersons. \nSecurity \nfor good \nbehavi-\nour in \ncertain \ncases. \nNeed-\nlessly \ninter-\nfering \nwith \nmeans of \ncommuni-\ncation in \na train. \nPenalty \nfor trans-\nfer of \ntickets. \nand may order that the person liable for the payment shall in default \nof payment suffe r imprisonment of either description for a term which \nmay extend to one month but not less than ten days. \n(5) Any sum recovered under sub-section (4) shall, as and when it \nis recovered, be paid to the railway administration. \n139. Any person failing or refusing to pay the fare and the excess \ncharge referred to in section 138 may be removed by any railway ser-\nvant authorised in this behalf who may call to his aid any other person \nto effect such removal: \nProvided that nothing in this section shall be deemed to preclude a \nperson removed from a carriage of a higher class from continuing his \njourney in a carriage of a class for which he holds a pass or ticket: \nProvided further that a woman or a child if unaccompanied by a \nmale passenger, shall not be so removed except either at the station \nfrom where she or he commences her or his journey' or at a junction or \nterminal station or station at the headquarters of a civil district and \nsuch removal shall be made only during the day. \n140. (1) When a court convicting a person of an offence under \nsection 137 or section 138 finds faat he has been habitually committing \nor attempting to commit that offence and the court is of the opinion that \nit is necessary or desirable to require that person to execute a bond \nfor good behaviour, such court may, at the time of passing the sentence \non the person, order him to execute a bond with or without sureties, \nfor such amount and for such period not exceeding three years as it \ndeems fit. \n(2) An order under sub-section (1) may also be made by an appel-\nlate court or by the High Court when exercising its powers of revision. \n141. If any passenger or any other person, without reasonable and \nsufficient cause, makes use of, or interferes with, any means provided \nby a railway administration in a train for communication between \npassengers and the railway servant in charge of the train, he shall be \npunishable with imprisonment for a term which may extend to one year,_ \nor with fine which may extend to one thousand rupees, or with both: \nProvided that, in the absence of special and adequate reasons to the \ncontrary to be mentioned in the judgment of the court, ,where a pas-\nsenger, without reasonable and sufficient cause, makes use of the alarm \nchain provided by a railway administration, such punishment shall not \nbe less than,— \n(a) a fine of five hundred rupees, in the case of conviction for \nthe first offence; and \n(b) imprisonment for three months in case of conviction for the \nsecond or subsequent offence. \n142. (1.) If any person not being a railway servant or an agent \nauthorised in this behalf- \n(,) sells or attempts to sell any ticket or any half of a return \nticket; or I", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 49, + "text": "SEC. 1] \nTEE GAZETTE ,OF INDIA EXTRAORDINARY 45 \n(b) parts or attempts to part with, the possession of a ticket \nagainst which reservation of a' seat or berth has been made or any \nhalf of a return ticket or a season ticket, \nin order to enable any Other, person to travel therewith, he shall be \npunishable with imprisonment .. for a term which may extend to three \nmonths, or with fine which may . extend' to five 'hundred rupees, or with \nboth, and shall also .forfeitthe ticket rwhich he: sells, or: attempts to sell \nor parts or- attempts to ; pant •= \n(2) If any person purchases any ticket referred to in clause (a) of \nsub-section (1) ,or obtains , the,., possession, of. ticket .referred to in \nclause (b) of that sub-sectiOn from any 1-rsan other than a railway ser-\nvant or an agent authoriseC1 behalf; he be ,punishable with \nimprisonment .for a term ,which may extend to three months and with \nfine which may extend to five hundred rupees and if thepurchaser Or \nholder of any ticket aforesaid travels or attempts to travel therewith, \nhe shall forfeit the ticket which he .so purchased or obtained and shall \nbe deemed to be travelling without' a proper ticket and shall be liable \nto be dealt with under section 138: \nProvided that in the absence of special and adequate reasons to \nthe contrary to be na6ntioned —in the 'judgment of the court, the punish-\nment under sub-section (1) or sub-section (2) shall not be less than \na fine of two hundred and fifty rupees. \n143. (1) If any person, not being 'a railway servant or an agent autho- Penalty \nrised in this behalf,— for un_ \nautho ris- \ned carry_ (a) carries on 'the- business of'procuring and supplying tickets ing on of \nfor travel -On- a railway or for reserved accommodation for journey business \nin a train; or of pro- \ncuring and \n(b) purchaseg or sells or attempts to purchase or sell tickets supplying \nwith a view to carrying on any such business either by himself or of \nby: any other person; railway tickets. \nhe shall be punishable with imprisonment for a, term which may extend \nto 'three years 'or with fine which; may. extend to ten thousand rupees, or \nwith both, and shall also forfeit the tickets which he so procures, supplies, \npurchases, sells or attempts to purchase or sell: \nProvided that in the absence of special and adequate reasons to the \ncontrary to be mentioned in the judgment of the court, such punish-\nment chn1.1 not be less than imprisonment for a term of one month or \na fine of five thousand rupees, j \n(2) Whoever abets Any offence punishable under this section shall, \nwhether or not such offence is'coramiited., be' punishable with the same \npunishment as is provided for the offence. \n144. (1) If any ' person canvasses 'for any custom or hawks or exposes \nfor sale any article whatsoever in any railway carriage or upon any part \nof a railway, except under and in, accordance with the terms and condi-\ntions of a licence granted by the railway administration in this behalf, \nhe shall be punishable with imprisonment for a term which may extend \nProhibi-\ntion o n \n hawking \netc., and \nbegging. \nti", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 50, + "text": "50 THE GAZETTE OF INDIA, EXTRAORDINARY [Pan It- \n)runken-\nLess or \nuisance. \n)bstruct_ \n railway \nervant \nhis \n Euties. \nTrespass \nad ran.- \nal to \nlesiat \nlaspass. \nto one year or with fine which - may extend to two thousind rupees, or \nwith both: \nProvided that in.,„tlie ab,sence of sgacial andAdequate reasons to the \ncontrary to be mentioned tie gotirt, iiieT:C-Punishinent` \nshall not be less than, a fine of onetgotisand. itipees. \n(2) If any perion -tag ' raffWay carEi&go± tipeii a railway \nstation, he shall be liable for punishment -ai 8ciriiovidedf--qinder ''sub- \nsection (1). \n(3) Any -tneis-ori-iiferA o t'tOln iu =sec n (/ 1)- ti t .) ri, 0. ,..,,. __. _ L. r su Ise \nbe removed from the rild ,znwl0 _ag carriage .I le or any Li\n_ \ni-Ll-r ilrinfLt11 3'.\"‘\"1 VII' 'N' -:-.-61Y ,--. ..... ,,,..., ..--.. 4! ran;- rit,Ilu;;G e :1.1.7.' WaY` : !--Clk Idail:' way station, aetlie cesemay_ De, Dy , servant afrthbrised in -' \nthis behalf or by any -other -person whom SiiCh ra \nY \nff-Va sei'varit -May`oalr\" \nto his aid. \n145. If any perSonthailway carriage \"di' pOn\" any part of a \nrailway— \n(a) is in a state of intoxication; or \n(b) commits ,ww. nuisance or act of indecency or uses abusive \nor obscene language; or \n(e) wilfully or without excuse interferes with any amenity \nprovided by the railway administration so as to affect the comfort-\nable travel of any passenger, \nhe may be renaoved from the railway by any railway servant and shall, \nin addition to the forfeiture of his pass or ticket,-be punishable with im-\nprisonment which may extend to six months and with line which may \nextend to five hundred rupees: \nProvided that in the'abseriee -af special - and4dequate'reasons to the \ncontrary to be mentioned in the judgment of thncourt,such punish-\nment shall not be less than— \n(a) a fini of One Iinidrid -rtipeee in thettteof conviction for the \nfirst offena; -arict \n(b) imprisonment of one month and a fine of two hundred and \nfifty rupeis,'''in he --ciii oiivietiic !Or S o d: subsequent \noffence. \n146. If any person wilfully obstructs or pireVgite - any' t rallw-i.k servant \nin the disehargeof his he a4all bepunipunishable with imprisonment \nfor a term which- may extend to six :rnorlths, or with fine -which may ex-\ntend to one thousand rupees, or witi:;.,both. \n147. (1) If any :person enters -upon -or, into Any. part, of a railway \nwithout lawful authority, --or haVingjawfully -entered ur;on, or into such \npart Misuses suclfpircipettk -or refuses to leave, he shall be punishable with \nimprisonment for a terra which may extend 'to six months ; or with fine \nwhich may extend to one thousand rupees, or with both:", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 51, + "text": "SEC. 1] • 7E : q.A.4.77E OF INDIA. EXT1149RDINARY 51 \nProvided that in the absence of special and adequate reasons to the \ncontrary to be mentioned in the judgment of the court, such punishment \nshall not be less than a fine of five hundred rupees.. \n(2) Any person referred to in sub4seetion (1) may be removed from \nthe railway by any railway servant or , b y , ally other person whom such _ . \nrailway servant may call to his aid. 1 \n148. If in any application for compensation under section 125, any \nperson makes a statement which is false or which he knows or believes to \nbe false or ,does not believe to be true, he shall bepunishable with im-\nprisonment for a term which may extend to three years, or with fine, or \nwith both, \n149. If any person requiring compensation from a railway adminis-\ntration for loss, destruction, damage, deterioration or non-delivery of any \nconsignment makes a claim which is,false or which he knows or believes \nto be fags or 'does not believe to be true, he shall loe punishable with im-\nprisonment tor a term which/ may extend- tof three years, or with fine, or \nwith both. \n150. (1) Sublect to the provisions of sub-se,ction (2)- if any person \nunlawfully,— \n(a) puts of throws upon or across any railways, any wood, stone \nor other matter or, thing; or \n(b) takes up, • removes, -loosens or= displaces any rail, sleeper or \nother matter or things belonging to any railway; or \n(c) turns, moves, • unlocks or diverts any points or other \nmachinery belonging to any_ railway; or \n(d) makes or shows, or hides or removes, any signal or light upon \nor near fo any-railway; or \n(e) tdoes 2or causes to be ;done or attempts to, do. any other act or \nthing in relation. to any railway, \nwith intent or with knowledge that he is likely to endanger the safety of \nany person travelling on or being upon the railway, he shall be punishable \nwith imprisonment for life, or with rigorous imprisonment for a term \nwhich may extend to ten years: \nProvided that n, the absence -of special and adequate reasons to the \ncontrary to be. mentioned in _the _judgment of the court, where a person \nis punishable, with,rigorous imprisonment, such imprisonment shall not \nbe less than— \n(a.) three years, in the case of a conviction for the first offence; \nand \n(b) seven years, in the case of conviction for the second or sub-\nsequent offence. \nPenalty \nfor \nmaking \na false \nstate-\nment in \nan appli- \ncation for \ncompen-\nsation. \nMaking \na false \nclaim \nfor COM* \npensa- \ntion, \nMalici-\nously \nwrecking \nor attem-\npting to \nwreck a \ntrain.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 52, + "text": "4 4 \n52 TEE GAZETTE OF INDIA EXTRAORDINARY [PART II�� \nDamage \nto or des-\ntruction \nof certain \nrailway \nproper-\nties. \nMalici-\nously \nhurting or \nattempt-\ning to \nhurt \npersons \ntravel- \nling by \nrailway. \nEndan-\ngering \nsafety of \npersons \ntravel-\nIMg by \nrailway \nby wilful \nact or \nomission. \nEndan-\n_gering \nsafety of \nnerson s \n travel-\nling by \nraftway \nby rash \nor negli-\ngent act \nor omission. \n(2) lf any person unlawfully does any act or thing referred to in any \nof the clauses of sub-section (1)- \n(a) with intent to cause the death of any person and the doing \nof such act or thing causes the death of any person; or \n(b) with knowledge that such act or thing is so imminently \ndangerous that it must in all probability cause the death of any \nperson or such bodily injur y to any person as is likely to cause the \ndeath of such person, \nhe shall be punishable with death or imprisonment for life. \n151. (1) If any person, with intent to cause, or knowing that he is \nlikely to cause damage or destruction to any property of a railway refer-\nred to in sub-section (2), causes by fire, explosive substance or other-\nwise, damage to such property or destruction of such property, he \nshall be punishable with imprisonment for a term which may extend to \nfive years, or with fine, or with both. \n(2) The properties of a railway referred Ao in sub-section (1) are \nrailway track, bridges, station buildings and llatinnsy,canriages ∎ or \nwagons, locomotives, signalling ; telecommunications, electric traction \nand block equipments and such other properties as the Central \nGovernment being of the opinion that damage thereto or destruction: \nthereof is likely to endanger the operation of a railway. may, by noti-\nfication, specify. \n152. If any person unlaWfully throws or causes to fall or strike at \nagainst, into or upon any rolling stock forming part of a train, any wood, \nstone or other matter or thing with-intent,,or with, knowledge, that he is \nlikely to endanger the safety of any person.being in or upon,such rolling \nstock or in or upon any other rolling stock forming part of the same train, \nhe shall be punishable with imprisonment for life, or with imprisonment \nfor a term which ma y extend to ten years, \n153. If any person by any unlawful act or,by any, wilful omission or \nneglect, endangers or causes to be endangered the safety of any person \ntravelling on or being upon .. any railway, .or obstructs or -causes to be \nobstructed or attempts to obstruct any rolling stock, upon any railway, \nhe shall be punishable with imprisonment for a term which may extend \nto five years. \n154. If any person in a rash and negligent manner does any act, sr \nomits to da what he-is .legally-bound to do, -and the act or omission is \nlikely to endanger the safet y of any person travelling or being upon any \nrailway, he shall be punishable with imprisonment for a term which may \nextend to one year, or with fine, or with both.", + "extraction_method": "text" + }, + { + "document_id": "core_docs__Railways_Act_1989.pdf", + "document_name": "Railways_Act_1989.pdf", + "document_path": "core_docs/Railways_Act_1989.pdf", + "doc_category": "core_docs", + "rule_type": "law", + "priority": 1, + "authority": "Government of India", + "description": "Primary legislation governing Indian Railways", + "is_static": true, + "effective_year": null, + "page_number": 53, + "text": "SEC. 1] THE GAZETTE OF INDIA EXTRAORDINARY 53 \n155. (1) -If any passenger — \n(a) _having entered a compartment wherein no berth or seat has \ntheen